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Article summary by Gary Polson RBBI
Not one, but two emergency operations could have boosted power to the Bright Field, this was learned by the U.S. Coast Guard and National Transportation Safety Board investigators for the first time Saturday when they hear of a "crash maneuver" button.
Guo Guang Qin the freighter's second engineer said the chief engineer could have used that button to restore power more quickly. It does not restore power as fast as the switch that overrides the automatic system, but it is quicker than the method Fang Jin Yun, chief engineer, used. when the automatic system started to slow down the engine after it detected a problem with a lubricating oil pump.
The "crash maneuver button" would damage the engine, but not as severe as the override button, Guo said.
The bridge and the engine room both have both buttons and none of the options were used. Guo said, he';s never received specific instructions on how to use the override system and that no company protocol exists for when to use the crash maneuver button.
After the accident the chief engineer said he was to use the crash button, "if and only if the bridge instructs the engine room for such a use," Saturday via interpreters. Fang testified he did not know the vehicle was faced with a crisis.
The revelation of the "crash maneuver button" was the high point in Saturday's proceedings. The joint hearing will reopen January 6th.
Investigators said it is too early to determine if using either button might have avoided the crash. "What we are seeing is a chain of events," Capt. Tony Regalbuto said, "There are so many variables. We are not even sure of the sequence of events at this time."
Regalbuto said earlier witnesses (master and chief engineer) may be recalled for questions about this new button. When asked to elaborate on any discrepancies in testimonies, Regalbuto declined.
The Coast Guard hopes to wrap up technical inspections of the ship's automation system and other components by January per Cmdr... Ken Parris. Today' s focus will be unloading corn from a damaged cargo hold and is expected to take about 15 hours.
Saturday the hearing focused on technical details surrounding the engine and its components. The main lube pump and its maintenance schedule were scrutinized. Inspections, showed it noisy and hot to the touch.
Rob Henry of the NTSB pressed Guo about the frequency of repairs to engine cylinders or pistons in the last four months. There were 9 separate repairs and two cylinder pistons had been repaired three times, he said.
"Is this normal or is this excessive?" Henry asked.
"Not very normal," Guo answered. He said the parts were damaged because the main engine exhaust temperature was too high - a problem fixed while the Bright Field was anchored at LaPlace prior to starting down the river last week.
When questioned by lawyers from Clearsky Shipping Corp. of Liberia and COSCO of Hong Kong, the vessels owners and operators, Guo said he was satisfied with the repair.
When the engine room received the order to reverse directions, the pre-existing forward motion of the large ship caused resistance, slowing the response. Fang, chief engineer said Friday the order was for full astern, not emergency full astern.
"With respect to the crash maneuver button, would you ever punch it without getting an emergency full astern order?" asked lawyer James Roussel, who represented the shipowners. "No," Guo answered.
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