VBS ODS Ed20010701

VBS–propeller–Mk3
Preface
What does this book contain?
This instruction manual provides general Reliable and safe operation of the propeller
guidance regarding operation and main- system is dependent on correct operation
tenance and gives a description of the de- and maintenance. It is therefore important
sign of the propeller equipment. It is also to that the engine personnel is fully acquainted
be used as reference when ordering spare with the content of this book.
parts. The propulsion plant is delivered including a
The manual is divided into a number of warranty clause which has been contractual
chapters that correspond to the main com- agreed upon.
ponents/units of the propeller equipment. It is of course a precondition for the validity
The number of each chapter is decided by of such a warranty that the propulsion plant
our PSP–system (product specification sys- is operated in accordance with agreed re-
tem) and is the foundation stone of our quirements and recommendations.
EDP–system.
Spare parts must be original spare parts
Each chapter consists of four main purchased directly from MAN B&W Diesel,
elements: Alpha Diesel or from one of MAN B&W Die-
2001–07–01
S Descriptions (explanatory text con- sel’s authorized workshops or Agents.

cerning design features, functionality
and operation)
S Work cards (specifications on how to
perform different maintenance jobs)
S Data (oil list, tightening torques etc.)
S Spare part plates (spare part illustra-
tions and additional lists)
I
Propeller designation VBS CP propeller with hydraulic

ODS servooil inlet on shaft
Example: VBS 1080
VBS CP propeller with hydraulic
ODG servo inlet in gearbox
1080 Diameter of propeller hub
Servo
piston
2001–07–01
VBS–ODS–propeller
Gearbox
Servo
piston
2040536–5.0 & 2040022–5.0
VBS–ODG–propeller
II
How do I order spare parts?

Spare part plates consist of a drawing of the 1. Name of vessel (ex. M/S Star)
spare part and an accompanying list of the 2. Type of propeller equipment (ex. VBS
items shown on the drawing. 860)
The drawing may not be completely ident- 3. Engine no or s–no if the engine is not
ical to your plant and may also show some MAN B&W Diesel (ex. 17001 or s–no
items that are not included in your plant. The 6769)
additional list of items, however, is always in
accordance with your specific plant. 4. Spare part plate no (incl. edition no –
ex. 1505–01)
Note that some items on the spare part
drawings may only be delivered as part of a 5. Item no (ex. 16)
kit or complete assembled component. This 6. Description of part and quantity re-
however is generally stated on the drawing. quired ( ex. 7 blade bolts)
When ordering spare parts (or reference is These data are used in order to ensure cor-
made in correspondence) the following data rect supply of spare parts for the individual
must be specified: propulsion plants sold.
2001–07–01
Item no
2
0
3
4 Plate no A BBCC–DD
A: A = 1 for engine
BBCC: BB = chapter (main function)
CC = subfunction
Description A BBCC–DD
DD: version
III

2001–07–01
IV
05. Data
Description
General safety precautions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 05–3
Inspection and maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 05–5
Maintenance program VBS–ODS propeller . . . . . . . . . . . . . . . . page 05–6
Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 05–7
Data
Plant specific data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . drawing no
List of lubricating oils . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . drawing no 2 04 74 23–0
2001–09–01
Release toc_3 05 page 05–1

2001–09–01
page 05–2 Release toc_3 05

General safety precautions

Proper maintenance, which is the aim of this No major objects must be left unfastened,
book, constitutes the crucial point in obtain- and the floor and passages should be kept
ing optimum safety on board the ship. The clear.
general measures mentioned here should
be a natural routine to the entire technical
staff.
Spares
As far as possible, large spare parts should
be strapped near the area of application and
Cleanliness accessible by crane. The spare parts should
Machinery spaces should be kept clean be preserved against corrosion and pro-
above and below the floor plates. If grit or tected against mechanical damage. The
sand may blow into such rooms when the stock should be checked at intervals and re-
ship is in port, the ventilation should be plenished in time.
stopped and ventilating ducts, skylights and
doors in the rooms should be closed.
Light
In particular, welding or work which causes
Ample working light should be permanently
spreading of grit and chips must be avoided
installed at appropriate places and portable
near the propeller unless this is closed or
low voltage working light, in explosion–proof
covered.
2001–09–01
fittings, should be obtainable everywhere.

The exterior of the propeller equipment
should be kept clean and the paintwork
maintained so that leakages can be easily Freezing
detected. If there is a risk of damage due to freezing
when the plant is out of service, pumps,
Fire coolers and pipe systems should be emp-
tied of cooling water.
When tanks are inspected, welding and the
use of naked light will involve a risk of ex-
plosions and fire. The same applies to the
Warning
spaces below the floor. Attention is further-
more drawn to the danger of fire when using The opening of cocks may cause discharge
paint and solvents with a low flash point. Po- of hot liquids or gasses. The dismantling of
rous insulating material drenched with oil parts may cause springs to be released and/
from leakages is highly inflammable and or high pressure oil to spray out. Remember
should be renewed. to stop servo oil pumps before working on
servo systems. Think out beforehand which
way the liquids or gases will move and keep
Other clear.
Hand tools should be placed easily access- Wear safety goggles and gloves.
ible on tool boards. Special tools should be
fastened to tool panels (if supplied) close to
the area of application.
Release 3 05A1-01 page 05–3

Turning gear Hydraulic tools

Before engaging the turning gear, check that Safety goggles and gloves must be worn
the servo oil pump is running if the propeller when using hydraulic tools. If skin is dam-
is rotating with the engine (direct coupled to aged by oil jets, seek treatment immediately.
engine or no clutch in gear). Otherwise, the
oil distributor ring can be damaged.
Grinding tools
Safety goggles and gloves must be worn
Feeling–over when using grinding tools. Prevent grinding
When repairs or alterations have been particles from entering the equipment. After-
made, apply the “Feel–over sequence” until wards clean all parts carefully.
satisfied that there is no undue heating, oil
leaks or failure of cooling water or servo oil
systems.
Check and maintain
Propeller performance, servo system, lubri-
cating and cooling water condition.
Feel–over sequence
Measuring equipment.
Feel–over after 5, 15 and 30 minutes’ idle
running and finally when the propeller is run-
ning at full load.
2001–09–01
page 05–4 Release 3 05A1-01

Inspection and maintenance

When docking, the propeller equipment is to cording to BS 2901). C13 is to be used as a
be checked as follows: parent material because of its higher duc-
tility for larger repairs.
1. Stern tube C20 must always be used for cover surface
because of its better corrosion resistance.
Remove the guard around the aft stern tube
seal for inspection, and remove any nylon Voltage with 1.6 mm welding wire: 28–30 V,
cord or other debris. 280–300 Amp DC having the wire as posi-
tive lead. Wire speed approx 5 m/min. The
Check all assemblies for any oil leaks. No
welding to be carried out with multi, narrow
leaks are acceptable, and the stern tube oil
runs, and the temperature between each
must not be contaminated with water.
run to be kept below 200_C.
Check and overhaul the stern tube seals ac-
cording to the instructions of the seal manu-
facturer. Check also the bearings for wear. 4. Bolts and securings
See separate manual. All outside bolts and securings to be
checked for tightness, corrosion, and
possible damage (See Tightening instruc-
2. Propeller hub
tions for screws 2036393–1 chapter 3 10).
2001–07–01
Check the propeller hub and blade connec-

tions for any leaks. Take an oil sample from
the hub, check for impurities and water and 5. Zinc anodes
if necessary, refill with new oil. Zinc anodes on propeller hub, shaft seal,
stern and nozzle, if fitted, are to be checked
3. Propeller blades and replaced, as necessary.
Where inboard shaft current collectors are
Check the propeller blades for damage and
fitted, the contact surfaces and contact
any wear at the blade flanges. Damage to
brushes to be checked.
the propeller blade edges can be repaired
by welding, provided such repairs are ap-
proved by the classification society. 6. Repairs
Repairs to aluminium bronze is preferably When dismantling and repairing propeller
carried out by MIG welding, though welding equipment, all sealing rings should always
using clad electrodes is also possible. The be renewed.
metal must be carefully cleaned before
Before reassembling, the sealing rings must
welding. Preheating is not necessary. In the
be carefully checked for cracking or other
following, some practical information of MIG
damage.
welding aluminium bronze:
Inert gas: Argon approx 1400 l/h (purity min
99.8%), welding wires C13 and C20 (ac-
Release 3 05B1-01 page 05–5

Maintenance program VBS–ODS propeller

Time between
auled
overhauls
Check new/ overhau

parts after – hours
Description Check the condition Chapter
Monthly
Weekly
In dock
Overhaul to be carried out
12000
18000
24000
2000
6000
Daily
200
Oil level in tanks for propeller lub oil system 10
Oil level in hydraulic power unit 50
Filters in hydraulic servo system 50
Change of oil in intermediate bearings 35
Hydraulic hoses 50
Oil ball bearings and check rotor in feed–back system 50
Grease and check locking pin for OD–ring for wear 50
Water content in servo oil and stern tube oil < 5 % 10&50
Wear of stern tube bearings (max 1.5 mm) 10
2001–05–10
Stern tube seals (sealing rings and oil) 10
Propeller hub (leaks and damage) 15
Propeller blade damage (dye check) 10
Zink – anodes 10
Wear in propeller hub (see below) 15
Bolts/screws and securings 10
Tolerance for wear parts in propeller hub (mm)

Propeller type A B C D E F H J
VBS740 – 860 0.30 3.0 0.1 0.1 0.45 0.8 0.4 0.4
VBS980 – 1940 0.45 3.0 0.1 0.1 0.50 1.0 0.5 0.5
F J A B C D E H
AINS
page 05–6 Release 3 05C1-01

Troubleshooting
Trouble Possible cause Troubleshooting
Overflow of stern tube tank. Worn or damaged high Open three–way by–pass
pressure sealing in propeller valve between stern tube
hub servo system. tank and drain oil tank.
High pressure sealings in

hub to be renewed at next
dry docking.
Loss of oil from stern tube Damaged stern tube seal. Sealings to be renewed.
tank.
Damaged propeller blade
sealing.
Stern tube oil contaminated Damaged stern tube seal. If sea water content ex-
by sea water. ceeds 5%, stern tube oil to
Damaged propeller blade be changed (temporary sol-
2001–07–01
sealing. ution). Cause of contamina-

tion to be found (probably
stern tube seal or blade
seal).
Sudden increase of vibra- Damaged propeller blade(s) Inspection of propeller in dry
tion/noise level from pro- or pitch mechanism (due to dock or by diver.
peller. grounding, hitting foreign
object(s), etc).
Oil is leaking from OD–box Damaged/worn servo oil Renew sealing (can be
through slots. pipe sealing. done through slots).
Damaged O–ring(s) be- Renew O–rings (OD–box to

tween coupling flange and be disconnected).
shaft.
Oil is leaking from oil dis- Damaged oil distributor ring Renew oil distributor ring
tributor ring. white metal bearings. (two–parted).
Damaged O–rings between Renew O–rings.

