OPERATION & MAINTENANCE MANUAL

THRUSTMASTER OUTBOARD PROPULSION UNIT PAGE 5.1

SECTION 5

MAINTENANCE PROCEDURES

I. SPECIAL INITIAL MAINTENANCE PROCEDURES

Special initial maintenance procedure are those of the prime mover diesel engine, main hydrostatic pump,
and hydraulic filters. Refer to the Caterpillar documentation for any diesel engine special initial
maintenance procedures. Refer to the main hydraulic pump manufacturer’s manual located in Section 7
of this manual for any special initial maintenance procedures.

Replace the hydraulic filter elements after the first 50 hours of operation and again after the first 250
hours of operation.

NOTE

REPLACE THE HYDRAULIC FILTER ELEMENTSAFTER THE FIRST 50

HOURS OF OPERATION ANDAGAIN AFTER THE FIRST 250 HOURS OF
OPERATION

II. ROUTINE MAINTENANCE PROCEDURES

A. GENERAL

Regular inspections of the thruster assembly and equipment will decrease the opportunity for
maintenance related problems. Thrustmaster recommends that a routine maintenance schedule
be implemented and strictly followed to assure continued, successful operation of the thruster.

During routine inspections, check for leaks in the engine fuel supply, cooling, and lube oil systems
as well as the hydraulic circuits. Inspect the system for unusual wear, noise or damage to
components, and loose hardware. Visually inspect all systems on a daily basis. Take any
corrective actions necessary to ensure proper operation of the equipment.

B. DIESEL ENGINE

Inspect diesel engine daily for fuel, coolant or lube oil leaks. Inspect for loose bolts, clamps,
fittings, belts, filters, etc., and take corrective action as required.

For engine maintenance procedures such as lube oil and filter changes, please refer to the diesel
engine manufacturer's operation and/or maintenance manual(s) located in Section 8, Vendor
Data.

C. ENGINE COOLING SYSTEM

The engine coolant is cooled by the plate heat exchanger mounted at the front of the HPU
enclosure. A surge tank with a sight glass and pressure cap is provided for maintaining the
engine coolant level.

Use a coolant mixture which is in accordance with the engine manufacturer's recommendations
for your operating conditions. The surge tank is provided with overfill connections at the filler cap.
After filling or topping off the surge tank, the overflow connection may vent some excess coolant
as the coolant expands. This is normal and not cause for concern.

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II. ROUTINE MAINTENANCE PROCEDURES, CONTINUED

C. ENGINE COOLING SYSTEM, CONTINUED

WARNING!

DO NOT REMOVE THE RADIATOR CAP FROM A HOT ENGINE. WAIT UNTIL
THE TEMPERATURE IS BELOW 50 ºC (120 ºF) BEFORE REMOVING THE
PRESSURE CAP. FAILURE TO DO SO CAN RESULT IN SEVERE BURNS
FROM HEATED COOLANT SPRAY OR STEAM. REMOVE THE FILLER CAP
SLOWLY TO RELIEVE COOLANT SYSTEM PRESSURE.

The engine coolant heat exchanger is cooled by seawater. Adequate flow must be maintained to
cool the engine.

D. FUEL OIL SYSTEM

The fuel day tank is located in the HPU base. The fuel day tank is provided with two vents. The
fuel gauge is immediately beside the level gauge on both sides of the enclosure. A fuel pick-up
tube extends into a combination sump/water trap on the bottom of the tank. Because of the tube
location, it is able to fully empty the day tank before the engine runs out of fuel. The fuel quantity
level switches will illuminate the low fuel level and summary alarm lights when the fuel quantity is
low. Replace the engine fuel filters in accordance with the engine manufacturer's operation
and/or maintenance manual(s). 2" NPT fueling connections are provided on the aft end of the
enclosure.

CAUTION!

USE FUEL ONLY AS RECOMMENDED BY THE ENGINE MANUFACTURER.

NORMAL FUEL GRADE IS NO. 2 DIESEL FUEL WITH LOW SULFUR
CONTENT (ASTM D396).

