HT600 Bowthruster Manual 1.pdf

OPERATION AND SERVICE MANUAL

HT600

MARINE MANEUVERING AND

PROPULSION SYSTEM

NOAA

Nancy Foster

Omnithruster Job # 5692

June 2020

OMNITHRUSTER INC.

2201 Pinnacle Parkway Twinsburg, Ohio 44087

U.S.A.

(330) 963-6310

(330) 963-6325 Fax

PAGE ii

TABLE OF CONTENTS

Section Title Page

List of Tables iv List of Figures v Warnings vi Warranty vii Safety Summary/General Safety Summary viii Additional Warnings x

I. INTRODUCTION

1.1 Introduction I - 2

1.2 Operating Principle I - 2

1.3 Operating Modes I - 2

II. GENERAL INFORMATION

2.1 General Information II - 2

2.2 Shipping Arrangement II - 2

2.3 Uncrating and Inspection II - 2

2.4 Equipment Handling II - 3

2.5 Temporary Storage II - 3

2.6 Machinery Installation II - 4

2.7 Operational Specification II - 5

2.8 Bolt Torquing Procedure II - 5

2.9 Planned Maintenance II - 5

III. HYDRAULIC SYSTEM

3.1 Introduction III - 2

3.2 Installation III - 3

3.3 Reservoir Inspection III - 3

3.4 Reservoir Filling III - 4

3.5 Start-Up Procedure III - 4

3.6 General Maintenance III - 4

3.7 Maintenance Suggestions III - 5

3.8 Oil Temperature III – 6

3.9 Preventive Measures III - 6

3.10 Troubleshooting the Hydraulic System III - 7

IV. THRUSTER UNIT

4.1 Introduction IV - 2

4.2 Mechanical Seal IV - 2

4.3 Thrust Bearings IV - 2

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4.4 Troubleshooting the Thruster Unit IV - 3

V. THRUSTER SPARES PARTS PROVISIONING GUIDELINES

LEVEL ONE: Minimum On-Board Maintenance Parts V - 2 LEVEL TWO: Short-Voyage Spares Provisioning V - 3 LEVEL THREE: Long-Voyage Spares V - 5

PAGE iv

List of Tables

Table Page

2-1 Torque Table Section II Page 7 2-2 Category Table Section II Page 8

PAGE v

List of Figures

Figure

1-1 General Configuration and Cabling

2-1 Examples of Torquing Sequence

3-1 Hydraulic Junction Box Wiring Diagram

4-1 Hydraulic Configuration Drawing 4-2 Hydraulic Schematic Diagram with Parts List 4-3 Hydraulic Power Pack Outline

5-1 Omnithruster Outline Drawing 5-2 Typical Discharge Nozzle Drawing 5-3 Omnithruster Assembly Drawing 5-4 Thruster Assembly Parts List

NOTE: Figure numbers are located above the title blocks.

PAGE vi

WARNING

THE FOLLOWING NOTICES MUST BE READ BY ALL PERSONS OPERATING,

MAINTAINING, OR INSTALLING THE REFERENCE

MACHINERY AND CONTROL EQUIPMENT.

THE OMNITHRUSTER HYDROJET MANEUVERING SYSTEM IS INSTALLED AS AID

TO THE OPERATORS OF THE VESSEL. HUMAN JUDGMENT MUST AT ALL TIMES BE

EXERCISED TO REGULATE THE ACTIONS OF THE EQUIPMENT. DO NOT, REPEAT,

DO NOT DEPEND UPON ANY AUTOMATIC FUNCTIONING OF THE EQUIPMENT

WITHOUT CAREFULLY OBSERVING THE ACTUAL PERFORMANCE TO INSURE

THAT IT IS IN ACCORDANCE WITH THE DESIRED END RESULT. FRO EXAMPLE,

YOU MUST CONSTANTLY OBSERVE THE ACTION OF THE THRUSTER IN MOVING

THE VESSEL TO INSURE THAT THERE HAS NOT BEEN A MALFUNCTION WHICH

HAS ALTERED THE DESIRED DIRECTION OR AMOUNT OF THRUST DESIRED.

IT MAY BE NECESSARY FOR OPERATORS TO INTERVENE AND OVERRIDE THE

CONTROL FUNCTIONS OF THE MACHINERY IN THE EVENT OF FAILURE OF THE

MECHANISM. YOU MUST READ THROUGH THIS MANUAL THOROUGHLY TO

DETERMINE WHAT ALTERNATIVE CONTROLS THERE MAY BE AND WHAT

EMERGENCY SHUTDOWNS ARE POSSIBLE TO CONTROL THE EQUIPMENT IN THE

EVENT OF A MALFUNCTION OR EQUIPMENT CASUALTY.

AS IN MOST MACHINERY INVOLVING HIGH VOLTAGES AND LARGE MASSES OF

ROTATING METAL, OPERATORS AND PERSONNEL INSPECTING THE EQUIPMENT

CAN BE INJURED OR CAN BE KILLED IF CLOSE ATTENTION TO SAFETY IS NOT

CONSTANTLY OBSERVED.

LETHAL VOLTAGE PRESENT AND SIGNS INDICATING THE PRESENCE OF THOSE

VOLTAGES MAY FROM TIME TO TIME BE OBSCURED OR DETACHED. EXERCISE

EXTREME CAUTION WHEN WORKING ON THE ELECTRICAL PORTION OF THIS

SYSTEM. OBSERVE SAFE CLEARANCE FROM ROTATING MACHINERY.

PAGE vii

THE FOLLOWING IS THE CONTRACTUAL STATEMENT OF WARRANTY

COVERING THE EQUIPMENT MANUFACTURED BY OMNITHRUSTER INC.

LIMITED WARRANTY

OMNITHRUSTER warrants that the materials, equipment and components of the system sold, with the exception of those components manufactured by others, shall be free of defects in design, workmanship and materials under normal use and service and when properly installed.

