reggae the rough guide rough guides by barrow steve dalton peter 1997 paperback
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reggae the rough guide rough guides by barrow steve dalton peter 1997 paperbackThis gyro was used on pretty much any ship that did not have automated fire control. Different browsers and fonts will causeThis process creates errors that are compounded while encoding for the Web. If the basic principles of the Compass are understood and the rules laid down for operation, care and maintenance are followed carefully, the instrument should give satisfactory service for many years. Normal replacements, due to wear, will be necessary from time to time. Most of these replacements may be made by the Compass operator, following the instructions contained in this book. But the operator should not attempt to make any repairs or adjustments other than those noted in the text, otherwise he may seriously affect the adjustments and balances of the compass. It will be found more economical to have a Gyro-Compass Service Engineer make any major adjustments, overhauls, etc. The Sperry Gyroscope Company, Inc.A list of service stations will be found at the end of this foreword. If it is necessary to engage a Service Engineer, time and money will be saved by stating in your request for service the nature and cause of the trouble.VI and VIII Compasses, of which over 1000 have been placed in service on ships representing almost every maritime nation in the world. Many improvements in design are present in the new compass but since they are too numerous to detail here, only a few outstanding changes will be mentioned.The doors are large, permitting free access for oiling and cleaning.The mercury tubes are made of stainless steel.The great advantage of the Amplifier Unit over the trolleys and contactors, formerly used, is that it permits much smoother and more accurate transmission of the Master Compass readings to the repeater compasses. Its use also eliminates any rolling or sliding contact between the sensitive and phantom elements. This serves to lessen friction about the vertical axis of the sensitive element and assists in improving the accuracy of the compass.http://www.ecojardin.pl/files/cyberlink-instantburn-manual.xml
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Furthermore, maintenance requirements are minimized.This is considered specially important for the proper maintenance of a compass equipment aboard ship.The remaining items are treated separately. The separate pamphlets are designed to be bound within one cover for convenience.This is accomplished in the Sperry Gyro-Compass as described in the following paragraphs.See figure 1. Since the axle of the gyro aligns itself with the meridian we may speak of the north end and the south end of the axle. Carrying this terminology further, we refer to the north and south ends of the gyro rotor case, and the east and west sides of the case.These studs rest in bearings in the vertical ring. Refer to figure 2. This provides the gyro and ease with freedom about the HORIZONTAL AXIS.This provides the gyro with freedom about the VERTICAL AXIS. The vertical bearings referred to do not actually support the vertical ring and hence they are called the (upper and lower) guide bearings. The actual weight of vertical ring, case and gyro is borne by a group of wires called a suspension. The reason for this is discussed under PHANTOM ELEMENT.The whole Compass is mounted in its binnacle on a gimbal system so that it may hang undisturbed by the rolling and pitching motion of the ship. This effect arises from the fact that any weight swinging back and forthThey are accurately positioned on assembly at the factory and from the above it can be seen that THE SETTING OF THE COMPENSATOR WEIGHTS MUST NOT BE DISTURBED.For this reason it must be mounted so as to be free to turn about a vertical axis in order that the gyro axle may align itself with the meridian. The mounting must also be arranged so that the sensitive element will not be carried away from the meridian as the ship turns beneath it. Any bearing friction, while the sensitive element turns (with respect to the binnacle) about a vertical axis, would cause a disturbance of the Compass.http://teleinwestor.com/userfiles/cyberlink-dvd-suite-manual.xml A practically frictionless method of mounting the sensitive element must be used. The method employed in the Sperry Gyro-Compass is explained in the following paragraphs.The top of the suspension is secured to the top of the phantom element (refer to figure 3). As the sensitive element is turned in azimuth (i.e., about the vertical axis) it would tend to twist the suspension. However, the phantom element is also arranged so that it can turn about the vertical axis and, by means of the follow-up system, is made to follow every movement of the sensitive element. This system of support supplies a practically frictionless mounting of the sensitive element. The manner in which the phantom is made to follow the sensitive element is described under FOLLOW-UP SYSTEM.Reference to figure 3 shows the