NOTE

FILL THE FUEL DAY TANK AT THE END OF EACH DAY OF OPERATION TO
DRIVE OUT MOIST AIR AND PREVENT CONDENSATION. MAINTAIN A
FAIRLY CONSTANT LEVEL IN THE DAY TANK (NEAR THE TOP) TO AVOID
DRAWING MOISTURE INTO THE TANK AS THE LEVEL DECREASES.

DO NOT FILL THE TANK TO THE TOP. FUEL EXPANDS AS IT WARMS AND
MAY OVERFLOW.

DO NOT FILL FUEL FILTERS WITH FUEL BEFORE INSTALLING THE

FILTERS. CONTAMINATED FUEL CAUSES ACCELERATED WEAR TO FUEL
SYSTEM PARTS.

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II. ROUTINE MAINTENANCE PROCEDURES, CONTINUED

E. THRUSTER OUTDRIVE ASSEMBLY

E.1 General: The outdrive of the propulsion unit has been designed as a low maintenance
assembly. Routine maintenance consists of inspection of the tilt radial bearings, steering
thrust bearings, and steering radial bearings, propeller, and hub. Check for wear or
damage of these components and replace as required. Additionally, check all hardware
for tightness on a regular basis. Tighten any loose hardware immediately to prevent
damage to your propulsion unit.

E.2 Lubrication: Lubrication of internal components is by the circulating hydraulic fluid. The
outdrive is provided with one (1) Zerk™ fitting on the back of the upper outdrive housing
to lubricate the main steering bearing and main steering bearing seal. Grease this fitting
every 50 hours of operation with any of the following extreme pressure Grade 2
lubricants:

E.2 Lubrication, Continued:

RECOMMENDED BEARING LUBRICANTS

SHELL ALVANIA EP 2
EXXON RONEX WB
TEXACO MULTIFAK EP 2 (Factory Installed)
MOBIL MOBILUX EP 2
UNION UNOBA EP 2
SUN PRESTIGE 742 EP

Any EP 2 grease with molybdenum disulfide additives (moly grease) may also be used.

If possible, the outdrive should be continuously rotated during greasing. Grease is then
spread uniformly throughout the bearing and the old lubricant is purged to the greatest
extent possible.

Provision should be made in the outdrive installation to permit regreasing with complete
convenience and safety to the operator. Frequently, this will require installation of
extension hoses from the Zerk fitting to a safe location on deck.

E.3 Mounting Bolts: Inspect outdrive mounting for loose or corroded mounting bolts
regularly. Tighten or replace as required.

E.4 Hydraulic System Internal Integrity: When loss of hydraulic fluid is observed while
there are no obvious signs of hydraulic system leakage, the affected component may be
located inside the upper or lower thruster assemblies. Remove the top access cover on
the upper assembly and inspect for hydraulic oil inside the thruster. If there is hydraulic
oil visible, the thruster unit will require disassembly to correct the condition. Contact
Thrustmaster’s service department for assistance.

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II. ROUTINE MAINTENANCE PROCEDURES, CONTINUED

F. HYDRAULIC SYSTEM

F.1 General: The propulsion function of this thruster unit is hydraulic. The hydraulic system
is therefore of extreme importance. It does not require much maintenance, but certain
factors must be carefully considered as below.

F.2 Cooling: The hydraulic oil is cooled by a shell and tube heat exchanger inside the
enclosure. Hydraulic oil operating temperature is between 120EF and 160EF. An oil
temperature gauge is provided on the hydraulic oil reservoir. Adequate cooling water flow
must be maintained to cool the hydraulic oil.

CAUTION!
MAXIMUM HYDRAULIC OIL TEMPERATURE IS 165 ºF

F.3 Hydraulic Pumps: Refer to the hydraulic pump manufacturer’s operation and
maintenance manual in Section 8 for proper maintenance procedures to the hydraulic
pumps.

F.4 Hydraulic Oil: The use of a premium quality ISO-68 hydraulic oil with rust, wear, and
foam inhibitors and an FZG Gear Test Stage 12 Failure rating (ASTM D5182, DIN 51354)
is required. Hydraulic components of the system were filled and tested with Mobil DTE
®
26 hydraulic oil at the factory. The hydraulic oil recommended is based on ambient
temperatures of +10ºC to +50ºC (+50ºF to +122ºF). When operating under substantially
different climatic conditions, a different hydraulic oil should be used in accordance with
the ambient temperatures prevailing in the area of operations. Contact your
Thrustmaster representative for approval on hydraulic oil type and grade.