shaft and rotating throw–off
ring.
Release 3 05D1-01 page 05–7

Trouble Possible cause Troubleshooting

High level alarm from drain Damaged oil distributor ring Renew oil distributor ring
oil tank. white metal bearings. (two– parted).
Drain oil transfer pump not Power supply failure or

in operation. pump(s) not turned on.
Servo oil temperature too Check cooling water sys-

high (> 45_C). tem.
Unstable pitch setting/en- Damaged rollers in feed– Renew damaged rollers.
gine load. back system.
High temperature in stern Sea water contaminated Change stern tube oil.
tube bearings. stern tube oil.
High temperature in inter- Misalignment of shafts. Check alignment (jack–up
mediate bearings. test).
Insufficient cooling. Check cooling water sys-

tem.
2001–07–01
Servo oil contaminated by Leakage in servo oil cooler. Renew servo oil cooler.
water.
No or slow pitch response in Electrical failure. Refer to remote control in-
relation to order. struction manual.
Servo pump not running. Start servo pump.
Impurities in valves. Dismantle and clean valves

and check filters.
Increase in servo oil tem- Check cooling system.

perature.
Damaged oil distributor ring Renew oil distributor ring

(white metal bearings). (two–parted).
Damaged servo oil pump. By manually activating pro-

portional valve check that
min 70 bar can be obtained
at full stroke ahead or
astern.
Alarm for low level in servo Leakage from propeller hub Check for inboard and out-
oil tank. servo system. board leakage.
page 05–8 Release 3 05D1-01

10. Propeller equipment

Description
Delivery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 10–11
Fitting stern tube – oil lubricated . . . . . . . . . . . . . . . . . . . . . . . . . page 10–12
Fitting propeller equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 10–15
Lubricating oil system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 10–18
Alignment of shafting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 10–20
Fitting zinc anodes to propeller and stern . . . . . . . . . . . . . . . . . . page 10–22
Seals – general directions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 10–23
Work card
10 301–01 Replacement of servo oil pipe sealing . . . . . . . . . page 10–25
10 302–01 Replacement of feed–back rollers . . . . . . . . . . . . page 10–27
10 303–01 Disassembling hydraulic coupling flange
(ODS–type) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 10–29
2001–09–01
10 304–01 Assembling hydraulic coupling flange

(ODS – type) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 10–33
10 305–01 Dismantling of propeller blade . . . . . . . . . . . . . . . . page 10–39
10 306–01 Fitting of propeller blade . . . . . . . . . . . . . . . . . . . . . page 10–41
Data
Tightening instruction for screws . . . . . . . . . . . . . . . . . . . . . . . . . drawing no 2 03 63 93–1
Tightening data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . drawing no
Spare part plates

Propeller equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . plate 3 1005
Coupling flange . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . plate 3 1005
Release toc_310-vbs-mk3 page 10–9

2001–09–01
page 10–10 Release toc_310-vbs-mk3

Delivery
The propeller equipment comprises a four– Inspection and storage
bladed propeller complete with propeller
Before delivery the propeller equipment is
shaft, stern tube and seals. Furthermore all
inspected, preserved and packed. However,
screws, gaskets and valves (not pipes) to-
all parts should be checked for damage or
gether with necessary special–purpose
faults and reported immediately.
tools are included in the delivery.
The propeller equipment must be carefully
The stern tube can be omitted partly, entirely
stored, prior to installation preferably in a
or special design supplied. Other compo-
dry, heated room. The recipient is respon-
nents, for example, intermediate shafts,
sible for any damage caused by incorrect
shaft bearings, bulkhead–seals, shaft
handling and/or storage.
brake, or propeller nozzle can be included in
the supply. Propeller shafts, coupling flanges, inter-
mediate shafts etc are preserved with dini-
trol paste prior to dispatch from Alpha and
this can be removed with kerosene or petrol.
2001–08–15

Fitting stern tube – oil lubricated

The stern tube is designed to be installed The oil box is machined for tight fitting in the
from aft. It is of welded construction and ma- bulkhead with an interference of 0–0.02
chined. A 5 mm fitting allowance is left for mm.
final installation machining. The installation length for the stern tube is
The stern tube is delivered with stern tube checked – it should not deviate by more than
liners fitted. Guard, oil box, gaskets, bolts, S " 2.5 mm.
gravity tank, and valves are also included in The stern tube with gasket is pressed into
the supply. position, the oil grooves of the stern tube
bearings being in horizontal position. Seal-
Installation ing rings are to be placed in the grooves on
front end of the stern tube, before the oil box
The stern tube must be fitted with a tight fit.
with gasket is pressed into position.
The propeller boss is measured and the
stern tube is finish machined with an inter- Molykote GN is applied to the bolts before
ference of 0.02–0.05 mm. tightening in to the required torque, see data
If the bore in the boss is rough or out of round sheet in para. 3 10.
then the bore should be tighter. The contact Bearing temperature sensors may be re-
face of the boss for the stern tube flange has quired and fitted in the stern tube.
2001–07–01
to be flat and square to shaft line, so a leak-
proof assembly is obtained. The bore is See propeller equipment drawing.
chamfered.
Fig 10.1
S
2032543–2.1
Assembled stern tube – oil lubricated
page 10–12 Release 3 10B1-01

Pressing force for stern tube Epoxy chocks

The following formula can be used for calcu- Stern tube and oil box may be located in
lating of the approx. force required: epoxy resin but precautions to provide
adequate cooling of the stern tube may be
F+
(p E
2
m)
ǒ
L 1 * ǒdńDǓ
2
Ǔ U necessary.
The use of epoxy resin has to be acceptable
to the owner and MAN B&W Alpha Diesel,
F = Pressing force in Newton whilst the installation and design have to be
E = 210,000 N/mm2 approved by the classification society in-
volved.
µ = 0.15 (steel/steel)
d = Inside diameter at the stern tube (mm)
D = Outside diameter at the stern tube
(mm)
L = Total length of the carrying outside
diameter of the stern tube (mm)
U = Interference fit between the inside
diameter of the stern boss and the
2001–07–01
outside diameter of the stern tube
Fig 10.2
groves for sealing ring

sterntube oil groove
oil box
seen from A
gasket gasket
2033637–3.0
Installation guidance for stern tube

Maintenance A + 301 * 400 mm D + A ) 0.7 )0.05

*0
The stern tube requires no maintenance, A + 401 * 500 mm D + A ) 0.8 )0.15
*0
but care should be taken that the lubricating
oil is not contaminated by water or impu- A + 501 * 600 mm D + A ) 0.9 )0.15
*0
rities. With good lubrication the life of the
white–metal bearings can be 100,000 hours
or more. The max permissible wear is 1.5 Stern tube liners delivered
mm. separately
The clearance of a new stern tube bearing When supplying loose stern tube liners they
is indicated in the table below where A = have to be fitted with the following press fit:
shaft diameter and D = inside diameter of
stern tube bearing. Outside diam. 100 – 300 300 – 700
liner
A + 100 * 200 mm D + A ) 0.5 )0.05
*0 Interference +0.02 to +0.03 to
+0.03 +0.05
A + 201 * 300 mm D + A ) 0.6 )0.05
*0
2001–07–01

Fitting propeller equipment

The propeller hub and propeller shaft are Install the hydraulic coupling flange, see
normally delivered assembled, with the after Work Card 10 304–01.
seal fitted, see page 15–43, where the pro- Before the ship is launched, the stern tube
peller equipment is shown as standard de- is filled with oil by adding oil to the stern tube
sign. oil tank. Turn the propeller until one of the
Before fitting the propeller shaft into the plug screws in the propeller hub points up-
stern tube, ensure the stern tube has been wards. Remove the plug screw to allow air
carefully cleaned inside and that there are to escape. It will take some time for the oil to
no loose paint, swarf, rust, sand or other enter the propeller hub. To speed up this
impurities remaining. The stern tube oil tank process, oil can be pumped in through the
and pipe connections must also be cleaned. plug screw hole. Fit the plug screw when the
hub is full of oil.
Care should be taken to ensure that the pro-
peller shaft and stern tube seals are also Fig 10.3
carefully cleaned.
Damage during the guarantee period can
often be the result of inadequate cleaning
prior to installation.
Test point Pin gauge
2001–09–15
During installation, care must be taken not to

damage the stern tube liners which should
be well greased if the stern tube is oil lubri-
Propeller shaft
cated.
After the propeller shaft has been installed
in the stern tube, it has to be checked if the
position of the shaft correponds to the Calibration: Distance between points 781 mm.
measurements mentioned on the installa-
tion drawing.
2029240–9.0
It is important that the shaft is in the correct

Pin gauge
position before the stern tube seals are tigh-
tened to the stern tube.
Check that all bolts have been correctly tigh-
A locating mark is to be made in the propeller tened and secured.
shaft while the shaft is in the correct position.
Check the fitting and location of zinc
To make this mark, a tool, is supplied to-
anodes.
gether with the propeller equipment, see fig
10.3. The mark is made to facilitate finding Fill the servo oil tank when all the connec-
of the correct position of the propeller shaft, tions to the oil distributor ring have been es-
after the shaft has been out for inspection. tablished.
Release 3 10C1-01 page 10–15

After the ship has been launched, one of the On completion of sea trials, check the
servo oil pumps is started. To get rid of air in tightening torques of all power transmitting
the propeller servo system, the propeller coupling bolts in the shaft line.
must rotate. Rotate the propeller at approx
100 rpm and give pitch ahead and astern
several times.
During sea trials, check for oil leakages
and check the stern tube bearing tempera-
tures.
2001–09–15
page 10–16 Release 3 10C1-01

When aligning the oil distributor ring, it is im- function as carriers so the throw–off rings ro-
portant to check the fitting of the locking pin tate together with the shaft.
for the ring. The end cover is fixed to the distributor ring
The oil distributor ring is two–parted. The and collects the excess oil. The oil is col-
distributor is fixed to the ship with a locking lected in the drain tank below the propeller
pin so it doesn’t rotate together with the shaft.
shaft. The throw–off rings are two–parted and as-
The distributor bearing is made of white sembled over the sealing rings. When fitting
metal and is lubricated with servo oil. the throw–off rings be sure to align them ax-
The throw–off rings drain the excess oil into ially with a gap of 2.5 mm as shown below.
the distributors end cover. The sealings also This is in order to avoid mechanical contact
due to clearance in the thrust bearing.
Fig 10.4 Screws for transport, emergency and alignment purposes
Oil distributor ring

2001–09–15
End cover
Throw–off ring
Sealing rings/carriers
Shaft
2.5 2.5
AINS & 3 3005–05 VBS
Release 3 10C1-01 page 10–17

Lubricating oil system

The stern tube seal, the mechanical parts in drained off, it is recommended to fill oil di-
the hub and the liners are oil lubricated by a rectly into the propeller hub through the
oil system, which includes a gravity tank pla- screwed plug holes in the propeller hub to
ced above the normal water line. ensure the hub is properly vented and com-
pletely filled.
Filling with oil The stern tube is then filled with oil from the
gravity tank. Due to the high viscosity of the
Before un–docking, the system has to be
oil it is advisable to warm the oil so that it
filled with an approved lubricating oil accord-
flows easier.
ing to our oil list.
When filling the propeller equipment with oil
for the first time, or when the oil has been
Fig 10.5
2001–08–15
VBS propeller – oil lubricated stern tube

The aft seal is filled with oil in accordance factory lubrication should sea water enter
with the seal manufacturer’s recommenda- the stern tube.
tions. For seals with lip rings it is important
the chambers between the rings are filled
Oil quantity
with oil. The gravity tank supplying oil to the
for’d seal should also be filled with oil. Oil quantity in the propeller equipment is
given on data sheet. The oil quantity does
Check for leakage before undocking. not include piping from gravity tank to oil
box.
Oil types For stern tube seals: see manufacturer’s
Plants supplied with seals of the lip ring type, separate manual.
can use oil according to the recommended
lubricating oil list. Oil control
Other lubricating oils, may be used if the In service the oil level in the gravity tank
condition of the viscosity oil does not exceed should be checked daily. Each week an oil
approx 200 cSt at 40_C and the pour point sample should be taken from the drain in the
is in the range of –10_C. oil box.
In case of leakage an emulsifying oil can be
used to reduce oil loss and maintain a satis-
2001–08–15