OMNITHRUSTER’S obligation under this warranty shall be limited to defects of which OMNITHRUSTER is notified within twelve (12) months of installation, or fifteen (15) months of shipment, whichever first expires, and shall be limited to replacement or repairing of any defective part or parts. For components manufactured by others, the period of warranty shall be limited to the warranty period provided by the supplier of the component. Except for warranty as to title and the warranty set forth above, OMNITHRUSTER makes no warranty, express, implied or implied by law as to any product; and EXCEPT AS SPECIFICALLY SET FORTH HEREIN

OMNITHRUSTER MAKES NO WARRANTY, EXPRESSED OR IMPLIED, OF FITNESS OR

MERCHANTABILITY.

Replacement or repair of defective parts pursuant to this warranty can be obtained at no charge, F.O.B. OMNITHRUSTER’S plant, provided the defective part is returned prepaid for examination or has been found defective by an OMNITHRUSTER authorized service engineer.

In the event that the purchaser requests replacement of a defective part, Omnithruster shall at request of the Purchaser furnish qualified service personnel in connection with such replacement, provided that for each service engineer so furnished the Purchaser shall pay for travel time to and from such city, town, or port, at the hourly rate prevailing in the base area from which the service engineer operates, plus actual living and traveling expenses incidental to providing such personnel.

The foregoing provisions set forth OMNITHRUSTER’S complete liability for breach of warranty in respect of, or for any defect or non-conformity in, any product; and OMNITHRUSTER shall have no obligation or liability in respect of any defect or non-conformity discovered after the lapse of the warranty period as specified above. IN NO EVENT

SHALL OMNITHRUSTER HAVE AN OTHER OR FURTHER OBLIGATION OR

LIABILITY FOR SPECIAL OR CONSEQUENTIAL DAMAGES.

PAGE viii

SAFETY SUMMARY

GENERAL SAFETY NOTICES

The following general safety notices supplement specific warnings and cautions appearing in this manual. General and specific precautions must be understood and applied during operation and maintenance of equipment covered herein. The commanding officer or other authority will issue orders necessary for any situation not covered in these general specific safety precautions.

DO NOT REPAIR OR ADJUST ALONE

Under no circumstances should repair or adjustment of energized equipment be attempted alone.

The immediate presence of someone capable of rendering aid is required. Before making adjustments, be sure to protect against grounding. If possible, adjustment should be made with one hand, with the other hand free and clear of equipment. Even when power has been removed from equipment circuits, dangerous potentials may still exist due to retention of charges by capacitors. Circuits must be grounded and all capacitors discharged prior to attempting repairs.

TEST EQUIPMENT

Make certain test equipment is in good condition. If a test meter must be held, ground the case of the meter before starting measurement. Do not touch line equipment or personnel working on live equipment while holding a test meter. Some types of measuring devices should be grounded;

these devices should not be held when taking measurements.

FIRST AID

An injury, no matter how slight, should never go unattended. Always obtain first aid or medical attention immediately.

RESUSCITATION

The following general precautions are to be observed at all times:

1. All electrical components associated with equipment shall be installed and grounded in accordance with applicable regulations and approved shipboard practices.

2. All ship maintenance operations shall comply with safety precautions for ship afloat.

3. Special precautionary measures are essential to prevent applying power to equipment at any time maintenance work is in progress.

4. Do not make any unauthorized alterations to equipment.

5. Before working on electrical equipment, use voltmeter to ensure that the system is not

PAGE ix energized.

6. All circuits not known to be dead must be considered LIVE and dangerous at all times.

7. When working near electricity, do not use metal rules, flashlights, metallic pencils, or any other objects having exposed conducting material.

8. Be sure to de-energize all equipment before connecting and disconnecting meter test leads.

9. When connecting a meter to terminals for measurement, use range higher than expected voltage.

10. Before performing any tests or measurements, ensure that junction/power panels are securely grounded.

11. Ensure that area is well-ventilated when using cleaning solvent. Avoid prolonged breathing of fumes and solvent contact with skin or eyes.

PAGE x

WARNINGS AND CAUTIONS

Specific warnings and cautions covered by this manual are summarized below for emphasis.

All tag-out procedures shall be performed in accordance with current shipboard instructions to prevent personnel injury and equipment damage.

Exercise extreme cautions in vicinity of operating equipment to prevent injury to personnel.

Extreme caution shall be exercised when working around moving machinery to prevent injury to personnel.

All electrical leads should be considered energized until positively proven they are deenergized.

Severe injury or death may result from contact with live electrical leads.

Voltage dangerous to life may be present. Do not work alone.

High-Voltage, High-Capacitance components may contain voltages dangerous to life.

Ensure system and equipment is de-energized/isolated and tagged OUT OF SERVICE to prevent personnel injury.

Exercise extreme caution when working around energized circuits. Severe injury or death may result from contact with live electrical leads.

Prolonged contact with, or inhalation of, cleaning solvents shall be avoided. Use of heat or open flame shall be avoided and adequate ventilation provided to avoid injury.

To avoid injury or death use proper lifting equipment.

Spring retainers shall be removed with care. Springs can produce enough force to cause injury.

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To avoid possible serious injury do not remove retaining ring until all gas has been expelled from accumulator.

To prevent flooding and possible death no work shall be performed on the bow thruster until the inlet and outlet seachest have been securely blanked off from the sea or the ship placed in dry-dock.

CAUTION

The limit switching method in the following description must never be bypassed and shall always operate in the design sequence. Any attempts to defeat the operation of this switching may cause severe and costly damage to the main thrust inducer.

To prevent equipment damage, do not apply test voltage to electronic components.

To prevent equipment damage, ensure equipment/system can be safely operated.

Grind a slight taper on the jacking bolts to compensate for any mushrooming and possible damage to the bearing housing that may occur when bearing housing is lifted.