CAUTION!
A PREMIUM QUALITY ISO-68 HYDRAULIC OIL MEETING
FZG GEAR TEST STAGE 12 FAILURE CRITERIA MUST BE USED
®
MOBIL DTE 26 HYDRAULIC OIL WAS INSTALLED AT THE FACTORY
IF ANOTHER HYDRAULIC OIL IS TO BE USED,
CONTACT THRUSTMASTER ENGINEERING OR SERVICE
FOR APPROVAL PRIOR TO INSTALLATION OF THE NEW OIL

NEVER mix different brands or grades of hydraulic oil. Mixing of hydraulic oils may
cause chemical reactions and/or serious damage to the propulsion unit. Always seal
drums of hydraulic oil immediately after use and store horizontally. Periodically check
drums for any water that may have collected on the bottom. The hydraulic oil MUST be
clear. Cloudiness of the hydraulic oil indicates the presence of water.

CAUTION!
DO NOT MIX HYDRAULIC OILS OF DIFFERENT BRANDS OR GRADES. CHEMICAL
REACTIONS OR DAMAGE TO THE PROPULSION UNIT MAY OCCUR.

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THRUSTMASTER OUTBOARD PROPULSION UNIT PAGE 5.5
II. ROUTINE MAINTENANCE PROCEDURES, CONTINUED

F. HYDRAULIC SYSTEM, CONTINUED

CAUTION!

CLEANLINESS OF THE HYDRAULIC OIL IS OF EXTREME IMPORTANCE. WHENEVER

HYDRAULIC OIL MUST BE ADDED, BE SURE TO PUMP THE OIL THROUGH A THREE
MICRON (3µ) FILTER WHILE FILLING THE HYDRAULIC RESERVOIR. NEVER
ASSUME THAT OIL FROM THE DRUM IS FILTERED.

Cleanliness of hydraulic oil is of extreme importance. The cleanliness level of the

hydraulic oil should be kept to a level of ISO 15/12 or better. Hydraulic oil temperature
should be kept below 165 ºF (74 ºC).

F.5 Hydraulic Filters: Cleanliness of hydraulic oil is of extreme importance. The cleanliness
level of hydraulic oil should be kept at a level of ISO-15/12 or better.

The main hydraulic pump is provided with a charge pump with a charge filter. The
control circuit and flushing pump are also provided with filters. The filter elements must
be replaced after the first 50 hours of operation, then after then next 200 hours of
operation and subsequently after each 500 hours of operation or when the differential
pressure indicator is in the red zone, which ever is first.

F.6 Return Filter:

The hydraulic system is also provided with a return filter. This filter is provided with a
differential pressure indicator. As soon as the indicator goes into the red zone, the filter
element needs replacement. Filter element replacement can only be done while the unit
is shut down. Use a bucket to catch any oil that may leak out of the filter element during
replacement.

NOTE

FILTER ELEMENT REPLACEMENT CAN BE ACCOMPLISHED ONLY WHEN

THE PROPULSION UNIT IS SHUT DOWN. USE A BUCKET TO CATCH ANY
HYDRAULIC OIL WHICH MAY LEAK FROM THE FILTER DURING ELEMENT
REPLACEMENT.

CAUTION!

INSPECT THE HYDRAULIC OIL IN THE BUCKET DURING ELEMENT

REPLACEMENT. INCLUSION OF METAL PARTICLES, SUCH AS STEEL
GRINDINGS OR PIPE SCALE, ARE DETRIMENTAL TO THE EQUIPMENT AND
INDICATE THAT FAILURE IS IMMINENT. IF THE HYDRAULIC OIL CONTAINS
CONTAMINANTS, INVESTIGATE AND CORRECT THE PROBLEM PRIOR TO
RESTART OF THE PROPULSION UNIT.