Alignment of shafting
The following should be checked before The GAP/SAG measurements for your spe-
alignment: cific plant are given on the plant specific data
1. That the vessel is floating preferably in sheet.
its normal loaded condition. Generally the shaft line must be straight in
2. That there are no undue temperature the horizontal plane, within a tolerance of ±
differences between the ship and pro- 0.05 mm unless otherwise stated.
pulsion plant. After tightening down the intermediate shaft
3. That all major weldings in the founda- bearings and/or gearbox:
tion area are completed and tempera- 1. re–check the alignment
tures normalised.
2. assemble control rods/servo oil pipes
4. That the installed dimensions and
positions for the stern tube seals are 3. bolt together the flanges
correct. 4. apply rust inhibitor
Alignment procedure GAP/SAG definitions

The alignment procedure is based on the GAP is the horizontal distance between
GAP and SAG method using precalculated free, angled flanges measured in mm.
2001–07–01
measurements between the disconnected
SAG is the vertical difference between the
flanges, see fig 10.6.
angled flanges measured in mm.
Before alignment it is important that not only
The GAP/SAG measurements may be
the flanges, but also the connecting rods/
taken with feeler gauges.
servo oil pipes running in the shafting are
fully disconnected. In the example fig 10.6 the GAP and SAG
are at the bottom of the flanges.
Fig 10.6
SAG
GAP
Set–up when measuring GAP/SAG
page 10–20 Release 3 10E1-01

As an alternative fig 10.7 shows the SAG

measurement when measured with a dial
gauge connected to one flange.
Note
When using dial gauge for the SAG
measurement, be aware that the difference
in dial gauge readings must be two times the
given SAG value.
Example: SAG = 0.2 mm
equals a difference in dial gauge readings
of 2 x 0.2 mm = 0.4 mm.
Fig 10.7
Dial gauge for

SAG measurement
2001–07–01
Feeler gauge
for GAP measurement
GAP/SAG measurement
Release 3 10E1-01 page 10–21

Fitting zinc anodes to propeller and stern

The propeller hub has been fitted with a zinc Zinc anodes should not be fitted to the stern
anode on the propeller cap to protect the of the vessel within the hatched area as indi-
propeller against galvanic corrosion. On cated below. Fitting zinc anodes within this
some stern tube seals, small zinc anodes area disturbs the flow of water to the pro-
are fitted to the chrome steel liner, which is peller and thus increase the risk of propeller
electrical insulated from propeller and pro- vibrations and cavitation erosion. Further-
peller shaft, especially to protect the pro- more, zinc anodes should not be fitted to
peller against corrosion. shaft brackets of twin–screw vessels within
At each docking these anodes should be in- this hatched area.
spected and replaced if necessary.
Fig 10.8
Min.D
2001–07–01
1.1 x D
D
ÏÏÏ
ÏÏÏ
ÏÏÏ
AINS
Restricted area zinc anodes
page 10–22 Release 3 10F1-01

Seals – general directions

Fig 10.9 Main servo piston
Seals in a solid groove.
Slyd ring Glyd ring Installation of seals in an unsplit groove can
sometimes be achieved without special fit-
ting tools.
Before assembly, all components should be
cleaned and without burrs or sharp edges.
Sharp edged tools, e.g. screwdrivers,
should not be used.
To assist assembly, the seal may be heated
to 100–150_ in oil or water – especially on
seals with a heavier cross section.
O–ring All components should be oiled.
The O–ring should be expanded over the
piston and placed at the bottom of the
Complete piston sealing
groove – ensuring that the O–ring is not
2001–07–01
twisted.
The seal is carefully expanded over the
piston and placed over the O–ring. Use of
guide bands of a synthetic material may as-
sist this process.
Grease may be applied to the Slyd ring
groove to assist in location during assembly
of the piston into the cylinder.
Note
Care should be taken to test any grease
used does not have an adverse effect with
the hydraulic medium.
Guidance for mounting Slyd ring can also be precoiled in order to
AINS
sealing rings give ”snap–back” when it is placed in the

groove.
Release 3 10G1-01 page 10–23

The seal should be folded taking care that Fig 10.10

the fold is not sharp enough to damage the
seal permanently.
When folded, the seal can be inserted into
the bore using two fingers. When released
the seal will expand fully into the O–ring
groove.
During Stepseal installation please ensure
that the stepped edge faces the high pres-
sure side.
Using the fingers only, squeeze out any kink
which may have formed during folding of the
seal. Tools should not be used as this may
damage the sealing face. Inserting sealing ring
Once installed, the seal should be calibrated
using either a calibration mandrel or the Fig 10.11
mating piston rod.
The rod should also be oiled and, if possible,
2001–07–01
any thread and bores should be covered.
Pressure
When calibrating Stepseal the mandrel or
piston rod should be inserted from the low
pressure side, i.e. the side opposite the step
edge.
Twisting of the mandrel or rod during inser-
tion assists calibration.
AINS
Once calibrated the piston rod can be in-

serted from the correct, high pressure, side.
Thread covering tape should not be re- Calibrating sealing ring
moved until after the piston rod has been in-
serted through the seal.
Fig 10.12
Variseal
Servo oil pipe
For maximum seal performance, Variseal
must only contact smooth and rounded sur-
faces during installation and assembly.
Generally an easier and more gentle in-
stallation is achieved by lubricating the seal
and the hardware with grease and possibly
AINS
heat the seal.

Variseal
page 10–24 Release 3 10G1-01

Work card 10 301–01

Replacement of servo oil pipe sealing
Safety precautions Man power Tools

Engine stopped and
blocked for start
Propeller shaft locked for
rotation
Socket spanner tool
Propeller shaft locked for Working time: 6 hours Set complete with
axial movement Capacity: 1 man extension bars and univer-
sal joints.
Shut–off stern tube
lubricating oil system
Hydraulic power unit
stopped and blocked
2001–05–10
Replacement and
Data wearing parts
Tightening specification 203 63 93–1: Chapter 3 10 Plate no: 3 1505
Starting position: Feed–back ring and guide brackets removed after individual
marking.
Procedure
1. Remove the screws item 1, fig 10.13.
2. Loosen the sealing flange by means of Warning
two jacking screws.
Wear safety glasses when using high pres-
3. Remove the assembling screws item
sure hydraulics.
2, fig 10.13 from the two–parted flange
on the servo oil pipe and remove the
two parts.
Release 10 301-01 page 10–25

4. Slide the sealing flange along the 5. Renew the seals in the sealing flange.
servo tube until it comes off and take it 6. If there are any marks or scratches on
out through one of the slots in the the stainless steel sleeve on the servo
coupling flange. tube, they must be polished away.
7. Install the sealing flange and the O–
Warning
ring item 4, fig 10.13 in the reverse
Take care that the stainless steel item 3 fig order of disassembling.
10.13 on the servo tube does not move
when sliding of the sealing flange.
Fig 10.13
Stop flange
Feed– Guide
back bracket
ring
2001–05–10
Sealing
flange Slot
Inside sealing Wiper sealing Two–parted feed–

back flange
3 4 1
AINS
Coupling flange
page 10–26 Release 10 301-01


Replacement of feed–back rollers

Engine stopped and
blocked for start
rotation
Propeller shaft locked for Working time: 1/2 hour
No special tools
axial movement Capacity: 1 man
stopped and blocked
2001–05–10
Replacement and
Data wearing parts
Plate no: 3 5005
Procedure Fig 10.14

1. Remove the self–locking nut on the
feed–back roller, see fig 10.14. Use the
flats on the roller shaft to prevent rota-
tion, see fig 10.16.
Self–locking nut
Feed–back arrangement
Release 10 302-01 page 10–27

Fig 10.15 2. Pull the complete roller out of it is at-

tachment.
3. Before replacing the roller, check that
the new roller runs freely.
4. Fit the roller.
5. Fill oil into the oil cups and check that
the spring–loaded carrier slides
smoothly, see fig 10.15.
Spring loaded
carrier
Oil cup Oil cup
Feed–
back
AINS
roller
2001–05–10
Rollers mounted on feed–back
arrangement
Fig 10.16
Flats
Self–locking
nut
2039311–0.1
Feed–back roller
page 10–28 Release 10 302-01


Disassembling hydraulic coupling flange (ODS–type)

Engine stopped and
blocked for start
Lifting tools – lever chain
Propeller shaft locked for hoist
rotation Key spanner
Allen key
Propeller shaft locked for Working time: 4 hours
Eye bolt
axial movement Capacity: 2 men
See plate: 3 4510
lubricating oil system Hydraulic tools
See plate: 3 4505
stopped and blocked
2001–05–10
Replacement and
Data wearing parts
Plant specific data: Chapter 3 05 Plate no: 3 1005
Starting position: Propeller shaft installed in sterntube.
Fig 10.17
Procedure
1. Dismantle the two rollers on the feed– (1) Feed–back ring (2) Guide bracket
back sledge, see work card 10
302–01.
2. Dismantle the feed–back ring (1) and
the guide brackets (2).
3. Disconnect the hoses and unions from
the oil distributor ring (OD–ring).
4. Turn the propeller shaft until the holes
in the coupling flange become in line
with the holes in the oildistributor ring,
see fig 10.21.
AINS
Hydraulic coupling flange
Release 10 303-01 page 10–29

Fig 10.18 5. Install the two emergency/transporta-

tion screws, see fig 10.21.
6. Remove the securing device (1) fig
10.18
Ship 7. Remove the screws (4) fig 10.19 and
structure move the locking ring (3) and the O–
1 ring (5) aft.
8. Check if the locating mark (100 mm
mark) is intact.
9. Measure the exact distance from the
AINS
aft end of the coupling flange to the lo-

cating mark on the propeller shaft and
note it for later use when re–installing
the coupling flange.
Securing device
Fig 10.19
1. Injectors 2.
2001–05–10
SAE 90 oil
SAE 30 oil Muff SAE 30 oil
Venting screw
Seal flange (2)
Nut (1)
Screw (4)
100 mm
Locking ring (3)
Seal ring (5)
Locating mark on shaft A ....
C
SAE 30 oil A ....
Filling plug
Distance for push–up
stamped on coupling muff
Hydr. pump
AINS
Hydraulic coupling flange
page 10–30 Release 10 303-01

10. Secure the propeller shaft to ensure Fig 10.20

that the propeller shaft does not slide
out of the stern tube.
11. Dismantle the assembling screws in
the propeller flange except two.
12. Turn the shaft to bring the holes for in-
jectors into position 12 o’clock and re-
move the plug screws for chamber “C”
and the injectors.
13. Connect the hydraulic pump to
chamber “C”, see fig 10.19, and fill
chamber “C” with SAE 30 oil. Plug the
venting hole when oil without air
comes out.
14. Raise the pressure to about 80 bars.
15. Install injector 1 and fill the oil container
for injector pump 1, with SAE 90 oil.
AINS
16. Operate the pump until all air has es-