To avoid damage or contamination to precision fitted components, disassembly and assembly areas and lubricates must be kept absolutely clean.

O-rings, backup rings or gaskets shall not be reused. They have been subjected to compression deformation and could cause equipment failure.

Do not remove bearings unless they are to be replaced. Bearings and shafts can easily become contaminated and damaged by improper care and handling, refer to procedures on proper bearing installation, removal, and handling techniques.

Gages and thermometers shall be removed and stored during overhaul to prevent damage.

To prevent contamination of the system, all lines shall be capped upon disconnection.

To avoid creating a fire hazard, ensure that hydraulic oil is carefully drained.

PAGE xii

Valves should not be routinely disassembled. Precision fitted components, can easily become damaged.

Do not tighten packing gland nut to excess; stopping all leak off. Doing so will cause early packing failure by burning the packing and/or causing severe damage to the pump shaft.

SECTION I

INTRODUCTION

SECTION I PAGE 2

1.1 Introduction

The OMNITHRUSTER marine maneuvering and propulsion system for which this instruction manual is provided is a vertically mounted HT600 system.

1.2 Operating Principle

The operating principle of the waterjet thruster is based on

Newton's third law of motion, which states, "to every action there is an equal and opposite reaction."

When the prime mover starts, seawater is brought into the thruster through the inlet grating/seachest at relative low velocity in order to minimize the ingesting of debris.

Seawater travels through the kinetic converter at high head and moderate velocity thus reducing the losses due to turbulent flow. Seawater then flows through the discharge ports which contain two hydraulically actuated butterfly valves. These valves modulate the discharge flow to the port side, starboard side, or both sides of the ship. At the ship's hull, seawater is accelerated through a converging nozzle. The accelerated water mass provides a reactive force acting on the ship's hull.

The direction is controlled by actuating the steering valves.

1.3 Operating Modes

• Port Side Thrust (Moving Ship Starboard)

1) Port steering vane open

2) Starboard steering vane closed

• Starboard Side Thrust (Moving Ship Port)

1) Port steering vane closed

2) Starboard steering vane open

NOTE: Neutral Thrust Condition

1) Port and starboard steering vanes open

SECTION II

GENERAL INFORMATION

SECTION II PAGE 2

2.1 General Information

The OMNITHRUSTER is constructed of low carbon steel and stainless steel materials to assure reasonable marine service.

The OMNITHRUSTER basic unit consists of the kinetic converter, steering valve assembly, and convergent nozzles. The kinetic converter and steering valve assembly have been hydrostatically tested, coated and assembled at the OMNITHRUSTER facility.

Operability testing of the steering valves in conjunction with the hydraulic actuators and control system has also been performed.

The unit shall be installed by experienced personnel with care being taken to prevent the entry of foreign materials into the system's internal section of the unit. Proper performance can be expected from this unit if the installation is made correctly. It is recommended that the service of an OMNITHRUSTER field engineer be employed for the installation and initial start-up of the unit. Such service will ensure the purchaser that the unit is properly installed and safely operating.

2.2 Shipping Arrangement

The OMNITHRUSTER unit will be shipped in an assembled condition including the main housing assembly, the steering valve actuator system, thrust and support bearings and housing. If provided, the prime mover, reduction gear, hydraulic power pack, electrical control cabinets, electronic control console and spare parts will be separately packaged for shipment.

Components will be suitably packaged and preserved to protect the hardware during shipping and handling prior to shipboard installation.

2.3 Uncrating and Inspection

These units have been inspected and adjusted at the factory.

Before placing the unit in position, visually inspect the unit to make sure no damage or change in adjustment has occurred during shipment. Check the impeller to see that it turns freely by hand. This is best accomplished while the unit is in a vertical position.

The thrusting elements of the OMNITHRUSTER unit are completely

SECTION II PAGE 3

assembled at the factory, assuring proper fit and alignment of the component parts. No further assembly of the pumping element is required.

2.4 Equipment Handling

Due to the size and weight distribution of the thruster unit, it is recommended that the handling equipment be carefully selected for lifting and movement of the assembled unit. No special tools are required to handle the assembled unit;

however, care must be exercised in selecting lifting positions and lifting procedures to ensure the unit is not subject to excessive stress or damage.

The following precautions are recommended:

1. Check that lifting gear is in proper condition and capable of handling the required loads.

2. Install the lifting gear so that the lead hook is as near the center of gravity as possible.

3. During the movement of the unit, care should be taken to prevent bumping of the assembly. Due to the size and arrangement of the drive shaft and support bearing, care should be taken to avoid any external pressure being applied to the exposed shafting during handling of the unit.

4. After removal of the protective shipping carton, care should be taken to prevent the entry of dirt, dust or foreign materials into the assembled unit in view of the critical internal clearances associated with the rotating and alignment elements.

2.5 Temporary Storage

If the thruster unit is to be stored from some time prior to installation, replace any protective covers or wrappings removed during inspection and re-crate the equipment. Store equipment in a dry and protected location and keep the unit free of dirt and grit internally and externally.

Shafts, bearings and other finished parts subject to attack by moisture should be inspected occasionally, and the protective coating renewed if necessary.

SECTION II PAGE 4

2.6 Machinery Installation

These recommendations are for guidance purposed only. The shipyard is responsible for correctness of installation and supply of proper interface connections whether or not these installation guidance recommendations are used.

1. Pre-Installation: In the shipyard machinery assembly shop, before the thruster is lifted onto the vessel, couplings may be installed to the end of the thruster input shaft and other components of the drive system.

(Refer to step 2.6.4)

2. Main Thruster Assembly: Install thruster to seachest.

Shipyard supplied fasteners to be confirmed by the shipyard as to proper size and count. Gaskets are to be cut from one continuous piece of material and joint made up according to shipyard practices. A record of the levelness and flatness of shipyard installed mounting flange should be made. Angle of thruster shaft should be measured and recorded to insure it is in proper alignment with the prime mover or reduction gear. Torque nuts in accordance with Bolt Torquing Procedure paragraph 2.8.