location of the compass card, at the top of the phantom stem.Ball bearings, called stem bearings, keep the 2 elements aligned and permit the former to turn freely with respect to the latter. The phantom is supported from the hub of the spider on a roller thrust bearing.See Appendix for a discussion of the principle involved.The west pair is similarly connected. EachCare must be taken not to alter or interchange these weights.It carries (a) the azimuth motor which drives the phantom element to follow the sensitive element (see FOLLOW-UP PANEL), (b) the transmitters for operating the repeater compasses (see TRANSMISSION SYSTEM), (c) the speed and latitude corrector, and (d) the lubber ring.The construction of the frame maybe seen in figure 5. A detachable lubber ring is carried on the rim of the spider frame. This ring carries an adjustable lubber line plate which is engraved with a lubber line against which the compass card is read. The correctors mentioned are mounted on the spider but are connected to the lubber ring so as to cause the latter to move as required.http://gbb.global/blog/boss-br-1600-dvd-owner-s-manual The corrections in the compass indication, as solved by the corrector mechanisms, are thus introduced into the Compass by shifting the position of the lubber ring. The transmitters for the repeater system, also mounted on the lubber ring, introduce the compass correction into the repeater compasses automatically.The correction for speed and latitude error could be set into the compass periodically, except that it varies as the cosine of the course and inversely as the cosine of the latitude. Therefore, some means of inserting a correction automatically for all changes in course must be used. A groove called the cosine cam is cut into the bottom of the azimuth gear on the phantom element. This cam is designed to move the corrector mechanism the proper amount to correct the compass readings for all changes in course. Changes of speed ( over 3 knots)As the Compass turns in azimuth, the cam causes arm 60 to move. Arm 60 constitutes a bell crank which moves arm 62 about adjustable pivot 63. This motion is imparted in turn to arm 64 through pivot 65. Arm 64 moves a pivoted block 66 which is attached to lubber ring 45. Thus the lubber ring is caused to move, as the ship changes course in a given latitude. It can be seen, from a study of figure 6, that for a given movement of arm 60, the amplitude of the resulting movement of the lubber line is determined by the position of pivot 63. The position of pivot 63 is a function of ship's speed and latitude. This position is determined by means of a latitude scale which moves across a plate engraved with speed curves as knob 57 is turned.This arrangement permits the correction for the tangent latitude errorAn auxiliary latitude scale enables this correction to be set in accurately.See page 16 for description and maintenance.This is done to protect the Compass, moving parts from excessive wear which might result from undue vibration.The top may be removed when necessary.http://hsttechnologies.com/images/carry-pistol-with-manual-safety.pdfA switch and terminals are provided also in the binnacle to connect the lamps toThe rotor of the induction motor is a part of the gyro wheel, while the stator is attached to the gyro case. This motor is energized by a 3-phase, 210-cycle, 50 volt a-c supply.Where the leads pass from phantom element to vertical ring, and from vertical ring to rotor case, extra flexible conductors are used so as not to exert a torque on the sensitive element.A contact arm, held against the roller carriage by a spring, provides a means to hold the carriage in place and to connect it to the 70-volt d-c supply.The gear on the transmitter roller carriage is meshed with the azimuth gear so that the latter will drive the roller carriage of the transmitter as the phantom element moves in azimuth.The motor drives a compass card which is read against a lubber line secured to the casing.The repeater bottom cover may be removed for access to the lamp. A dimmer switch for controlling the brilliancy of the repeater will be found in the repeater stand.If the ship's supply is 220 volts, the 70-volt supply is obtained from a d-c generator which is incorporated in the compass (220 V.) motor-generator set.At the transmitter the positive leg is directed to lead 1, 2 or 3 depending on the position of the roller carriage. The circuit then passes back to the panel, through the repeater switch to theThe return to the panel is made through lead 5 which is connected through a fuse and the repeater switch to the common return for the various compass circuits.See circuit diagram in the Control Panel instruction book.For convenience, the operation will be described briefly here.The transformer has 3 legs; the center leg is energized from one phase of the 210 cycle supply to the gyro motor, while the 2 outer legs are connected to the vacuum tube amplifier in such a way that when the transformer and armature are aligned, there is no signal to the amplifier. When the sensitive element moves away from the phantom