2001–05–10
caped in the front of the muff and oil Lifting arrangement for coupling flange
comes out of the hole for injector 2.
17. Change the oil for injector 1 to SAE 30. 20. Keep operating both injector pumps,
while a second person slowly opens
18. Install injector 2 and fill the oil container the valve on the hydraulic pump allow-
with SAE 30 oil. ing oil from chamber “C” to escape to
19. Operate both pumps simultaneously the oil coontainer of the hydraulic
and keep pumping until the muff be- pump and allowing the muff to slide
comes loose. This is indicated on the slowly down the cone.
pressure gauge on the pump con-
nected to chamber “C” by a sudden
rise in indicated pressure.
Warning
Keep well clear of the coupling flange and at
no time stand in the vicinity astern of the
coupling when hydraulic pressure is applied
to loosen the muff.

sure hydraulics.
Release 10 303-01 page 10–31

Note Note
As a precaution, remove the filling plug from Coupling flanges for shafts larger than
the oil container of the hydraulic pump, be- 350 mm diameter have additional venting
cause the oil container may not be big screws located between the injectors. In this
enough to hold the volume of oil coming case both injectors and vent screws must be
from chamber “C”. used for pumping and venting.
21. Clean and oil the propeller shaft aft of
the coupling flange before pushing the
flange to the aft
Fig 10.21
Screws for transport, emergency and alignment purpose
2001–05–10
End cover
Throw–off ring
Shaft
2.5 2.5
AINS & 3 3005–05 VBS
page 10–32 Release 10 303-01


Assembling hydraulic coupling flange (ODS – type)

Engine stopped and
blocked for start
Propeller shaft locked for Hydraulic tools
rotation See plate: 3 4505
Propeller shaft locked for Working time: 4 hours Lifting gear

axial movement Capacity: 2 men Key spanner
Hexagonal spanner
Shut–off stern tube Eye bolt
lubricating oil system See plate: 3 45100
stopped and blocked
2001–07–01
Replacement and
Data wearing parts
Starting position: Check that O–rings for clack box are fitted and without damage
Procedure
1. Clean thoroughly the whole of the lo-
cating and surrounding areas of the Note
shaft and the inside surface of the We strongly recommend that a lifting beam
coupling. All joining surfaces must be with carriage is fitted above the propeller so
free of any lub oil. when the coupling flange is lifted, it is cor-
The shaft may be lubricated with a mix- rectly aligned with the propeller shaft.
ture of 70% gas oil and 30% mineral oil.
2. Fit the lifting gear on the coupling
Special care must be exercised when flange with the ”0” mark in top and posi-
cleaning the shaft astern of the tion the flange as shown in fig 10.22.
coupling to avoid any scoring, which
could possibly prevent future dismantl-
ing of the coupling.
Release 10 304-01 page 10–33

7. At low temperatures it is advisable to

Note heat the coupling flange to approx
Before lifting check that the weight does not 20_C for an easier fit.
exceed the SWL of the lifting gear/beam, 8. Carefully slide the coupling flange over
see Plant specific data chapter 3 05. the shaft while the lifting gear is carry-
ing the weight of the coupling flange. If
3. Use the lifting arrangement to take the the flange becomes stuck the alig-
weight off the coupling flange before nemnt must be adjusted. NEVER USE
attempting to move the coupling flange HIGH FORCE WHEN SLIDING THE
along the shaft. See fig 10.23. FLANGE.
4. Loosen and remove the screws (4) 9. Slide the coupling flange in direction
and remove the locking ring (3), and ahead, while the lifting gear is carrying
the O–ring (5) from the coupling the weight of the coupling flange, until
flange, see fig 10.22. the aft of the coupling flange is 100 mm
5. Place the locking ring and the O–ring ahead of the mark in the propeller
on the shaft. shaft, or to make contact with the
6. Align the coupling flange with the shaft, flange on the gearbox or intermediate
see fig 10.22. shaft, see fig 10.22.
Fig 10.22 1. Injectors 2.
2001–07–01
SAE 90 oil SAE 30 oil
SAE 30 oil
Venting screw Muff
Seal flange (2)
Nut (1)
Screw (4)
100 mm
Locking ring (3)
Seal ring (5)
Locating mark on shaft A....
SAE 30 oil C
A....
Filling plug
3 10F2–01 – VBS

Hydr. pump
Fitting hydraulic coupling flange
page 10–34 Release 10 304-01

10. Fit a number of coupling bolts to make 17. When the muff has reached the right
full contact between the flanges. position the pressures in the two injec-
11. Remove the plug screws for chamber tors are to be released. The pressure
”C” and for the injectors. Connect the in chamber ”C” is maintained another
hydraulic pump to chamber ”C” and in- 20 to 30 minutes to ensure that the
stall the injectors (1) fig 10.22. muff will remain in the position it has
been brought to. Check that the muff
keeps position when the pressure in
Note chamber ”C” is released.
Coupling flanges for shafts larger than
350 mm diameter have additional venting Fig 10.23
screws located between the injectors. In this
case both injectors and vent screws must be
used for pumping and venting.
Warning
sure hydraulics.
12. Use the hydraulic pump to fill chamber

2001–07–01
”C” with SAE 30 oil. Plug the venting

hole in top of chamber ”C” when oil
without air comes out of the hole and
raise the pressure to about 80 bars.
13. Operate the two injectors simulta-
neously while an assisting person op-
erates the hydraulic pump to push up
the muff. The pressure in chamber ”C”
is not allowed to exceed 500 bars.
14. The correct distance ”A” for push up is
10303–01
stamped on the muff, see fig 10.22. Lifting arrangement for coupling flange
15. Install injector (2) and fill the oil con-
tainer with SAE 30 oil.
16. Fill the oil container for injector (1), fig
10.22, with SAE 90 oil and operate the
injector until all air has been pressed
out in the front of the muff and oil
comes out of the hole for injector (2),
fig 10.22.
Release 10 304-01 page 10–35

18. Remove the injectors and disconnect flange when applying hydraulic pressure to
the hydraulic pumps. Fit the plug remove the muff.
screws. 21. Push the O–ring on the propeller shaft
19. Install the remaining coupling bolts. against the coupling flange and fit the
locking ring with the screws (4), fig
20. Check the tightening of the nut (1), fig 10.22.
10.22. It must be tightened hard
against the seal flange (2), fig 10.22. 22. Protect the coupling flange and pro-
peller shaft with anti–corrosive oil or
equivalent. The corrosion prevention
Note must be maintained to ensure easy
There must be a clearance between nut (1) dismantling of the coupling in the fu-
and locking ring item (3). ture. Furthermore, the screw plugs in
the muff must be fitted waterproof and
the threads of the nut (1), fig 10.22,
Warning
must be treated with anti–corrosive oil.
Keep well clear of the aft of the coupling
Fig 10.22 (repeated)
2001–07–01
1. Injectors 2.
SAE 90 oil SAE 30 oil
SAE 30 oil
Venting screw Muff
Seal flange (2)
Nut (1)
Screw (4)
100 mm
Locking ring (3)
Seal ring (5)
Locating mark on shaft A....
SAE 30 oil C
A....
Filling plug
Hydr. pump
Fitting hydraulic coupling flange
page 10–36 Release 10 304-01

23. Fit securing device according to 24. The transport screw on the oil distribu-
“Servo system installation” chapter 3 tor ring must be removed and replaced
30 and align the throw–off rings as by a nipple.
shown in fig 10.24.
Fig 10.24
Screws for transport, emergency and alignment purpose
End cover
Throw–off ring
Shaft
2001–07–01
2.5 2.5
AINS & 3 3005–05 VBS
Release 10 304-01 page 10–37

Your notes:
2001–07–01
page 10–38 Release 10 304-01


Dismantling of propeller blade

Engine stopped and
blocked for start
rotation Special tools
Working time: Lifting tool
Propeller shaft locked for Approx 2 hours/blade Spanner for blade screw
axial movement Capacity: 2 men Lifting eye screw
Shut–off stern tube See plate: 3 4510
stopped and blocked
2001–05–10
Replacement and
Data wearing parts
Starting position: Scaffolding etc prepared to achieve adequate working conditions.
Fig 10.25
Procedure
1. The blade in question to be turned to its
top position (12 o’clock), see fig 10.25.
2. Remove the securing wire from the
blade screws.
3. Loosen all blade screws and remove
the four screws next to the threaded
hole for the eye screws in the blade
foot.
AINS
Position of propeller blade
Release 10 305-01 page 10–39

Fig 10.26 4. Install the eye screws in the blade foot.

5. Fit the lifting gear on the blade, see fig
10.26.
Warning
Only tighten lifting gear until chain is no
longer slack.
6. Remove the remaining blade screws

and carefully lift the blade.
Note
Before lifting check that the weight does not
exceed the SWL of the lifting gear/beam,
see Plant specific data chapter 3 05 or the
stamped weight on the blade foot.
2001–05–10
Warning
Be aware of sticking due to the fitted guide
pin. It is important that the lifting direction is
parallel to the guide pin.
AINS
Dismantling of propeller blade
page 10–40 Release 10 305-01


Fitting of propeller blade

Engine stopped and
blocked for start
rotation
Lifting tool
Working time:
Propeller shaft locked for Spanner for blade screw
Approx 3 hours/blade
axial movement Lifting eye screw
Capacity: 2 men
See plate: 3 4510
stopped and blocked
2001–05–10
Replacement and
Data wearing parts
Plant specific data Chapter 3 05
Plate no: 3 1505
Tightening data sheet: Chapter 3 10
Starting position: Scaffolding etc prepared to achieve adequate working conditions.
Fig 10.27
Procedure
1. Carefully clean and inspect hub,
flanges, blades and sealing rings for any
damage which may have occurred dur-
ing either transport or handling at the
ship yard. If there is any damage, it must
be repaired or new parts must be used.
2. Turn the propeller hub to position the
blade base horizontal.
3. Place the o–ring and the flat sealing
ring in the groove around the blade
3 10D1–03–VBS
base.
Lifting gear
Release 10 306-01 page 10–41

4. Fit the lifting gear on the blade and lift 7. Follow the Tightening instruction for
the blade into position. The guide pin screws (chapter 3 10) in order to
and the recess ensure that the blade is tighten the blade screws.
positioned correctly 8. Fill the equipment with lubricating oil
when all the blades have been fitted.
Note 9. Inspect over as long a period as pos-
Before lifting check that the weight does not sible that the blade/hub connection is
exceed the SWL of the lifting gear/beam, not leaking when the stern tube is pres-
see Plant specific data chapter 3 05 or the surized from the stern tube lub oil tank.
weight stamped on the blade foot. 10. Secure the blade screws by welding
according to Tightening instructions
5. Oil the top of the flat sealing ring and for screws 2036393–1 and Tightening
bearing surface, see fig 10.28. data sheet.
6. Clean the blade screws and lubricate

thread and contact face with a thin
layer of MOLYCOTE GN+.
Fig 10.28
2001–05–10
Blade
Blade foot
Bearing surface
Recess
Guide pin Flat sealing ring

Blade screw
O–ring
Hub
VB WC 10 305–01
Flange
Fitting propeller blade
page 10–42 Release 10 306-01

15. Propeller hub/–shaft

Work card
15 301–01 Renewal of wear parts in propeller hub . . . . . . . . page 15–45
Spare part plates

Propeller hub/–shaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . plate 3 1505
2001–09–01
Release toc_3 15-vbs page 15–43

2001–09–01
page 15–44 Release toc_3 15-vbs


Renewal of wear parts in propeller hub

Engine stopped and
blocked for start
rotation Lifting equipment
Chain lever hoists.
Propeller shaft locked for Working time: 10 hours
Jacks etc.
axial movement Capacity: 2 men
Shut–off stern tube See plate: 3 4510
stopped and blocked
2001–05–10
Replacement and
Data wearing parts
Plant specific data: Chapter 3 05
Plate no: 3 1505
Tightening data sheet: Chapter 3 10
Starting position: Vessel docked.