3. Spools (Port and Starboard): Install port and starboard shipyard furnished spool pieces if required. Follow installation guidelines of step 2.6.2 above.

4. Couplings: Install per manufacturers recommendations.

5. Prime Mover: Set Prime Mover with output shaft coupling in approximate location of installation. Do not bolt in place.

6. Fasteners: Check all fasteners to insure tightness and that they are torqued as required. Refer to Table 2-1.

SECTION II PAGE 5

2.7 Operational Specification

When the system is to be started for the first time after installation, pre-lube the unit as needed. Note that flooding the unit is part of the installation procedure and need not be repeated during normal operation. This HT600 unit is rated 600 HP at 680 rpm when proper submergence is available. Correct rotation of the impeller is counter-clockwise when viewed from the input shaft end of the thruster. Check for proper rotation of the prime mover.

2.8 Bolt Torquing Procedure

1. Flange mating surfaces shall be thoroughly cleaned.

Assemble joint with gasket and hand tighten all fasteners to insure uniform contact of the flange mating surfaces and the gasket.

2. Using the proper size torque wrench (work in 1/4 to 3/4 of wrench scale), pre-torque fasteners with an even steady pull to approximately 1/3 of the torque value shown in Table 2-1 in the sequence increasing torque to approximately 2/3 of the specified value. Finally repeat sequence for the specified torque.

NOTE: Do not use pneumatic impact wrenches for final torquing.

3. Torquing sequence shall be as follows:

Refer to Figure 2-1. Start with any bolt and identify as

(1) and location designated as 0°. bolt (2) will be at 180°; bolt (3) at 270° and bolt (4) at 90°. Using counterclockwise rotation, tighten bolt (5) and continue rotation until all bolts have been tightened.

2.9 Planned Maintenance

The maintenance required on this unit will be periodic lubrication of all the lube points and regular inspection of seals or packing.

1. Lubrication

a) All the internal bearings exposed to the seawater are lubricated by water flow.

SECTION II PAGE 6

b) Thrust bearing has been properly greased at the factory. Unless there is evidence of grease leaking out of bottom seal, DO NOT ADD GREASE. Over greasing can result in over heating the bearing which could cause bearing failure.

c) All the grease lubrication points of the thruster unit should be greased with #2 grease with rust and oxidation inhibitors such as Mobil EP2 or equal.

This must be done monthly or after every 100 hours of operations.

NOTE: Severe operational conditions may require more frequent maintenance!

d) Prime mover lubrication should be in accordance with the recommendations of its manuals.

2. Routine Inspection

a) Visually inspect the mechanical seal. If seal is leaking check to see that the rotating seal is compressed. Further details can be found in the seal manufacturers manual located in the appendix of this manual.

b) Check tightness of the thruster and prime mover mounting fasteners, which may loosen, and tighten as necessary (refer to Table 2-1 and bolt torquing procedure paragraph 2.8).

c) Inspect all piping for evidence of leakage, loosening or other damage and repair as necessary.

d) Periodically rotate the thruster drive shaft by hand to check for free rotation. If binding occurs, recheck the alignment and impeller setting.

e) Coating system should be repaired according to industry accepted guidelines, if damaged.

f) Check tightness of all fasteners and setscrews.

Insure that all clevis pins have keepers on each end and check for abnormal wear or misalignment on cylinder base and moment arms.

SECTION II PAGE 7

TORQUE TABLE 2-1

SIZE TORQUE (FT-LB)

CATEGORY-1 (1) (3) CATEGORY-2 (2) (3)

1/4-20 UNC 5 2.5

3/8-16 UNC 16 8

7/16-14 UNC 27 14

1/2-13 UNC 40 20

9/16-12 UNC 60 30

5/8-11 UNC 80 40

3/4-10 UNC 130 65

7/8-9 UNC 210 105

1-8 UNC 330 115

1-1/8-7 UNC 520 260

1-1/8-8 UN 470 240

1-1/4-7 UNC 730 370

1-1/4-8 UN 670 340

1-3/8-6 UNC 970 490

1-3/8-8 UN 910 460

1-1/2-6 UNC 1170 590

1-1/2-8 UN 1070 540

1-3/4-5 UNC 2070 1040

1-3/4-8 UN 2000 1000

2-4 1/2 UNC 3000 1500

2-8 UN 2930 1470

NOTES: (1) BASED ON APPROXIMATELY 40,000 PSI PRESTRESS.

(2) BASED ON APPROXIMATELY 20,000 PSI PRESTRESS.

(3) SEE CATEGORY TABLE 2-2 FOR TYPICAL MATERIALS.

SECTION II PAGE 8

CATEGORY TABLE 2-2

CATEGORY - 1

ASTM NO. COMMON NAME STRENGTH (KSI)

MIN. YIELD TENSILE

A-193 GR. B7 4140 105 125

A-193 GR. B6 410 85 110

A-193 GR. B16 410 105 125

A-193 GR. BS 80 100

A-325 GR. 1 77 105

A-254 GR. BB 78 100

A-449 92 120

A-453 GR. 651 CL. A 70 100

CATEGORY - 2

ASTM NO. COMMON NAME STRENGTH (KSI)

MIN. YIELD TENSILE

A-107 GR. 1018 1020 32 58

A-193 GR. B8 CL. 1 18-8 30 75

A-307 GR. B -- 55

A-320 GR. B8 18-8 30 75

A-479 GR. 302 302 30 75

A-479 GR. 304 304 30 75

A-479 GR. 316 316 30 75

A-479 GR. 410 410 40 65

B-98 GR. CDA-642 SIL. BRZ. 35 72

B-150 GR. CDA-642 AL. BRZ. 35 72

B-164 GR. 400 MONEL 40 80

NOTE: STRENGTH PROPERTIES FROM ASME SECT. VIII AND METALS HANDBOOK

SECTION III

HYDRAULIC SYSTEM

SECTION III PAGE 2

3.1 Introduction

The Hydraulic System provides hydraulic power to the hydraulic cylinders which are used to actuate the steering valves which modulate the discharge water flow to port or starboard of the ship for side thrusting mode.

