Cleaning  and  Lubrication Cleaning  is  a  continuous  task.  As  a  GS  supervisor, you  are  already  aware  that  good  housekeeping  practices must  be  maintained  and  passed  on  to  your  subordinates. The   responsibilities   for   cleaning   and   lubricating   the components  of  the  CRP/CPP  systems  are  very  similar to  those  for  the  MRG  LO  system.  This  is  because  the majority  of  the  components  that  require  cleaning  in  both the   MRG   LO   system   and   the   CRP/CPP   systems   are valves.   When   cleaning   the   valves   of   the   CRP/CPP systems,   be   sure   to   pay   close   attention   to   detail. Attention   to   detail   is   important   because   most   of   the valves   and   piping   of   the   CRP/CPP   systems   are   located in  the  bilge  area.  Valves  in  the  bilge  area  are  constantly exposed   to   corrosive   elements. Other   components   that   require   cleaning   and lubrication   are   the   two   CRP/CPP   pump   couplings. These  pump  couplings  are  not  cleaned  and  lubricated  as frequently   as   the   valves,   but   their   cleaning   and lubricating   are   still   very   important   responsibilities. Alignments  and  Adjustments You   will   routinely   supervise   alignments   and adjustments   to   couplings   and   other   system   components. Your  personnel  usually  perform  these  tasks  after  general maintenance   (cleaning   and   lubrication).   Alignments and   adjustments   are   either   scheduled   or   conditional. During   the   cleaning   process,   for   example,   you   may discover  that  a  coupling  requires  an  alignment  check  or adjustment. The  CRP/CPP  system  is  one  of  the  few  systems  that you  as  a  supervisor  will  be  required  to  train  your personnel   to   closely   monitor   locally.   Local   monitoring is   necessary   because   of   the   lack   of   remote   monitoring capabilities. You  will  also  be  required  to  train  your personnel   to   make   the   necessary   mechanical   and electrical   adjustments.   Your   personnel   will   periodically perform   these   procedures   through   your   ship’s   PMS. Remember,  first  you  must  monitor  the  operation  of  the CRP/CPP  system  as  a  whole,  and  then  isolate  individual components   (one   at   a   time)   to   ensure   they   are functioning   properly.   The   following   paragraphs   contain some   of   the   components   you   maybe   required   to   adjust and  the  functions  they  are  designed  to  perform. UNLOADING   VALVE.—   The   unloading   valve unloads  the  pressure  of  the  attached  pump  back  to  the sump   if   the   electric   pump   is   operating   and   functioning properly. SEQUENCING  VALVE.—  The   sequencing   valve serves   two   purposes: (1)   It   maintains   a   back   pressure   on   the   system   to ensure  that  a  minimum  of  400  psi  is  supplied  to  the  inlet side   of   the   reducing   valve,   and   (2)   it   provides high-pressure  oil  to  the  OD  box. REDUCING   VALVE.—   The  reducing  valve provides  control  oil  to  the  OD  box. AUXILIARY   SERVO   RELIEF   VALVE.—   The auxiliary   servo   relief   valve   relieves   excess   control   oil pressure  back  to  the  sump. MAIN   RELIEF   VALVE.—   The  main  relief  valve relieves   excessive   pump   pressure,   either   from   the electric  pump  or  attached  pump,  back  to  the  sump. Besides   adjusting   the   components   at   the   OD   box, both   mechanical   and   electronic   pitch   position   alignment checks   must   be   accomplished   periodically.   These checks  will  not  only  require  your  expertise  to  train  your personnel,  but  also  require  your  presence  while  they  are being   accomplished. MECHANICAL   ALIGNMENT.—   The  mechani- cal  alignment  procedure  is  basically  the  same  for  all  the ship   classes.   This   procedure   is   performed   according   to the   PMS   and   is   used   to   detect   valve   rod   separation (unscrewing)  or  elongation.  Remember,  two  people will  be  required  to  perform  this  check  One  must  be positioned  at  the  OD  box  and  the  other  at  the  HOPM, and  they  must  be  able  to  communicate  with  each  other (sound-powered   phones   or   walkie-talkies).   This   test   is normally   fairly   easy   to   accomplish   if   no   problems   are encountered.  By  problems  we  mean  the  pitch  scale  and the  pitch  position  pointer  being  off  by  more  than  1/16  of an   inch. If   this   difference   cannot   be   explained   by thermal  growth  or  contraction  of  the  valve  rod  assembly, it  will  be  necessary  to  verify  that  all  connections  in  the valve   rod   assembly   are   tight.   If   the   position   of   the pointer  and  pitch  scale  is  subject  to  question  at  anytime, you  must  verify  actual  position  of  blade  1A  to  the  hub body  marks.  If  the  ship  is  not  in  dry  dock,  you  must  use a   diver   to   observe   and   confirm   hub   body   marks.   You must  have  confirmation  of  the  hub  body  marks  at  design ahead   and   full   ahead   when   pitch   is   ordered   at   normal operating   temperatures. NOTE In   most   cases,   an   equipment   malfunction   is   not the   cause   of   the   pointer   and   scale   discrepancy. Usually,  it  is  an  operator  error.  To  avoid  this  problem, make  sure  your  personnel  strictly  follow  the  MRC and  always  take  all  measurements  at  the  same  system oil   temperature. 3-18