Scaffolding etc prepared to achieve adequate working conditions.
Procedure
5. Remove zinc anode from propeller
hub cylinder.
Before renewal of parts:
6. Remove propeller hub cylinder (be
1. Close valve for gravity tank and drain aware of outcoming oil).
stern tube system and hub.
7. Dismantle servo piston from pitch con-
2. Remove propeller blades, see work trol head and servo oil pipe.
card 10 305.
8. Remove end cover.
3. Dismantle hydraulic coupling flange,
see work card 10 303.
Note
4. Remove rudder if necessary to gain
access to the internal parts of the pro- Before lifting check that the weight does not
peller. exceed the SWL of the lifting gear/beam,
see Plant specific data chapter 3 05.
Release 15 301-01 page 15–45

Renewal of parts:
1. Make an iron keeper bar and fit it as Note
shown in fig 15.29. This is to prevent To inspect the shaft seal please refer to the
the blade flange in the top position to shaft seal supplier manual.
drop down when the pitch control head
is pulled. To be able to inspect the stern tube bearings
the propeller shaft must be removed. For
2. Carefully pull the complete pitch con- measuring of bearing wear, see shaft seal
trol system out of the propeller hub, ie supplier manual.
guide, head and rod.
Before the propeller shaft is removed,
please be aware of special demands for the
Warning
specific shaft seals installed.
Be aware that the upper slide block will drop
down when the pitch control head is pulled After renewal of parts:
out. Take actions to prevent this.
1. For reassembling, simply follow the
procedure in the opposite order.
3. Mark each blade flange position in Please refer to Tightening instruction
relation to the propeller hub to make for screws and Tightening data sheet
reassembly easier before removing chapter 3 10.
the blade flanges.
2001–05–10
4. Inspect/check all internal parts in the
propeller hub for wear according to
“Tolerances for wear parts in propeller
hub” given in the Maintenance pro-
gram (see chapter 3 05).
Fig 15.29
Keeper bar
Hub
15 301–01 – VB
Blade flange
Fitting the keeper bar
page 15–46 Release 15 301-01

30. Servo installation parts

Spare part plates
Servo installation parts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . plate 3 3005
2001–09–01

2001–09–01

35. Intermediate shaft

Data
Hydraulic oil diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . drawing no
Spare part plates

Intermediate shaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . plate 3 3505
2001–09–01

2001–09–01

40. Propeller nozzle

Description
Mounting fixed nozzle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 40–53
Corrosion protection of nozzle . . . . . . . . . . . . . . . . . . . . . . . . . . . page 40–55
2001–09–01

2001–09–01

Mounting fixed nozzle

The responsibility for design and classifica- During mounting, nozzle and struts must be
tion approval rests with the yard, but some orientated relative to the general flow, and
general recommendation shall be given care must be taken that there is a free flow
herewith. around the whole surface of the nozzle.
Side struts are cut through the shell plating
Fixed nozzle and connected to the hull frames.
The nozzle is prepared for mounting with Alternatively, the nozzle is mounted with a
struts as shown on fig 40.1. streamlined box to facilitate flow or for struc-
tural reasons, as shown on fig 40.2.
Fig 40.1
Width of nozzle
Pivot point
Struts
CL Propeller shaft
2001–07–01

CL Nozzle

Space for dismantling
2033243–0.1 Propeller fixed nozzle – uncovered struts
Fig 40.2
Width of nozzle Struts
Pivot point
C
L Propeller shaft

C
L Nozzle
Space for dismantling
2033242–9.1 Propeller fixed nozzle – struts in streamlined box

When mounting the nozzle, care should be should leave sufficient space for dismantling
taken that the thrust produced by the nozzle of propeller blades and propeller shaft.
is reduced in proportion to the part of the The biggest clearance between propeller
nozzle surface where free flow cannot take and nozzle is obtained with the propeller
place. It should also be noted that an inap- blades at full AHEAD.
propriate mounting of the nozzle will in-
crease the ship’s resistance. When aligning the nozzle it is important that
the clearance between propeller blades and
Behind a V–shaped stern, the nozzle should nozzle is evenly distributed on the whole cir-
be inclined 2 or 3_ forward in relation to the cumference. The nozzle may not be round,
base line, irrespective of any aft inclination and as the propeller blades have a small tol-
of the propeller shaft. However, the angle erance on the length, the clearance must be
between propeller and nozzle should not ex- measured from each blade while turning the
ceed 6 to 7_. The position of the nozzle propeller.
2001–07–01

Corrosion protection of nozzle

Before delivery an anti–rust bitumen prod- approx twice as much for a steering nozzle,
uct is applied to the inside of the nozzle. On where D is the propeller diameter in metres.
the outside the nozzle is treated with a prim- The location of the zinc anodes are shown
ing coat. Additional rust protection is not on below sketch. The zinc anodes should be
necessary inside, unless welding has been evenly distributed on the circumference of
carried out on the plating of the nozzle. the nozzle. The outside zinc anodes should
On the outside, the nozzle must be painted be fitted close to the foremost edge of the
and fitted with zinc anodes. The protection nozzle and the inside zinc anodes quite
of the nozzle is important, because the pro- close to the stainless steel belt behind the
peller drives a strong flow of water through propeller to obtain the best possible flow in
the nozzle built of two different materials. the zone between the stainless steel belt
Stainless steel plate in the propeller zone and the ordinary steel plate. However, satis-
and ordinary steel plate on both sides. factory clearance to the propeller should be
The quantity of zinc required per year to pro- ensured. As for the rudder nozzle, the rud-
tect the nozzle is about 1.1 kg per m2 of der fin is protected by some smaller anodes.
nozzle surface. For a fixed nozzle this corre- To facilitate flow the anodes should be
sponds to approx 3.5 D2 kg zinc per year and placed near the aft edge of the rudder fin.
2001–07–01
Fig 40.3
Fixed nozzle Steering nozzle

2001–07–01

45. Tools
Spare part plates
Hydraulic tools for coupling flange . . . . . . . . . . . . . . . . . . . . . . . . plate 3 4505
Standard tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . plate 3 4510
Special tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . plate 3 4512
2001–09–01

2001–09–01

50. Servo system
Description
Servo control system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 50–61
Operation – servo system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 50–62
Pitch control system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 50–63
Assembling servo oil pipes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 50–65
Emergency operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 50–66
Data
Servo oil system diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . drawing no
Spare part plates

Pitch control system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . plate 3 5005
Oil cooler . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . plate 3 5014
2001–09–01
Servo unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . plate 3 5016

Intermediate flange . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . plate 3 5018

2001–09–01

Servo control system

The servo oil system consists of a servo unit The servo piston moves the propeller blades
and a power pack. The power pack includes to the desired pitch. At the same time the ex-
oil tank, pumps, valves, cooler, filter and cess oil is led to a drain tank located below the
control equipment. shaft. When the oil reaches the upper level it
The function of the servo unit is to adjust and is pumped back to the servo oil tank by an
automatically controlled transfer pump.
control the propeller pitch.
Built–on pressure switches and a tempera-
The servo unit is an integrated part of the
ture sensor provide alarms for low servo oil
end of the propeller hub.
pressure, high servo oil temperature and
The oil distributor is full–floating on the control for automatic start–up of the pumps.
coupling flange.
Rotation of the distributor is prevented by me- Valves
ans of a pin connected to a frame of the ship.
All connections to the oil distributor ring
Servo
must be flexible, to allow the distributor ring pumps
to follow the movements of the shafting.
Valve
The electrically driven servo oil pumps draw
block
2001–08–15
oil from the tank via filter to the valve block.

Through the valve block pressure oil is lead to Cooler
the oil distributor ring. The pressure oil flows
to one side of the piston and the oil on the Pressure
other side is returned back to the servo oil filter
tank. The return oil flows through cooler and Return oil
filter. filter
The servo piston is moved by hydraulic pres-
sure oil, which is supplied from the power Servo oil
pack. From the power pack the hydraulic oil tank
is transmitted to the piston by means of the oil
distributor ring and pipes in the shaft boring.
Fig 50.1 Pitch
Servo Hydraulic feed–back Coupling
piston pipe flange
Propeller shaft
2 04 00 22–5.0, AINS
Hub Stern Locking Oil distributor Drain Transfer

tube pin tank pumps
Propeller and power pack

Operation – servo system

Initial start Before start
Flushing of servo oil system Check the oil level in the oil tank. Normally
1. Before filling the servo oil tank – check only one oil pump should be started at a
through the inspection cover that the time. Check that the emergency/transport
tank is completely free from impurities. screws are removed from the oil distributor
ring.
2. Fill the tank and servo system with the
specified type and quantity of oil. Pitch the propeller a few times ahead and
astern in order to lubricate the bearing sur-
3. Connect the pressure hoses at the oil
faces of the oil distributor ring. This is very
distributor ring to respectively EP
important if the propeller has not been oper-
(emergency oil power) and ER
ated for a longer period.
(emergency oil return).
4. Start one pump and flush the system.
Be sure that cooling water is circu- Tending during running
lated. If the oil temperature falls below about 30_C,
5. After flushing check return filter at the the oil pump may produce some noise until
power pack. Impurities will settle in the the circulating oil is warm.
filter cartridge. Renew the cartridge,
2001–07–01
Check the hydraulic oil pressure.
flush and check that the filter is still
clean – if not proceed the flushing until
no particles are visible for at least two Stop
hours. The final check must be ap- Before stopping the engine, the propeller
proved. must be set at 0–pitch, the object being to
prevent unintentional movement of the ship
when later starting or clutching–in the en-
gine.

Pitch control system Control system

Fig 50.2 An electrical signal from a lever on one of the
ship’s remote control panels is transmitted
13 12 21 8 7 22 to the control box located on the hydraulic
power pack. In this a PD–controller is lo-
cated – see servo oil diagram.
The controller acts on the proportional valve
item 7 which distributes hydraulic oil to
ahead or astern. The controller receives
B
feed–back signals from the feed–back
EP A transducer. The propeller pitch is achieved
ER
by means of the moving servo oil pipe in the
hollow propeller shaft.
X41 X74
For detailed description of control unit and
adjustment procedure of electronic parts
refer to page 82–71.
Hydraulic power pack/servo system

2001–07–01
The hydraulic power pack supplies the

necessary oil pressure to the servo piston
A through the propeller shaft/servo oil pipe.
B The power pack is built as a tank unit. It is
ER EP equipped with two pumps.
25 25
ASTERN AHEAD On the servo oil diagram the connections
between the different components are
23 shown. From the pump the oil is led to a
valve block with the valves item 7, 8 and 21.
The maximum system pressure is adjusted
on the valve item 21. The valve is a safety
valve for the system. If the system pressure
increases above the adjusted value the oil is
drained to tank.
The oil is distributed by means of the valve
AINS
item 7 to the servo piston through the pilot

check valves item 23 in the front end of the
Power pack & feed–back transmitter
propeller shaft.
The propeller pitch is hydraulically operated.
The valve item 7 is equipped with two sole-
The system contains two main components.
noids controlled electrically by the PD–con-
A hydraulic power pack and a feed–back
troller in the control box. It is possible to
transmitter, see fig 50.2.
operate the propeller pitch manually by the
push buttons on the end of the solenoids.