The hydraulic System responds to electrical control signal commands generated remotely by an operator. These commands direct filtered hydraulic fluid to the hydraulic cylinders directing the water-flow.

The hydraulic system consists of the following (refer to

Figure 4-1):

1. Hydraulic pump, 5HP motor driven.

2. Hydraulic service tank and valve assemblies (Power

Pack).

3. Two hydraulic cylinders mounted on the steering vane (1 port, 1 stbd).

The motor driven hydraulic pump produces hydraulic flow to actuate the port and stbd steering vane cylinders, which directs the water-flow to cause a port, neutral and stbd thrust condition.

The pumps output is constant and has been sized to create a full port to full stbd command response of 12 to 15 seconds

----- WARNING ----

HYDRAULIC SYSTEM MUST BE LINED UP TO PUMP WHEN DIESEL

IS RUNNING OR DAMAGE WILL OCCUR TO PUMP WHILE RUNNING

DRY.

The hydraulic power pack is provided with all necessary components to regulate and condition the hydraulic fluid.

The system pressure is protected by a manually adjustable normally open relief valve, which is set to limit the maximum system pressure at 850 PSI plus or minus 50 PSI. The setting should be maintained within the limit.

During dwell time between commands, the hydraulic oil is recirculated through the pump/relief valve assemblies and

SECTION III PAGE 3

pump via the service tank.

3.2 Installation

1. Refer to hydraulic configuration and schematic diagrams, Figures 4-1 and 4-2, respectively to interconnect the system. For optimum system performance, the pump, tank assembly, and actuators should be located within close proximity to each other with minimum hose lengths. A positive head on the pumps suction inlet is preferred and in no case should the inlet suction pressure exceed 6" mercury. The hydraulic power pack outline is shown on Figure 4-3.

2. One of the key ingredients for good service and long life from a hydraulic system is cleanliness, and since it has been our experience that most dirt infiltrates a hydraulic system during installation, we recommend the following rules be adhered to:

a) All open ports on the power unit, cylinders, etc.

must remain plugged with tape or plastic plugs until just before the hydraulic connections are made.

b) All interconnecting tubing, pipe, or hose should be clean, and free of rust, scale and dirt. The ends of all connectors should be plugged until just before they are to be installed in the system.

c) All openings in the reservoir such as the filler breather or access end covers holes must remain closed during installation.

d) If Teflon tape, or pipe dope is used, be sure it doesn't extend beyond the first thread of the pipe fitting.

3.3 Reservoir Inspection

The reservoir has been thoroughly cleaned and sprayed with rust inhibitor at the plant prior to shipping. It is suggested, however, to remove the reservoir access covers and re-inspect the tank for cleanliness.

SECTION III PAGE 4

3.4 Reservoir Filling

The reservoir must be filled with clean fluid through the filler cap on the reservoir. The type of fluid must be compatible with the seals used on the power unit, and must comply with the recommendations of the manufacturers of the component parts. Use Mobil DTE-25 (or equal) for filling.

The cleanliness of the fluid going into the reservoir is very important, and in some cases, even new oil out of the drum is not adequate. We recommend that any fluid being transferred into the reservoir be done with a transfer pump with a 10 micron filter installed.

3.5 Start-Up Procedure

1. Open any ball or gate valve (if applicable) located in the pump suction line. Make sure hydraulic pump is primed initial start up.

2. The system has been provided with a solenoid operated relief valve, so that the oil during start-up will flow directly back to the tank with the controls in the neutral thrust position.

3. Verify the rotation of the hydraulic pump. Rotation is counter clockwise when looking at the end of the pump.

4. Check the piping for any leaks and correct immediately.

(Leaks in fittings and tubing can be the result of vibration during shipping.)

5. During the start-up sequence, all filters should be monitored closely. Replace any filters element immediately, as soon as they begin to go into by-pass as indicated on the visual indicator gage.

6. After the entire system has been wetted with fluid, refill the reservoir to the normal operating level indicated by the magnetic float gage on top of the tank assembly.

3.6 General Maintenance

1. Filters - Change every 100 hrs or 2 months, or as indicated on filters supplied with visual indicators.

SECTION III PAGE 5

2. Suction Strainers - Should be cleaned after 100 hours of operation 1,000 hours thereafter. See appendices for cleaning instructions.

3. Reservoirs - Maintain oil level at all times. The oil should be checked after the first 100 hours. After initial start/turn-up of the hydraulic system, it is recommended that the filter element be replaced at 50 port to stbd cycles or 1 hour of operation. Thereafter, the filter element should be replaced every 50 hours of operation or every 2 months. Change oil every 500 to 750 hours depending on operational environment. A fluid sampling analysis should be performed every four months to ensure hydraulic fluid condition is acceptable.

4. Relief Valve - The relief valve is factory set. If resetting is required, turn adjustment screw fully C.C.W. and with control system secured, override the direction control valve spool and hold in, allowing actuator to go to end of stroke; then turn adjustment screw C.W. until the gauge indicates 850 psi +/- 50 psi.

3.7 Maintenance Suggestions

1. Set up filter maintenance schedule and follow it diligently.

2. Inspect filter elements that have been removed from the system for signs of failure which may indicate that the service interval should be shortened and of impending system problems.

3. Do not return to the system any fluid which has leaked out.

4. Always keep the supply of fresh fluid covered tightly.

5. Use clean containers hoses, and funnels when filling the reservoir. Use of a filter cart when adding oil is highly recommended.