element, the signal to the amplifier corresponds in direction and amount to the direction and amount of such movement.Since the field of this motor is continuouslyThen the input to the amplifier ceases and the motor stops.The Compass should never be turned in azimuth, with the power off, by pressure on compensator weights or mercury ballistic.Make sure that oil level is justHold plunger out by hand until motor-generator speeds up (in about 5 seconds).Check repeaters, and synchronize if necessary.Then level the case by bringing bubble to normal settled position and allow Compass one hour to settle.The Compass then will indicate approximately theAlso note direction of movement.Multiply this quotient by the constant 5. The product will give approximate number of degrees deflection from meridian.Amount of precession should be equal to number of degrees obtained in preceding paragraph. Thus, if bubble moves to south atWhen bubble movement has become less than one minute of arc in 5 minutes of time, Compass should be within one degree of the meridian. The foregoing rule isIn case the normal settled position of the bubble is not central, when Compass is settled on the meridian, its normal settled position should be recorded and used in making the above setting.It is advisable, however, to check repeaters with Master Compass after any momentary failure of the supply.Turn switch OFF to silence buzzer. Examine control panel immediately. The circuit breaker is adjusted to open approximately 5 seconds after ship's supply fails. If, on examination, the circuit breaker is found open, repeat instructions for starting Compass at sea. Check Master Compass and repeaters.This de-energizes the circuit breaker coil and causes circuit breaker to open.If stopping at dock, there is no need of supporting rotor by hand; it may be locked immediately.The equipment can best beKeep oil level even with center of dot in oil-well windows at each end of rotor case.Allow no unauthorized person to tamper with it at any time.Refer to separate instruction pamphlet provided with 220-volt control panel.Further details will be found in the Amplifier Panel, Control Panel, and Motor-Generator pamphlets.If supply fails for any reason be sure to check and, if necessary, synchronizeClean the repeater stand if it isDue to the presence of this air, a certain amount of oxidation of the mercury takes place. This takes the form of a film on the surface of the fluid and eventually the film will retard its free movement. For this reason the mercury should be checked about everyFor economy of up-keep and maintenance, instructions are given here so that the ship's personnel may inspect and, if necessary, change the mercury. It must be borne in mind, however, that the mercury ballistic is the controlling element of the Compass and that care must be exercised in handling and adjusting it. The instructions given herein must be followed exactly.This must be done only when gyro is not running. The mercury should flow freely from one reservoir to the other. The appearance of film on the fluid is not harmful, provided the mercury flows freely. If it does not flow freely,If it does, replace reservoir tops, but be very careful not to interchange them when replacing.Pour out the old mercury, keeping that removed from each set of reservoirs in separate non-metallic containers.Clean out mercury tubes with tube (pipe)After using cleaners, blow out tube to removeThen pour this mercury back into one of the west reservoirs, pouring in a continuous stream so that no air bubbles are trapped in the tube. Repeat process for fluid removed from east reservoirs. If any mercury is spilled during this process, BOTH sets of reservoirs should be emptied and refilled with fresh mercury found in spare parts box. Each bottle contains 8 ounces of mercury. Pour 8 ounces into each set of reservoirs as described above. After refilling ballistic with mercury, replace reservoir tops, making sure not to interchange them. Replace ballistic on Compass as described on page 15.Card may beInsert mounting screws loosely. With card on an even degree,Then take, up tightly on mounting screws.Check repeater readings and synchronize with. Master Compass. If, when compass card is on an exact degree heading, repeaters do not exactly synchronize, loosen transmitter mounting screws and tap the transmitter so that it moves slightly on the elongated mounting holes until repeater readings match exactly with Compass reading.Lower ballistic frame until it is clear of Compass and remove from binnacle.The west bearing stud is pinned to its locknut and should be screwed in as far as it will go. The locknut then should be taken up so that stud is locked in place. If possible, use feeler gauge to determine the proper side shake. If gauges are not available, the stud may be replaced properly by making a mark on phantom ring in line with slot in stud before removing ballistic. When replacing ballistic, take up on stud until it is tight, then back off until slot is in line with the mark. When replacing ballistic, make sure that north side of ballistic frame