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II. ROUTINE MAINTENANCE PROCEDURES, CONTINUED

F. HYDRAULIC SYSTEM, CONTINUED

F.7 Contamination: Water in the hydraulic oil is detrimental to the performance of the
equipment and will result in internal corrosion of the hydraulic pump, valves and steering
motors. Regularly inspect the color of the oil. Cloudy-looking oil indicates a high water
content and the complete volume of oil must be replaced. Thrustmaster recommends
hydraulic oil be tested at least ANNUALLY for water content. Water content of the
hydraulic oil should be limited to 500 ppm maximum. When filling the customer provided
reservoir or adding hydraulic oil, monitor the color of the oil pumped into the reservoir.
Drums containing hydraulic oil may sometimes contain water at the bottom of the drum.

CAUTION!

AFTER OPENING A NEW DRUM OF OIL, ALWAYS STORE IT IN THE

HORIZONTAL POSITION. STORAGE UPRIGHT WILL ALLOW THE TOP TO
COLLECT AND RETAIN RAINWATER AND CONDENSATION WHICH MAY
LEAK INTO THE OIL DRUM. AFTER OPENING A DRUM, BE SURE TO
RESEAL IT SECURELY TO PREVENT DIRT OR WATER FROM ENTERING
THE DRUM AND CONTAMINATING THE REMAINING OIL.

F.8 Suction Strainers: The hydraulic reservoir is provided with 100 mesh suction strainers
inside the reservoir. These suction strainers should be removed from the reservoir and
cleaned after every 20,000 hours of operation. Each suction strainer is provided with an
internal bypass set at three (3) PSI.

F.9 Hydraulic Connections: Always watch for hydraulic oil leaks. Most hydraulic fittings
and hoses used either use O-ring type flange connections, O-ring type threaded
connections, or 37º flared connections. None of these connections require special
sealants, such as Loctite™. Whenever an O-ring fitting leaks, replace the O-ring and
lubricate the O-rings with some O-ring grease. Whenever a 37º flared fitting (JIC) leaks,
thoroughly inspect the surface of the flare. Scratches or dents will inhibit its sealing
ability and replacement of the component is necessary. Whenever a pipe thread fitting
(NPT) leaks, clean the threads and apply Loctite™ hydraulic sealant to the threads.
When replacing hoses or fittings, be sure to thoroughly clean the hose or fitting as
indicated in the installation section of this manual before installation.

CAUTION!

NEVER USE PIPE DOPE OR TEFLON TAPE. THE LOCTITE™ HYDRAULIC

SEALANT REQUIRES CURING FOR APPROXIMATELY 24 HOURS BEFORE
THE APPLICATION OF HYDRAULIC PRESSURE.

F.10 Lubrication: Lubrication of internal components is by the circulating hydraulic fluid.

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 OPERATION & MAINTENANCE MANUAL
THRUSTMASTER OUTBOARD PROPULSION UNIT PAGE 5.7
III. MAJOR REPAIR AND OVERHAUL PROCEDURES

A. THRUSTER ASSEMBLY

Repair of the thruster assembly by non-Thrustmaster personnel is limited to inspection of

components without disassembly. There are many components which interact intimately in the
assembly; therefore, disassembly is NOT recommended without a Thrustmaster service
technician on-hand or without a specific procedure or instructions from Thrustmaster’s service
department.

CAUTION!

DISASSEMBLY OF THE THRUSTER IS NOT RECOMMENDED WITHOUT A

THRUSTMASTER SERVICE TECHNICIAN.

B. DIESEL ENGINE

For prime mover diesel engine maintenance and overhaul instructions, please refer to the
manufacturer's operation and/or maintenance manual(s).

C. HYDRAULIC PUMPS AND MOTORS

For hydraulic pump or motor maintenance and overhaul instructions, please refer to the hydraulic
pump manufacturer’s operation and maintenance manual for proper maintenance and overhaul
procedures.

CAUTION!

DO NOT DISASSEMBLE HYDRAULIC PISTON PUMPS AND MOTORS IN THE

FIELD. SPECIAL EXPERTISE AND EQUIPMENT IS REQUIRED TO
CORRECTLY DISASSEMBLE, INSPECT, SERVICE AND REPAIR THESE
DEVICES.