6. Use common sense precautions to prevent entry of dirt into components that have been temporarily removed from the circuit.

SECTION III PAGE 6

7. Make sure that all clean-out holes, filler caps and breather cap filters on the reservoir are properly fastened.

8. Do not run the system unless all normally provided filtration devices are in place.

9. Before changing from one type of fluid to another (e.g., from petroleum base oil to a fire resistant fluid), consult OMNITHRUSTER in selection of the fluid and the filters that should be used.

10. OMNITHRUSTER recommends the use of an oil sampling kit which can be used to ascertain the condition of the system fluid.

3.8 Oil Temperature

Hot oil in your equipment's hydraulic system is one of the primary causes of poor operation, component failure and downtime. Here are some pointers on maintaining proper oil temperature.

The oil in your hydraulic system was designed for operation within a specified temperature range. You may be able to run it at hotter temperatures for short periods of time, intermittently, without deleterious effects. However, if you run continuously with oil that is too hot, your equipment will operate poorly and eventually key components will fail and halt your machine. The maximum operating oil temperature is 180°F.

3.9 Preventive Measures

In order to keep the hydraulic system from running hot, the following actions are recommended.

1. Set up a regular schedule for checking the oil temperature, appearance, smell and feel. Change oil as recommended.

2. Be prompt about removing, checking and repairing or replacing valves, pumps or other components that are running hot.

3. Keep your equipment clean. A thick layer of dirt acts as insulation. It will prevent the hydraulic system

SECTION III PAGE 7

from getting rid of heat.

4. On hot days and in hot climates, check and change the oil more frequently.

5. In some cases an oil cooling circuit may need to be incorporated.

3.10 Troubleshooting the Hydraulic System

Hydraulic system components are close tolerance machined parts. Disassembly of components for repair should be attempted by qualified individuals. It is recommended to replace any suspect parts by ordering new or rebuilt from OMNITHRUSTER. Contract OMNITHRUSTER for any new or spare parts replacement requirements.

1. Dirty Oil

a) Components not properly cleaned after servicing.

b) Inadequate screening in fill pipe.

c) Air breather left off.

d) Gasket on tank not properly installed.

e) Pipe lines not properly covered while servicing machine.

f) Filter dirty or ruptured.

2. Foaming Oil

a) Return of tank line not below fluid level. Broken pipe, line left out between a bulkhead coupling and the bottom of the tank after cleaning tank.

b) Fluid contaminated with incompatible foreign matter.

c) Suction leak to pump aerating oil.

d) Lack of anti-foaming additives.

3. Moisture in Oils

SECTION III PAGE 8

a) Moisture in cans used to replace fluid in tanks.

b) Extreme temperature differential in certain geographical locations.

4. Overheating of System

a) Continuous operation at relief setting.

1) Stalling under load, etc.

2) Fluid viscosity too high or too low.

b) Excessive slippage or internal leakage.

1) Check stall leakage past pump and cylinders.

2) Fluid viscosity too low.

c) Pipe, tube or hose I.D. too small causing high velocity.

d) Improper air circulation around reservoir.

e) System relief valve set too high.

5. Foreign Matter Sources in the Circuit

a) Pipe scale not properly removed.

b) Sealing compound (pipe dope, Teflon tape) allowed to get inside fittings.

c) Improperly screened fill pipes and air breather.

d) Burrs inside piping.

e) Tag ends of packing coming loose.

f) Seal extrusions from pressure higher than compatible with the seal or gasket.

g) Human element...not protecting components while being repaired and open lines left unprotected.

h) Repair parts and replacement components not properly protected while stored in repair depot.

(Rust and other contaminants.)

SECTION III PAGE 9

6. Pump Makes Excessive Noise

a) Check for vacuum leaks in the suction line. (Such as leak in fitting or damaged suction line.)

b) Check for vacuum leaks in the pump shaft seal if the pump is internally drained. Flooding connections with the fluid being pumped may cause the noise to stop or abate momentarily. This will locate the point of air entry.

c) Check alignment with drive mechanism. Misalignment will cause wear and subsequent high noise level in operation.

d) Check manufacturers specifications relative to wear possibilities and identification of indications of wear as high operating noise level, etc.

e) Relief or unloading valve set too high. Use reliable gauge to check operating pressure. Relief valve may have been set too high with a damaged pressure gauge.

f) Aeration of fluid in reservoir (return lines above fluid level).

g) Worn or damaged gears and housing (gear pump).

h) Worn or faulty bearing.

i) Plugged or restricted suction line or suction strainer.

j) Plugged reservoir filter breather.

k) Oil viscosity too high or operating temperature too low.

l) Air leak in suction line or fittings also causing irregular movement of control circuit.

m) Loose or worn pump parts.

n) Air leak at pump shaft seal.

SECTION III PAGE 10

o) Oil level too low and drawing air in through inlet pipe opening.

p) Air bubbles in intake oil.

q) Suction filter dirty.

r) Suction line too long.

s) Pump housing bolts loose or not properly torqued.

7. Pump Failure to Deliver Fluid

a) Low fluid level in reservoir.

b) Oil intake pipe suction strainer plugged.

c) Air leak in suction line and preventing priming.

d) Pump shaft turning too slowly.

e) Oil viscosity too high.

f) Oil lift too high.

g) Wrong shaft rotation.

h) Pump shaft or parts broken.

i) Dirt in pump.

8. Oil Leakage Around Pump

a) Shaft seal worn.

b) Head of oil on suction pump connection-connection leaking.

c) Pump housing bolts loose or improperly torqued.

9. Excessive Pump Wear

a) Abrasive dirt in the hydraulic oil being circulated through the system.

b) Oil viscosity too low.

SECTION III PAGE 11

c) System pressure exceeds pump rating.

d) Pump misalignment.

e) Air being drawn in through inlet of pump.