The double check valve item 22 changes 7. Move the servo piston to max. ahead
position depending on which of the pipes A and adjust max. servo oil pressure to
or B is pressurized. This pressure is trans- 60 bar on the safety valve.
ferred to the valve, item 8 which increases 8. Adjust feed–back transmitter signal
the pressure to ahead or astern if needed. (B41 & B42) at max. ahead and astern
Item 8 must be adjusted during sea trials. (mechanical travel limit) to 0–5 V and
From the valve item 8 and gate T on valve 7 4–20 mA.
the return oil is led to the cooler. 9. Dismount the plugs on the valve sole-
The oil is returned through the cooler the re- noids and adjust the servo idle pres-
turn valve item 13, and the filter item 12 back sure to 15 bar.
to the oil tank. 10. Remount plugs and adjust
The transfer pump pumps the excess oil pressostates 1PSL57 and 2PSL57 for
from the drain oil tank to the hydraulic power start of stand–by pumps to 8 bar.
pack. 11. Set dead zone compensation P1=5
Install the power pack near the oil sleeve. It and gain P2=6 on the servo control unit
as starting values for the sea trials.
is necessary to extend the EP and ER SAE–
flanges male connectors with pipes. It must 12. Set zero pitch P3 so the control
be possible to join the flexible connections measurement for neutral pitch is in ac-
item 25 to the valves at EP and ER. cordance with the propeller equipment
2001–07–01
drawing.
Before the first operation make sure that
pipes connecting the power pack and the oil 13. Adjust pitch scale on feed–back ar-
sleeve and extended emergency pipes are rangement.
extremely clean. 14. After starting the engine re–adjust P3
on the servo control unit and the pitch
Adjustment of solenoid valve: scale on the feed–back arrangement.
1. Align the feed back ring within 15. On sea trial adjust P4 full ahead and P5
±0.05 mm using different sizes of full astern to 80% of full ahead.
shims.
2. Open the feedback transmitter and Pitch control/feed–back system
check that the arm is not loose.
In the pitch control system there are two
3. Check that the drain oil tank is clean. equal displacement transducers.
4. Check that the pumps start and stop One of the transducers transmits feed–back
when activating the level alarms and signals to the control system. The other one
that the alarms function accordingly. transmits signals for indication of propeller
5. Flush servo oil pipes to the oil distribu- pitch. The transducer for feed–back has first
tor rings (and if necessary flush to the priority. If malfunction occurs on this trans-
drain oil tank). ducer it is possible to use the transducer for
indication as feed–back transducer, by
6. Mount test manometer on valve block.
Connection “A”: ahead changing the wire connections.
Connection “B”: astern Check the rollers during operation. They
must run freely and smoothly on the feed–
back ring.

Assembling servo oil pipes

The servo oil pipes are connected to each Following any dismantling of the connec-
other by thread and a screwed–on flange. tions between piston and flange, the flange
The distance between the flanges must be must be carefully aligned at right angles to
approximately 15 mm. The bolts are tigh- the piston.
tened to the specified torque (see data sheet The same care should be paid when dis-
para. 3 10 ) and must be secured by lock- mantling/assembling servo oil pipes.
ing wire. When installing or withdrawing the servo oil
The piston and pipe flange in the propeller pipe, the thread on the front end should be
hub are assembled in a similar manner with covered with plastic foil or the like for protec-
a 5 mm clearance between the flanges. tion.
Fig 50.3
2001–07–01
15 Align flanges
2040550–8.0
Assembling servo oil pipes
Release 3 50E1-01 page 50–65

Emergency operation
Set the propeller pitch according to the fol- C. Manual operation of the proportional
lowing priority levels: valve located on the hydraulic power
A. Normal operation from levers on remote pack. Refer to page 82–80.
control panels in the ship. D. Emergency setting of propeller pitch.
B. Back up operation from control panel on If it is not possible to control the propeller
the main bridge. pitch according to A, B and C the propeller
pitch can be set for emergency running i.e.
D refer to the next page.
2001–08–15

Fig 50.4 Emergency setting of propeller

pitch
1. Stop the servo oil pumps on the hy-
draulic power pack.
2. Dismount the hoses and nipples item 1
and 5 on the oil sleeve.
3. Dismount the securing device item 6.
4. Dismount throw-off rings and drain con-
nections, item 7.
5. Mount the emergency nipples item 2.
Caution:
Check that the sealing rings are fitted in
the grooves on the emergency nipples.
ER EP
6. Mount the nipples item 3 and the quick
5 coupling item 4.
1 7. Connect the hoses item 5 to EP and ER.
8. Start one pump and set the propeller
2001–08–15
pitch to desired value. The pitch can be

read out on the scale located on the
pitch transducer.
9. Stop the pump.
10. Disconnect the hoses item 5 at the quick
7 6
coupling by the oil sleeve. The non re-
Normal operation turn valves in the shaft end confine the
oil in the astern/ahead chamber and
lock the servo piston.
ER EP
The propeller can now be rotated. The
5 oil sleeve rotates with the shaft because
4 the emergency nipples act as driving
3 pin. This is important because the oil
2 sleeve does not receive oil for lubrica-
tion during this operation.
11. If the propeller pitch changes during a
long period of emergency operation it
can be necessary to re–pump period-
ically. The shaft rotation must be
stopped. Re–connect the hoses at the
quick couplings during pumping. Re-
Emergency operation member to disconnect the hoses before
rotating the propeller shaft.
Release 3 50F1-01 page 50–67

2001–08–15

80. Instrumentation
Spare part plates
Local instruments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . plate 3 8010
External instruments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . plate 3 8012
Tachometer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . plate 3 8015
2001–09–01
Release toc_3 80 page 80–69

2001–09–01
page 80–70 Release toc_3 80

82. Remote control equipment

Description
Control unit for el-hydraulic propeller servo . . . . . . . . . . . . . . . . page 82–73
Manual operation of propeller pitch . . . . . . . . . . . . . . . . . . . . . . . page 82–80
Spare part plates

Alphatronic installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . plate 3 8210
2001–09–01

2001–09–01

Control unit for el-hydraulic propeller servo

The position of the propeller blades is el-hy- number of teeth per. min. This value is con-
draulically controlled by the arrangement verted into rev. per min.
shown in fig 82.1. The servo system controls the propeller
The hydraulic control part is described on pitch by the help of one or two servo oil
page 50–63. The position of the propeller pumps. Normally the second pump is re-
blades is controlled by activating the sole- ferred to as the “booster” pump.
noid valves. The closed loop servo unit elec-
trically controls the solenoid valves and is lo- Fig 82.1
cated in the cabinet X41.
Instruments in the control cabinet show pro-
peller servo oil pressure, temperature and
actual position of pitch.
Actual propeller pitch is measured by two
identical transmitters B41 and B42 located
at the feed-back ring on the propeller shaft
fig 82.2. X41 X74
The transmitter B41 is used for indication of

2001–08–15
actual position of propeller pitch. The other

B42 sends the feed–back signal to the
closed loop servo unit.
The propeller revolutions are measured by
Control cabinet
the tacho pick-up B40. A metal band with a
X41, X74
number of teeth is mounted around the pro-
peller shaft so the pick-up records the Control panel for hydraulic power pack
Fig 82.2
B40: Propeller tacho pick-up
B41: Propeller pitch transmitter
B42: Propeller servo feedback transmitter B40 B41 B42
2033958–4.0
Electrical installation on propeller shaft

Whenever the main engine is running at 1. Set the propeller in neutral position.
least one pump must be started. If a differ- 2. Adjust “ZERO” adjustment on E4 until
ence in pitch order and feed-back order is the local pitch instrument shows 0 %
larger than $ 15–20% (deadband) of full pitch.
handle movement the booster pump will
start. A few minutes after the difference is in- 3. Set the propeller to full ahead.
side the range the booster pump will stop 4. Adjust “GAIN” on E4 until the local
again. pitch instrument shows 100 % ahead.
Steps 1 to 4 are to be repeated until both va-
Propeller pitch converter PPC21 lues are correct. Then the connected instru-
The hydraulic system for the pitch control is ments must be adjusted.
fitted with a position transmitter:
S In order to indicate actual propeller Tacho converter BO pick–up
pitch. The propeller tacho converter transforms a
S To be able to block start of the engine pulse signal (frequency) to a voltage signal.
(if no clutch). The pulse is generated either by means of a
S To prevent activating of the clutch, if pick–up which reads from the number of iron
the propeller is out of zero pitch. bars mounted around the propeller shaft. A
voltage signal proportional to the revolutions
2001–08–15
The transmitter consists of an electronic de- of the shaft is thus obtained.
vice which gives a voltage signal that corre-
sponds to the propeller pitch. This signal is The module E3 fig 82.3 converts pulses (fre-
converted/calibrated by the module PPC21 quencies) to a voltage signal. The output
E4 fig 82.3. from this module is always 0–6 V. The 6 V al-
ways correspond to either 150, 300 or 500
The $ 5V pitch signal is used for indication. rpm. The internal relay is activated and the
When the max allowed propeller pitch has red LED is on as long as the rpm signal is
been found during sea trials, E4 must be ad- above 20%.
justed. The engine must be stopped while
the adjustment is carried out:
Fig 82.3
Propeller control cabinet X41 – X74

Electronic closed loop servo unit order with the feedback order from the dis-
Fig 82.3 showns the closed loop servo unit placement transmitter. If there is a differ-
ASP12 for control of propeller pitch. ence between the set point order and the
feed–back signal, the electronic servo unit
The closed loop servo unit ASP12 can con- will open the solenoid valve for moving the
trol the propeller pitch in different control propeller blades to ahead or astern.
modes. In remote pitch control, a 4 – 20 mA
set point order is received from the remote In local control, the switch in the local oper-
control system. In back up control, a set ator panel for ahead and astern orders di-
point order is received from a separate po- rectly controls the solenoid valve, and the
tentiometer in the control handle on the main displacement transmitter is used for indica-
bridge. tion of actual propeller pitch.
In remote control or back up control, the

closed loop servo compares the set point
2001–08–15

Controllable pitch propeller closed loop 6. W16 select astern potentiometer large
servo type ASP12, fig 82.4 or small range
1. Remote control “POWER ON” indica- 7. P3 ahead pitch adjustment potentio-
tion meter
2. W11, Test potentiometer selection of 8. P4 astern pitch adjustment potentio-
large or small range meter
3. W13, 14, 15, Mode selector: test/rate, 9. P5 servo control loop gain adjustment
test/pitch, normal set point order 10. P8 hydraulic valve dead zone com-
4. P2 Local test potentiometer 0–5–10, pensation adjustment
astern – neutral – ahead 11. P7 Zero pitch adjustment potentio-
5. W17 select ahead potentiometer large meter
or small range
Fig 82.4
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19
2001–08–15
20 21 22 23 24 25
Controllable pitch propeller closed loop servo type ASP12