CONSULT THRUSTMASTER’S OR THE PUMP OR MOTOR

MANUFACTURER’S SERVICE DEPARTMENT PRIOR TO ATTEMPTING ANY
INSPECTION, DISASSEMBLY OR REPAIR OF HYDRAULIC PUMPS OR
MOTORS.

D. OTHER COMPONENTS

Most other components, such as hydraulic valves, electrical switches, pressure transducers,
proportional valves, directional valves, etc., are generally not field repairable and replacement of
the defective parts is generally recommended in these cases.

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THRUSTMASTER OUTBOARD PROPULSION UNIT PAGE 5.8
III. MAJOR REPAIR AND OVERHAUL PROCEDURES

E. HEAT EXCHANGERS

The engine coolant and hydraulic oil heat exchangers need little attention, but to ensure
continued satisfactory performance, they should be inspected periodically.

Before placing the engine coolant heat exchanger in operation after service or inspection, ensure
that both circuits are clean, carefully vented and full of fluid. The most frequent cause of heat
exchanger failure and nonperformance is improper venting and fouling of the tubes or plates.

When the engine coolant heat exchanger is serviced and cleaned, it is important that the full
characteristics of the fouling material and the cleaning agent be known and understood. Care
must be exercised in the handling of cleaning solutions and agents.

WARNING!

WHEN THE HEAT EXCHANGER IS SERVICED AND CLEANED FULL

CHARACTERISTICS OF THE FOULING MATERIALAND THE CLEANING
SOLUTION OR AGENT MUST BE KNOWN

EXTREME CARE MUST BE EXERCISED IN THE HANDLING OF THE

CLEANING SOLUTION OR AGENT

F. HYDRAULIC SYSTEM FLUSHING

F.1 General:

Hydraulic system components, specifically pumps, motors, and valves, are very sensitive
to dirt and solid particles. Even particles which are barely visible to the naked eye can
damage these components within a short period of time. It is extremely important that a
hydraulic system is cleaned thoroughly BEFORE it is put into use. This cleaning process
is time consuming and can be relatively expensive. However, taking any shortcuts in
cleaning the system will invariably result in failure during or shortly after startup. At that
time, the system must again be cleaned and failed components must be replaced or
repaired. This results in tremendous extra expense, delays, and frustrations. It is,
therefore, of utmost importance that the following guidelines be strictly observed.

CAUTION!

IF THE PIPING SYSTEM IS NOT PROPERLY FLUSHED AS DESCRIBED

BELOW, THE EQUIPMENT WILL FAIL SOON AFTER STARTUP. THE
HYDRAULIC PUMP WILL BE DESTROYED AND MANY PARTICLES FROM
THE PUMP WILL BE DISTRIBUTED THROUGHOUT THE PIPING SYSTEM,
SERIOUSLY DAMAGING THE THRUSTER.

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III. MAJOR REPAIR AND OVERHAUL PROCEDURES, CONTINUED

F. HYDRAULIC SYSTEM FLUSHING, CONTINUED

F.2 Procedure:

Bypass the pumps, motors, and valves. Use a centrifugal pump and an adequately sized
three (3) micron full flow filter. Pump the hydraulic oil at a rate of 110 to 150 percent of
the normal design flow through the piping system and the flushing filter for a minimum of
sixteen (16) hours. The filter should be installed at or near the lowest point of the system.
Strike the exterior of the piping and fittings frequently with a hammer to loosen any dirt
particles from the inside walls. Reverse flushing flow every eight (8) hours. Regularly
inspect the filter and replace elements timely. During the flushing procedure, periodic
particle counts must be made. Samples must be drawn upstream of the flushing filter.
These particle counts are made either in a laboratory where samples are analyzed or
they can be done on site if a suitable portable analyzer is available. The particle count
must show gradual improvement of cleanliness level and flushing must be continued until
an ISO level of 15/12 or better is achieved. Water count must not exceed 500 ppm

CAUTION!

FLUSHING OF THE HYDRAULIC SYSTEM MUST CONTINUE UNTIL THE

PARTICLE COUNT IS ISO 15/12 OR BETTERWATER COUNT MUST NOT
EXCEED 500 PPM

REMAINDER OF PAGE INTENTIONALLY BLANK

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