The CCGS Pilot Officer Mynarski V.C. is a Mid-Shore Patrol Vessel based on the Hero-Class MPSV in service with the Canadian Coast Guard. The aim of this ship was to mix realistic operation with relative ease of use.

She comes standard with a deployable RHIB and a crane, as well as firefighting equipment. Her rear deck can easily be refitted to take on ROVs, cargo or even helicopters, and includes basic support for Nacon-standard 24-block long ISO containers.

Wheelhouse

CO Quarters, XO Quarters, Sickbay, Mess Hall

Bow Hold, Heads, Bow Crew Quarters, Machinery Space, E&P O Quarters, Naval Surgeon Quarters, Aft Crew Quarters, Crane Compressor Room, Fresh Water Reserve, Aft Hold

CCGS Pilot Officer Mynarski V.C. does not use any electric propulsion, so battery storage is limited. There is a battery pack mounted above the electrical panel providing 2,400 SWh of battery capacity, and a battery for starting the auxiliary generator with 400 SWh of capacity. In any case, Pilot Officer Mynarski V.C. has relatively limited electricity demands. The crew should not expect power deficits in the course of normal operation.


The ship is equipped with one (1) auxiliary generator located at the starboard aft corner of the machinery space, and has a rated power generation capacity of 30 SW. It is fed by the daily use tank below it; see the Fuel Systems section for further details. Due to the relatively high specific fuel consumption of the auxiliary generator, it is recommended to shut it down when the main engines are online.


The port and starboard shafts are equipped with high-capacity generators rated at 110 SW capacity. Note, however, that this generation capacity will not be realized unless the ship is moving at flank speed.


The electrical distribution is controlled by regions of the ship. These are:
• Bow compartment (crew quarters, heads, bow hold)
• Superstructure deck 1 (galley, mess, sickbay, CO and XO quarters, lower deck lights)
• Superstructure deck 2 (wheelhouse, mast lights, navigation lights, upper deck lights)
• Machinery room
• Aft compartment (crew quarters, E&P Officer quarters, Naval Surgeon quarters, fresh water reserve, hydraulic crane compressor)
• Steering gear compartment (steering gear, towing winch, tow light and stern light)
Above each breaker, there is a dial indicating power available to that room. Note that all dials give the same readout, as all regions of the ship receive power routed through the same battery bank.

Below the circuit breakers, on the left, there are three (3) dials and three (3) indicator lights. The dials indicate generator output. From left to right: port shaft generator, starboard shaft generator, auxiliary generator. In the same order, the indicator lights indicate whether the generator is suitable (stabilized and within operating limits) to be connected to the ship’s electrical network.

All ancillary systems are powered locally.

 

The Pilot Officer Mynarski V.C. is powered by two turbocharged MTU V16s generating 5,000 kW of power at 700 RPM geared to two fixed-pitch propellers via a 5:9 ratio. This allows a top speed of 26 kt.


The engines use an air-start system with a nominal pressure of 11.3 bar. To start each engine, it is necessary to engage the air compressor to the port aft of the machinery room to increase pressure in the air starting tank to at least 11 bar. Due to the nature of the system, only one engine may be started at a time. Attempting to start both engines simultaneously will most likely result in failure to start in both engines. See the start checklist for further detail.

The engines are turbocharged, and the turbocharger compressor and exhaust turbine both require lubricating oil (LO). On the Pilot Officer Mynarski V.C., the controls for lubricating oil are unified, i.e. both pumps are controlled by the same switch. Both pumps must be powered for engine operation, or the spools will not spin properly, either starving the engine of air (compressor) or causing excessive back pressure, making scavenging of the cylinders impossible (turbine). Both pumps must always be on while the engines are running.

The cooling system is a standard low-temperature/high-temperature circuit system. The low-temperature circuit imports seawater and brings it into contact with a heat exchanger. The heat exchanger is itself connected to the high-temperature circuit, which consists of coolant around the engine jackets themselves. Gauges for the sea chests’ level of fill and engine temperature are located below the pump board. It is always strongly recommended that the sea chest be kept full. Small windows in each sea chest allow for visual confirmation of each chest’s fullness.