12. Pitch feedback signal failure detected Adjustment of closed loop parameters
13. Pitch set point order failure detected The hydraulic dead zone compensation and
14. Ahead solenoid valve failure detected closed loop gain are adjusted on the closed
loop servo ASP12. The dead zone is ad-
15. Astern solenoid valve failure detected justed to a medium value and further adjust-
16. Servo ”OK” indication (no failure de- ment is only required if instability or hyster-
tected) ese is observed in the pitch closed loop
control later on. If hysterese is observed, the
17. Servo closed loop control selected setting of dead zone compensation must be
18. Relay for changing between remote increased. If positioning instability is ob-
and local control served the dead zone compensation must
be reduced. The control loop gain ensures
19. Emergency control “POWER ON” in-
that the hydraulic system controls the pitch
dication
as quickly as possible without being un-
20. W18 select Normal or Feathering CPP stable.
Propeller type
S Stop the engine and start the servo oil
21. P6 Feather position adjustment poten- stand–by pump.
tiometer
S Adjust the potentiometer (10) P8 dead
22. Back up control on indication zone compensation to setting 5.
2001–08–15
23. Feather control indication (propeller is S Pre–adjust the potentiometer (9) P5

demanded to feather pitch position) GAIN to setting 5.
24. Feather position indication (propeller S Place the test range selector jumper
is in feather pitch position) (2) in W11 LARGE TEST mode.
25. Remote control indication S Place the test mode selector jumper
(3) in W14 PITCH TEST mode.
Electrical adjustment S Change the setting of the test potentio-
After replacement of the closed loop servo meter P2 (4) and watch the pitch
unit ASP12, some basic adjustments are movement. If the pitch moves too far
necessary for correct operation of the sys- before returning to the ordered set
tem. A presetting of jumpers and potentio- point, the gain is too high. If the pitch
meters in accordance with the replaced unit moves very slowly before reaching the
will come very close to correct setting of the final set point the gain is too low.
closed loop servo. For final adjustment S If necessary adjust the potentiometer
please carry out the following procedure: (9) P5 GAIN. Turn it clockwise if gain
must be increased or turn anticlock-
Selection of CPP type (normal/feather) wise if gain must be reduced. The po-
The selection of CPP type is done in the tentiometer P5 GAIN is correctly ad-
closed loop servo ASP12. The jumper (20) justed when pitch set point is obtained
W18 FEATHER/NORMAL has to be as quickly as possible without return
mounted in the position FEATHER if the pro- movement.
peller is a feathering propeller type, for all S Replace the mode selector jumper (3)
other propellers the jumper has to be in W15 NORMAL mode.
mounted in the position NORMAL.

Adjustment of propeller pitch position panel indicates +100% pitch. (If it is not
The adjustment of zero, ahead and astern possible to obtain +100% pitch with
position of pitch is done in the closed loop P3, the jumper (5) W16 large/small is
servo ASP12 with the potentiometers (11) moved from large to small position and
P7 ZERO PITCH), (7) P3 AHEAD PITCH P3 is readjusted.)
and (8) P4 ASTERN PITCH. S Set the manoeuvre handle in 100%
S Transfer the control to a remote control position astern.
station. S Adjust the potentiometers (8) P4
S Set the manoeuvre handle in zero ASTERN PITCH to a position where
position. the propeller pitch in the local operator
panel indicates –75% pitch. (If it is not
S Adjust the potentiometer (11) P7 possible to obtain –75% pitch with P4,
ZERO PITCH to a position where the the jumper (6) W17 large/small is
propeller pitch in the local operator moved from large to small position and
panel indicates 0% pitch. P4 is readjusted.)
S Set the manoeuvre handle in 100% S Set the manoeuvre handle in zero
position ahead. position.
S Adjust the potentiometer (7) P3 S Stop the servo oil stand–by pump.
AHEAD PITCH to a position where the
2001–08–15
propeller pitch in the local operator
Fig 82.4 (repeated)
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19
20 21 22 23 24 25
Controllable pitch propeller closed loop servo type ASP12

Adjustment of feather position (if incor- control system. (On the closed loop
porated) servo ASP12 the indications (23)
The adjustment of feather pitch position is FEATHER CONTROL and (24)
done in the closed loop servo ASP12 with FEATHER POSITION are switched on
the potentiometer (21) P6 FEATHER PITCH and the propeller is in feather position).
LIMIT S Turn the potentiometer (21) P6
The potentiometer P6 is adjusted as an in- FEATHER PITCH LIMIT fully clock-
ternal set point related to the defined feather wise, and (if necessary) turn slowly
pitch position of the propeller, the adjust- anticlockwise until the servo piston
ment is only necessary if the jumper (20) moves away from the mechanical limit
W18 FEATHER/NORMAL is mounted in the and the servo oil pressure drops to
position FEATHER. normal value.
S Select FEATHER PITCH OFF from the
S Stop the engine and start the servo oil
stand–by pump. remote control system.
S Stop the servo oil stand–by pump.
S Take control on the bridge and select
FEATHER PITCH ON from the remote
2001–08–15

Manual operation of propeller pitch

If the closed loop servo control unit is unable The telegraph orders for emergency control
to control the position of the propeller pitch are divided in 9 levels. With fixed engine
a remote control system failure is send to the speed the relation between telegraph ord-
ship alarm system and the engineer must ers and propeller pitch is shown in the table
change over to local control for manually below:
operation of the propeller pitch.
Manual operation of the propulsion plant is Pitch setting relations to emergency
carried out according to the following pro- telegraph orders
cedure as it is presupposed that the main
engine is stand by for operation. Telegraph order Pitch setting
S Switch over from remote to local con- Full ahead 100% pitch ahead
trol of engine and propeller. Half ahead 75% pitch ahead
S Start the engine from the local oper- Slow ahead 50% pitch ahead
ator panel on the engine. Dead slow ahead 25% pitch ahead
S Increase the engine rpm manually on Stop 0% pitch ahead
the engine governor. Set the engine Dead slow astern 20% pitch astern
speed at a suitable high rpm. Slow astern 40% pitch astern
2001–08–15
S Adjust the propeller pitch to the value Half astern 60% pitch astern
wanted with the switch for ahead and Full astern 75% pitch astern
astern orders in the local operator
panel. The actual pitch position is dis-
played in the local operator panel.

84. Monitoring equipment

Description
Sensors used on the propeller . . . . . . . . . . . . . . . . . . . . . . . . . . . page 84–83
Work card
84 301–01 Adjustment and test of pressure controllers . . . . page 84–87
84 302–01 Adjustment and test of pressure transmitters . . . page 84–89
84 303–01 Adjustment and test of temperature
sensors (Pt 100) . . . . . . . . . . . . . . . . . . . . . . . . . . . page 84–91
84 304–01 Adjustment and test of level sensors . . . . . . . . . . page 84–93
84 305–01 Adjustment and test of tacho and
proximity sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . page 84–95
84 306–01 Adjustment and test of displacement transmitters page 84–97
84 307–01 Adjustment and test of flow sensors . . . . . . . . . . page 84–99
Spare part plates

2001–09–01
TAH62/63 – Bearing alarms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . plate 3 8418

LAL 64 – Stern tube oil tank level alarm, on/off . . . . . . . . . . . . . plate 3 8420
Data
Terminology . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . drawing no 2 01 45 70–8
Sensor specification list . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . drawing no 2 05 06 46–1
Summary of alarms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . drawing no
Key drawing for monitoring and safety equipment . . . . . . . . . . drawing no 2 05 12 22–4

2001–09–01

Sensors used on the Fig 84.1

propeller
Pressure controllers
The pressure controller register a deviation
in pressure and will only operate correctly if
the sensor is adjusted to the intended pres-
sure limit, see fig 84.1.
Pressure transmitters
The pressure transmitters register the
actual pressure and transform it into an elec-
trical signal (4–20 mA) corresponding to the
pressure range specified on the sensor, see
fig 84.1.
Switch
2000–08–15
In
1
3
2
Out N.O.
Out N.C.
3
1
2
Pressure controller
Analog
+
1
3
2
–
4–20mA
Pressure transmitter
Pressure sensors

Fig 84.2 Temperature sensors (Pt 100)

The Pt 100 sensors consist of a temperature
resistance wire. The mechanical design
may vary depending on type of measuring.
Fig 84.2 shows a typical Pt 100 sensor for
measuring of liquid temperature and fig
84.3 shows a typical Pt 100 sensor for
measuring of bearing temperatures.
The sensor is made of a platinum (Pt) thread
with a resistance of 100 ohm at 0°C, hence
the name Pt 100. The connection between
the Pt 100 sensor resistance and the
measured temperature may be seen in the
3 Wires table below.
3 2 1
2000–08–15
PT 100 sensor – liquid
Fig 84.3
PT 100 sensor bearings
Temperature _C 0 10 20 30 40 50 60 70 80 90 100
Resistance Ω 100.00 103.90 107.79 111.67 115.54 119.40 123.24 127.07 130.89 134.70 138.50
Pt 100 resistance

Level sensors Fig 84.4

The level sensors shown in fig 84.4 are all
used for measuring high/low limits of liquid
levels. They function in the same way and
their design depends on the connection in
which they are to be used.
In principle, they consist of a magnetic float
moving according to the liquid level and thus Normal
activate a glass–cased, hermetically sealed closed
switch in the core of the level device.
open
Normal
2000–08–15
Level sensors

Flow sensor Fig 84.5

The flow switch shown on fig 84.5 is used for
”no–flow” protection.
F61SB/TB
In principle the flow switch consists of a case
with cover and a body carrying a paddel to
detect the flow.
AINS
Flow alarms
2000–08–15


Adjustment and test of pressure controllers

Stopped engine
Shut–off starting air
Working time: ¼ h/sensor Pressure testing pump with
Shut–off cooling water
hour reference manometer – not
Shut–off fuel oil supplied
Capacity: 1 man
Stopped lub oil circul.
Select local control
Replacement and
Data wearing parts
2001–08–15
Data for pressure limits from the list: Summary of alarms Plate no: 1 8412
Starting position: Local monitoring, control and safety power are switched on.
Procedure
Adjustment Adjustment for increasing pressure
Open the protection cap in the top of the (high limit)
sensor and use one of the below–mentioned Pump up the pressure till the switch
procedures for adjustment of the setpoint. changes over and check that it happens at
the pressure indicated for high limit of the
Adjustment for decreasing pressure measured parameter.
(low limit)
Pump up the pressure till the switch
changes over. Release the pressure slowly Warning
and check that the switch changes back at If a pressure controller has been replaced
the pressure indicated for low limit of the by a spare unit, the new sensor has to be ad-
measured parameter. justed to the pressure limit specified for the
measured parameter.
Release 84 301-01 page 84–87

Fig 84.6 Test

Cable connection It is possible to test the functioning of the
to terminal box
pressure controller. This is done in the fol-
lowing manner:
1. Cut off the system pressure with the
valve on the test block on which the
Protection sensor is mounted.
cover
2. Dismantle the screw lock on the test
coupling.
3. Connect the testing tool to the test
coupling.
4. Pump up the pressure as described
above and check that the sensor will
change over at the intended pressure
Test coupling
limit.
Test block 5. Dismantle the test tool and mount the
screw lock after checking and adjust-
ing.
2001–08–15
Valve
6. Connect the system pressure by open-
ing the valve on the test block.
System
pressure
2046576–9.0
Pressure controller
page 84–88 Release 84 301-01


Adjustment and test of pressure transmitters

Stopped engine
Shut–off starting air
Working time: ¼ h/sensor Pressure testing pump with
Shut–off cooling water
hour reference manometer – not
Shut–off fuel oil supplied.
Capacity: 1 man
Stopped lub oil circul.
Select local control
Replacement and
Data wearing parts
2001–08–15
Data for pressure limits from the list: Summary of alarms Plate no: 1 8412
Procedure
Adjustment
A pressure transmitter is adjusted by the
factory and does not need to be adjusted on
board the vessel. The limits for alarm are set
in the ship’s alarm system, limits for shut
down are set in the safety system and limits
for automatic load reduction are set in the re-
mote control system.
Release 84 302-01 page 84–89