10. Pump Parts Inside Housing Broken

a) Seizure due to lack of oil.

b) Excessive system pressure above maximum pump rating.

c) Excessive torquing of housing bolts.

d) Solid matter being drawn in from reservoir and wedged in pump.

11. Troubleshooting the Hydraulic System Solenoid Valves

a) Voltage too low. If voltage will not complete the stroke of direct current (DC) solenoid it will burn out the coil.

b) Signal to both solenoids of a double solenoid valve simultaneously. One or both of the solenoids will be unable to complete their stroke and will burn out. (Make certain the electrical signal is interlocked so that this condition cannot exist.)

c) Mechanical damage to leads. (Short circuit, open connections, etc.)

d) Tight spool or other mechanical parts of the valve being actuated can prevent the solenoid from completing its stroke and subsequently burning out.

e) Replacement springs too heavy in valve. Overloads solenoid and shortens life.

f) Wrong voltage or frequency will either prevent operation because of inadequate capacity to handle the load with the lower voltage or burn out the coil because of improper winding and excessive voltage.

g) Dirty contacts may not supply sufficient current to

SECTION III PAGE 12

solenoid to satisfy in rush demands.

12. Solenoid Valve Fails to Operate

a) Is there an electrical signal to the solenoid or operating device? Is the voltage too low? (check with voltmeter...test light in emergency.)

b) Has foreign matter jammed the main spool? (Remove end caps and see that main spool is free in its movement...remember that there will be a quantity of fluid escaping when the cap is removed and provide a container to catch it.)

c) Are solenoids improperly interlocked so that a signal is provided to both units simultaneously?

(Put test light on each solenoid lead in parallel and watch for simultaneous lighting...check electrical interlock. This condition probably burns out more solenoids than any other factor.)

d) Has mounting pad been warped from external heating?

(Loosen mounting bolts slightly and see if valve functions. End caps can also be removed and check for tight spool.)

e) Is fluid media excessively hot? (check for localized heating which may indicate an internal leak...check reservoir temperature and see if it is within machine specifications.)

f) Is there foreign matter in the fluid media causing gummy deposits? (Check for contamination...make certain seals and plumbing are compatible with the type of fluid being used.)

g) Is an adequate supply of fluid being delivered to actuate the load? (Many times there is sufficient pressure to shift the valve but not enough to actuate the work load. Check pump supply pressure and volume if necessary...physical measurement of flow through relief valve with units blocked may be necessary.)

h) Check circuit for possible interlocks on the pressure sources to valve or to pilot.

SECTION IV

THRUSTER UNIT

SECTION IV PAGE 2

4.1 Introduction

The thruster unit consists of the kinetic converter, steering butterfly valves and converging nozzles. The thruster assembly is shown in Figure 5-2. A parts list is contained in Figure 5-3. The outline drawing for the thruster unit is shown in Figure 5-1.

4.2 Mechanical Seal

1. Operating Instructions

The mechanical seal is designed to prevent seawater entering compartment around drive shaft.

Although the mechanical seal is designed to be maintenance free, some routine adjustments may be required. Please follow the recommendations as outlined in the seal manufacturers manual. (located in the appendix of this manual)

CAUTION:

Vent mechanical seal prior to first start.

NOTE:

Flush port use is highly recommended to increase seal life.

WARNING

The mechanical seal is supplied with an emergency air bladder. To actuate, inflate the air bladder with approximately 15 psig air pressure. Do not attempt to make repairs on the mechanical seal before ballasting the thruster out of the water. If ballasting is not possible, repair the mechanical seal in a dry-dock.

Do no attempt to run the thruster with the air bladder inflated, sever damage will occur!

4.3 Thruster Bearings

The thruster assembly has 2 types of bearings utilized in its assembly. Refer to Figures 5-2 and 5-3. Location type and maintenance requirements are as follows:

1. Thrust bearing is a tapered roller bearing in a duplex

SECTION IV PAGE 3

mounting which takes the thrust of the unit plus the weight of the shaft and impeller. It also takes the radial load of the shaft. This bearing is clamped between the alignment plate and the top cap. This prevents the shaft from moving up or down. The thrust bearing has been greased at the factory and should not be greased unless there is evidence of loss through the seals. Then estimate what has been lost and add only that amount. Grease should not be filled at the top of the bearing housing, but only to cover the top of the upper bearing. The grease recommended is a #2 lithium grease high temperature extreme pressure with oxidation and rust inhibitors similar to Mobil EP2.

2. Kinetic converter bearings are rubber fluted non-metallic water lubricated type bearing which takes the radial load of the shaft and impeller. When in operation the shaft does not come in contact with the bearing, but it is centered by a film of water between the shaft and bearing.

IT IS IMPERATIVE THAT BEFORE STARTING THE UNIT THAT THESE

BEARINGS ARE PROPERLY SUBMERGED OR FAILURE WILL OCCUR.

4.4 Troubleshooting the Thruster Unit

This unit has been inspected before shipping from the factory and should operate satisfactorily under the conditions for which it was offered. While the unit might be damaged in shipment, most operational problems have been traced to improper installation. Should trouble be experienced, please check the following points, as they are some of the causes of the kinetic converter failure.

1. No Water Delivered

1. Prime mover not running.

2. Discharge head too high - check rating of kinetic converter

3. Impeller, discharge pipe and/or suction strainer completely clogged.

4. Discharge valve closed.

5. Wrong direction of rotation.

2. Not Enough Water Delivered

1. Prime mover speed too low.

SECTION IV PAGE 4

2. Discharge head higher than anticipated - check kinetic converter rating - measure discharge pressure before the nozzle.