There are four (4) diesel fuel tanks in the ship’s lower hull: the bow, center, stern, and daily use tanks. Their capacities are rated as follows:

• Bow: 32,200 L
• Center: 15,400 L
• Stern: 22,500 L
• Daily use: 750 L

This gives a total fuel capacity of 70,850 L, which gives the ship a range of approx. 270 km at 14 kt. Note that this figure decreases drastically to a rated range of 120 km at 26 kt.
The engines draw their fuel from the center tank, which serves as a distributor to the engines and the daily use tank. The cross-feeds between the bow and center tanks, as well as the stern and center tanks, are one-way (to the center tank). To fuel the center tank, fuel must be fed into it from either the bow or stern tanks.

The daily use tank is for miscellaneous purposes, to include: powering the auxiliary generator and refueling the RHIB. It can be filled/drained from/to the center tank by buttons placed near the auxiliary generator.

There are two (2) fueling points on the bow of the ship near the bow hold door, and one (1) fueling point on the stern. They are marked in yellow-orange. There is no direct access to the central tank, and all cross-feed systems are one-way. It is not possible to de-fuel the central tank directly. It is, however, possible to cross-feed the central tank to the daily use tank, and to use the RHIB refueling hose to extract the fuel.

The helm has controls for both main engines and the bow thruster, and has a knotmeter, a compass, depth under keel gauges for both bow and stern, and engine RPM readings. There is also a megaphone system.


To the right of the helm is the Navigation/Collision Avoidance station. It has three displays. From left to right, they are: LIDAR (for terrain obstructions), RADAR, and an auxiliary map. The LIDAR and RADAR both operate relative to the ship, i.e. up on the screen is ahead of the ship. Both displays may be configured to a specific range using the keypad below them. To the right of the map are the autopilot master switch and a waypoint selector, and above it is the distance to the next waypoint (in nautical miles). A klaxon will sound when the ship approaches within 250 m of the current waypoint, and the navigator must switch to the next waypoint using the selector, or the map behind the helm.


To the left of the helm is the firefighting station. To the left, the operator will see a switch for the camera mounted above the wheelhouse. Controls for the camera’s horizontal and vertical rotation, as well as zoom, are provided. By default, the left watercannon is selected. The “Pump On” button may be used to fire the cannon, and the respective levers allow to aim. To use the right watercannon, the “Switch Cannon” button may be used. Note that only one pump may be controlled at a time. Combined, these two pumps afford the Pilot Officer Mynarski V.C. an almost 360 degree coverage arc.


Behind the firefighting station is the Engineering station. There is an indicator light/dial display indicating: fuel level, which tank is being used, whether fuel is low (below 1,000 L) and whether an engine is overheating. To the right of this is a weather display.

On the table, switches are present for all the lights. Aground/NUC, RAM and Anchor control only the mast lights, and the Tow light button controls only the stern tow light. Appropriate combinations should be selected by the user. On the far left of the table is the heater switch.


Behind the Navigation/Collision Avoidance station is the Radiotelephone Operator’s station. There are two radios, a SC1000XR and a SC100XR. The SC1000XR has a 20-km independent range, and the SC100XR has a 4-km independent range. Both radios have an internal battery that allows them to remain functional even if the ship suffers a blackout. They may be recharged using the RADIO ISOLATE breaker, which, when activated, connects the radio to the ship’s electrical grid. To the left of both radios is the EPIRB Receiver display. It displays, from top to bottom, the Ship ID, GPS X and GPS Y of any EPIRB signal received. Above, there is a mute for the EPIRB Signal Received alarm.


Behind the helm is a Tajin 5x3MW navigation map. It is fully touch-controlled. For those unfamiliar with the Tajin navigation map: Touching the map at any location will pan the map to that location. Pressing the + icon will add a waypoint at the currently selected location. On the left there is a zoom control. If the Waypoint Selector at the Navigation/Collision Avoidance station is set to 0, the current waypoint can be selected here.

Commit these procedures to memory.

To use the crane, it is first necessary to turn on the crane compressor below decks. Then, one must disengage the travel lock (done at the crane's control point). When securing the crane, it is strongly advised to return the crane to its original position and use the travel lock.

The crane is used to deploy the RHIB. The controls for releasing the RHIB are tied to the crane.

To recover the RHIB, it must be accurately positioned over the tiedowns. A 'snapping' into place can be observed. Use the handles to move the RHIB around as necessary.