Fig 84.7 Test

It is possible to test the functioning of the
Cable connection pressure transmitter. This is done in the fol-
to terminal box
lowing manner:
1. Cut off the system pressure with the
valve on the test block on which the
sensor is mounted.
Protection
cover 2. Dismantle the screw lock on the test
coupling.
3. Connect the testing tool to the test
coupling.
4. Pump up a pressure within the range of
the transmitter. If the tested parameter
is incorporated in the local operator
panel on the engine, the pressure may
Test coupling
be read here. Measured parameters
Test block
not incorporated in the local operator
panel are shown in the ship’s alarm
system.
2001–08–15
5. Release the pressure slowly and
Valve check the pressures for alarm, load re-
duction and shut down limits specified
for the tested parameter.
6. Dismantle the test tool and mount the
System
screw lock after checking.
pressure
7. Connect the system pressure by open-
Work card 2 84 201
ing the valve on the test block.
Pressure transmitter
page 84–90 Release 84 302-01


Adjustment and test of temperature sensors (Pt 100)

Engine stopped and
blocked for start
rotation
Working time: ¼ h/sensor Temperature testing tool
Propeller shaft locked for hour with reference termometer
axial movement Capacity: 1 man – not supplied
stopped and blocked
2000–09–15
Data Replacement and

(See chapter 05 Data) wearing parts
Data for temperature limits from the list: Summary of Plate no: 3 8416
alarms 3 8418
Starting position:
Procedure
Adjustment
The Pt100 sensor cannot be adjusted. The
limits for alarm are set in the ship’s alarm
system, limits for shut down are set in the
safety system and limits for automatic load
reduction are set in the remote control sys-
tem.
Release 84 303-01 page 84–91

Fig 84.8 Test

It is possible to test the functioning of the Pt
100 sensor. This is done in the following
manner:
1. Take the sensor out of its pocket or
channel boring.
2. Test the sensor by using a special tem-
perature testing tool.
Unscrew 3. Increase the temperature to the nor-
to remove
the sensor mal value stated for the measured
parameter. If the tested parameter is
incorporated in the local operator
panel on the engine, the temperature
may be read here. Measured para-
meters not incorporated in the local
operator panel are shown in the ship’s
Sensor alarm system.
4. Increase the temperature slowly and
check the high temperature alarm,
2000–09–15
Sensor load reduction and shut down limits
pocket specified for the tested parameter.
5. Reduce the temperature slowly and
check the low temperature alarm, load
reduction and shut down limits speci-
fied for the tested parameter.
6. Remount the sensor in the sensor
2 8416–05
pocket after test.

Pt 100 sensor
page 84–92 Release 84 303-01


Adjustment and test of level sensors

Engine stopped and
blocked for start
rotation
Propeller shaft locked for Working time: ¼ h/sensor
No special tools
stopped and blocked
2001–09–15
Replacement and
Data wearing parts
Data for level limits from the list: Summary of alarms Plate no: 3 8420
Procedure
Adjustment Test
The level sensors used for alarm operate as The functioning of the level sensor may be
a normal closed switch (NC) so that a warn- carried out by the following procedure:
ing also can be given if the wire is broken. 1. Dismantle the level sensor mechan-
Switch function normal open (NO) or normal ically.
closed (NC) may be chosen by turning the
float 180°. 2. Check that the level alarm sets off
when the float is actuated by hand.
3. Remount the level alarm.
Release 84 304-01 page 84–93

Your notes:
2001–09–15
page 84–94 Release 84 304-01


Adjustment and test of tacho and proximity sensors

Engine stopped and
blocked for start
rotation
No special tools
stopped and blocked
2001–09–15
Replacement and
Data wearing parts
Data for speed limits from the list: Summary of alarms Plate no: 3 8015
Procedure
Adjustment
Correct detection of position or counting of
teeth depends on the size of the gap be-
tween the movable mechanical part and the
front of the sensor. If no signal is detected by
the sensor, the measuring gap must be ad-
justed. The gap is expected to be 1.0 mm ±
0.5 mm. The number of teeth, relative speed
values and speed limits are set in the remote
control system.
Release 84 305-01 page 84–95

Test 3. Read and check the measured para-

It is possible to test the functioning of the ta- meter in the local operator panel and/
cho and proximity sensors. This is done in or in the remote control system.
the following manner: 4. Increase the speed slowly and check
1. Start rotation of the shaft on which the the limits for alarm, control and over-
tacho sensor is measuring. speed stop specified for the tested
parameter.
2. Adjust shaft speed to a well–known
rpm, if necessary use a hand ta-
chometer for reference measurement.
Alternatively, a frequency generator
can be used for test of speed limits set
in the system.
2001–09–15
page 84–96 Release 84 305-01


Adjustment and test of displacement transmitters

Engine stopped and
blocked for start
rotation
Propeller shaft locked for Working time: ½ hour
No special tools
stopped and blocked
2001–09–15
Replacement and
Data wearing parts
Data for displacement from the list Summary of alarms Plate no: 3 5005
Procedure
Test
Adjustment It is possible to test the functioning of the dis-
The displacement sensor for pitch indicator placement sensors. This is done in the fol-
needs to be adjusted on board the vessel. lowing manner:
For adjustment of a displacement sensor, 1. Move the mechanical part to a well–

the specific instruction for the particular known reference position for the
measurement must be used. In general, the measured movement.
astern position corresponding to 4 mA is ad- 2. Read and check the measured para-
justed with the zero setting and the ahead meter in the local operator panel and/
position corresponding to 20 mA is adjusted or in the remote control system.
with the gain setting. 3. Move the mechanical part slowly and
For further instruction see pitch control/ check the control limits specified for
feedback system page 50–64 and propeller the tested parameter.
pitch converter PPC21 page 82–74.
Release 84 306-01 page 84–97

Your notes:
2001–09–15
page 84–98 Release 84 306-01


Adjustment and test of flow sensors

Engine stopped and
blocked for start
rotation
No special tools
stopped and blocked
2001–09–15
Replacement and
Data wearing parts
Data for level limits from the list: Summary of alarms Plate no: 3 8428
Procedure
Adjustment
The flow sensors used for alarm operate as
a normal closed switch (NC) so that a warn-
ing also can be given if the wire is broken.
The switch may be connected directly to an
alarm plant. Usually it is used as a normal
closed switch (NC) so that the alarm sets off
if the circuit is broken.
Release 84 307-01 page 84–99

Fig 84.9 Test

The functioning of the flow sensor may be
carried out by the following procedure:
F61SB/TB 1. Dismantle the flow sensor mechanical-
ly.
2. Check that the flow alarm sets off when
the float is actuated by hand.
3. Remount the flow sensor.
Push for
simulation
of flow
Flow alarms
2001–09–15
Flow rate table F61MB/SB/TB
Typical flow rates – dm#/s (m#/h) required to actuate switch
Line pipe size
Adjustment Paddle size 1” 1 1/4” 1 1/2” 2” 2 1/2” 3”* 4”* 5”* 6”* 8”*
Minimum Flow 1”–2”–3” 0.3 0.4 0.5 0.9 1.1 1.7 4.2 7.8 12 24
adjustment increase (1.0) (1.3) (1.7) (3.1) (4.1) (6.2) (15) (28) (43) (85)
1 3 closes
1–3 l 6” – – – – – – 2.4 3.6 4.8 13
– – – – – – (8.5+) (13+) (17) (47)
Flow 1”–2”–3” 0.15 0.2 0.3 0.6 0.8 1.2 3 6.4 10 20
decrease (0.6) (0.8) (1.1) (2.2) (2.8) (4.3) (11) (23) (36) (73)
1 2 closes
1–2 l 6” – – – – – – (6+) (9+) (12) (39)
Maximum Flow 1”–2”–3” 0.6 0.9 1.2 1.8 2.2 3.4 8.1 16 24 48
adjustment increase (2.0) (3.0) (4.4) (6.6) (7.8) (12) (29) (56) (85) (173)
13 closes
l 6” – – – – – – 5.0 7.6 9.2 26
– – – – – – (18+) (27+) (33) (94)
Flow 1”–2”–3” 0.5 0.8 1.1 1.7 2.0 3.2 7.8 15 23 43
decrease (1.9) (2.8) (4.1) (6.1) (7.3) (11.4) (28) (53) (82) (116)
1 2 closes
1–2 l 6” – – – – – – 4.8 7 8.7 25
– – – – – – (17+) (25+) (31) (91)
1 dm#/s = 15.6 U.S. gal/min = 13 U.K. gal/min

* Flow rate for these sizes are calculated
+ For 4” and 5” line pipe the 6” paddle is trimmed
page 84–100 Release 84 307-01

86. Safety equipment

Data
Summary of safety equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . drawing no
Spare part plates

Automatic start of stand–by pumps . . . . . . . . . . . . . . . . . . . . . . . plate 3 8612
Automatic stop of engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . plate 3 8614
2001–07–01
Release toc_3 86_vbs page 86–101

2001–07–01
page 86–102 Release toc_3 86_vbs

90. Spare parts

Spare part plates
List of spare parts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . plate 3 9005
2001–07–01

2001–07–01

VBS ODS Ed20010701

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VBS–propeller–Mk3

S Descriptions (explanatory text con- sel’s authorized workshops or Agents.

Propeller designation VBS CP propeller with hydraulic

How do I order spare parts?

   III

Release toc_3 05 page 05–1

page 05–2 Release toc_3 05

General safety precautions

fittings, should be obtainable everywhere.

Release 3 05A1-01 page 05–3

Turning gear Hydraulic tools

page 05–4 Release 3 05A1-01

Inspection and maintenance

Check the propeller hub and blade connec-

Release 3 05B1-01 page 05–5

Maintenance program VBS–ODS propeller

Check new/ overhau

Tolerance for wear parts in propeller hub (mm)

page 05–6 Release 3 05C1-01

High pressure sealings in

sealing. ution). Cause of contamina-

Damaged O–ring(s) be- Renew O–rings (OD–box to

Damaged O–rings between Renew O–rings.

Release 3 05D1-01 page 05–7

Trouble Possible cause Troubleshooting

Drain oil transfer pump not Power supply failure or

Servo oil temperature too Check cooling water sys-

Insufficient cooling. Check cooling water sys-

Servo pump not running. Start servo pump.

Impurities in valves. Dismantle and clean valves

Increase in servo oil tem- Check cooling system.

Damaged oil distributor ring Renew oil distributor ring

Damaged servo oil pump. By manually activating pro-

page 05–8 Release 3 05D1-01

10. Propeller equipment

10 304–01 Assembling hydraulic coupling flange

Spare part plates

Release toc_310-vbs-mk3 page 10–9

page 10–10 Release toc_310-vbs-mk3

Release 3 10A1-01 page 10–11

Fitting stern tube – oil lubricated

Assembled stern tube – oil lubricated

page 10–12 Release 3 10B1-01

Pressing force for stern tube Epoxy chocks

outside diameter of the stern tube

groves for sealing ring

Installation guidance for stern tube

Release 3 10B1-01 page 10–13

Maintenance A + 301 * 400 mm D + A ) 0.7 )0.05

page 10–14 Release 3 10B1-01

Fitting propeller equipment

During installation, care must be taken not to

It is important that the shaft is in the correct

Release 3 10C1-01 page 10–15

page 10–16 Release 3 10C1-01

Fig 10.4 Screws for transport, emergency and alignment purposes

Oil distributor ring

Oil distributor ring

Release 3 10C1-01 page 10–17

Lubricating oil system

VBS propeller – oil lubricated stern tube

page 10–18 Release 3 10D1-01

Release 3 10D1-01 page 10–19

III