is onA letter N is stenciled on north side of frame.It should be set so there is no lost motion between the azimuth gear and the azimuth motor pinion.There must be no binding or stallingThe brushes should be adjusted so that, when they are seated on the commutator, the brush holders are parallel to each other. To obtain this condition, loosen brush clamping screws, adjust brush and reclamp. When brushes are readjusted, sand them into fit commutator.Do not attempt to remove such errors by twisting the suspension.Reclamp plate. It is then necessary to change each repeater reading so that the repeaters are synchronized with the Compass. NOTE: If the plate is moved only a fraction of a degree, the repeater headings should be changed by loosening the transmitter on the Compass and shifting it as necessary to make repeater reading correspond to Compass reading.The unit comprises two dash-pots, each containing a piston and a quantity of oil. Movement of the pistons, due to swinging of the Compass about the axis mentioned, is opposed because of the restricted oil flow.The level can be determined by pushing a small pieceIf dashpots are too full, the oil will run out when the ship is rolling heavily. If the oil level drops below the piston, the dashpots will be useless. The level should be checked each month and new oil added if necessary.The damper comprises an adjustable friction brush riding on a cam. To obtain proper damping action, proceed as follows:However, as soon as the weather permits, the dampers should be readjusted as described above. If this is not done, an error in the compass indication may result.Wipe dry after cleaning. Check all electrical connections to make sure they are tight, clean and free from oil.Do not use any other kind.Polish commutator with a clean, lintless cloth, holding it against the commutator with the index finger while turning the damping weight back and forth with the other hand.Clean the contact surface of the segments with a small pieceInsert the edge of the folded crocus paper between adjacent segments to remove carbon dust. Clean the roller carriage and the interior of the carriage compartment with a soft cloth moistened in carbon tetrachloride, and wipe out with a dry cloth. NOTE: It is not necessary to remove the transmitter from the lubber ring, for cleaning. CAUTION: The Compass must not be turned in azimuth while the contact arm is in the vertical position.Take out the attaching screws and screw two of them into the two threaded holes in the edges of the plate to force the plate and gasket off the housing. Clean the oil window with a soft cloth moistened in carbon tetrachloride and held on the end of a thin hardwood stick. Do not unscrew the oil window from the bearing housing. If the oil wicks are clogged with sediment, remove the assembly by taking out the 4 small screws that hold it in place. Clean the assembly thoroughly in carbon tetrachloride and brush the wicks off with stiff brush. Be sure all carbon tetrachloride has evaporated from the wicks before replacing them. Clean the interior of the housing with a small piece of cloth saturated with carbon tetrachloride. Use the thin hardwood stick to force the cloth around the interior of the housing to remove all oil sediment. Dry out interior with a clean cloth to remove all traces of carbon tetrachloride before replenishing with oil. (See paragraph 13 under Oiling.)When the motor-generator is stopped, brush the space between the commutator bars axially with a small stiff brush. Wipe off with a soft dry cloth. Be sure that no particles of dust or dirt remain between the brush and commutator surface. To insure proper ventilation, brush the screened plates at each end of the motor-generator with a stiff brush. However, it is recommended that the interval between such oilings be not greater than 2 weeks.Add one or two drops of oil to roller stud in cosine cam.An arrow at the bottom points to the lower shaft bearing. A smallTwo oil tubes, terminating at the top of the transmitter, lead to other bearings requiring lubrication. The top oil hole, the two arrows and the two tubes are painted red and are readily located. Apply two drops of oil to each lubrication point. MONTHLY -Coat gear surfaces with a light film of oil, using a camel's hair brush. Keep segments and roller carriage free from oil.Coat azimuth gear surfaces with a light film of oil applied with a camel's hair brush.Access is provided to these oil holes through holes in the cap.EVERY 3 MONTHS renew the oil in each side of rotor case as follows: remove oil plug and pump out the oil with metal syringe provided in the spare part box. Remove the bearing housing end plate as described in paragraph 6 under Cleaning. Inspect the interior of the housing and the oil wicks. If wicks are clogged with sediment, remove assembly and clean as described in paragraph 6. Before filling oil reservoir clean interior of housing and oil window as described in paragraph 6. When reinstalling the oil wick assemblies make sure they are put back exactly as they were. 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