3. Impeller, discharge pipe and/or suction strainer partially clogged.

4. Discharge valve partially closed.

5. Wrong direction of rotation.

6. Impeller has insufficient submergence.

7. Gas or vapor in water.

8. Impeller clearance is excessive.

3. Not Enough Pressure

1. Prime mover speed too low.

2. Gas or vapor in water.

3. Impeller too high.

4. Discharge valve partially closed.

5. Wrong rotation.

4. Overload Device Stops Prime Mover

1. Kinetic converter overloaded - check for drag in pump.

2. Discharge head too low - check rating - measure discharge head at the kinetic converter.

3. Kinetic converter jammed - check impeller, intake grating. Shaft must be free turning.

5. Impeller Adjustment

The impeller clearance must be properly adjusted to maintain the best operating efficiency. This is accomplished by seating the impeller and then lifting the shaft assembly a distance of 0.080" - 0.120" away from the impeller case, which will give an impeller clearance of 0.040" - 0.060" for the seat.

----- NOTE -----

The gap between the face of the impeller and face of the casing is small and should be set accurately. If the impeller is set too low, a mechanical drag may occur.

If the kinetic converter fails to operate satisfactorily and checking the above points fail to solve the problem, communicate with the representative from whom you purchased the unit or contact the factory. Give thruster serial number from kinetic converter nameplate (not motor nameplate) and state which above points have been checked and which you believe are causing the

SECTION IV PAGE 5

difficulty. Any other information you can furnish will be helpful.

DO NOT disassemble the thruster unit without consulting with the manufacturer.

SECTION V

THRUSTER SPARE PARTS PROVISIONING GUIDELINES

SECTION V PAGE 2

LEVEL ONE

A. MINIMUM ON BOARD MAINTENANCE PARTS

Parts will include but may not be limited to the following:

1. Thruster Mechanical Parts

• One complete change of lubricating oil and grease.

• One spare hydraulic or pneumatic cylinder repair kit.

• One quart can of finish touch-up paint and applicator.

• One set of filters for hydraulic oil or air supply.

2. Thrust Director Mechanical Parts (If Propulsion Option is Included)

• One complete set of seals (port and starboard)

• One hydraulic or pneumatic actuator repair kit.

• One liter can of epoxy coating.

3. Electrical Parts for Basic Thruster

• Complete set of fuses, fusible links.

• Special spare parts may be added where system configurations include modifications or specially fabricated controls for specific application.

4. Accessory Spare Parts

The following will be accompanied by a spare parts list depending upon the unit chosen for each application.

• Gearbox (either right-angle or in-line) will generally included one set of seals, and lubricant for one change interval.

B. PRIME MOVERS

The particular unit supplied will be accompanied by a parts list depending upon the type of prime mover selected and any controls for remote stop-start or speed change will also have spare parts included.

SECTION V PAGE 3

LEVEL TWO

SHORT-VOYAGE SPARES PROVISIONING

A. SHORT-VOYAGE SPARE

Provisioning including on board spares per following list (in general accordance with LR, ABS short-voyage requirements).

Parts will include but may not be limited to the following:

1. Thruster Mechanical Parts

• Replacement thrust bearing.

• One set of gaskets complete.

• One complete change of lubricating oil and grease.

• One spare hydraulic/pneumatic cylinder replacement parts kit, seals, rings, fittings, etc.

• One spare set limit switches.

• One liter can of finish paint and applicator.

• One set hydraulic oil or air supply filters.

2. Thrust Director Mechanical Parts (if Propulsion Option is Included)

• One set of thrust director shaft assemblies.

• Two complete sets of seals and bearings (port and starboard).

• One hydraulic or pneumatic actuator replacement parts kit, seals, rings, fitting, etc.

• One set of limit switches.

• One complete set of replacement gaskets.

• One liter can of epoxy coating.

3. Electrical Parts for Basic Thruster

• Complete set of fuses, fusible links, one each circuit breaker type that is used, complete set of pilot lamps.

• One each solenoid-actuated valve repair parts kit.

• Special spare parts will be added where system configurations include modifications or specially fabricated controls for specific applications.

• Replacement hand-controlled potentiometer and switch contracts for master console installation.

• Replacement switch and/or potentiometer for one

SECTION V PAGE 4

remote station if one or more stations are included.

4. Accessory Spare Parts

The following will be accompanied by a spare parts list depending upon the unit chosen for each application:

• Coupling keys and set screws between thruster and gearbox or motor.

• Gearbox (either right-angle or in-line) will generally include one set of gaskets, one set of seals, and lubricant for one change interval.

list depending upon the type of prime mover selected and any a spare parts list included.

SECTION V PAGE 5

LEVEL THREE

A. LONG-VOYAGE SPARES

Provisioning including on board long-voyage spares per following list (in general accordance with LR, ABS long-voyage requirements).

Parts will include but may be limited to the following:

1. Thruster Mechanical Parts

• Replacement thrust bearings.

• Mechanical seal repair kit.

• One set of gaskets complete.

• Two complete changes of lubricating oil and grease necessary for two-year interval.

• Wherever stainless steel or Monel fasteners are used, a minimum of two each sets of fasteners to be supplied.

• One spare hydraulic/pneumatic cylinder assembly.

• One spare set limit switches and/or feedback pot transmitter.

• One liter can of finish paint and applicator.

• Two sets hydraulic oil or air supply filters.

2. Thrust Director Mechanical Parts (If Propulsion Option is Included)

• One set of thrust director shaft assemblies.

• Two complete sets of seals and bearing (port and starboard).

• One hydraulic or pneumatic actuator assembly.

• One set of limit switches.

• One complete set of replacement fasteners where stainless steel or Monel parts are used.

• Two complete sets of replacement gaskets.

• One liter can of epoxy coating.

3. Electrical Parts for Basic Thruster

• Complete set of fuses, fusible links one each support breaker type that is used, complete set of pilot lamps.

• One each replacement solenoid-actuated valve.

• Where more than two remote environmentally sealed controls are used, each additional control will be

SECTION V PAGE 6

added as a spare.

• Special spare parts will be added where system configurations include modifications or specially fabricated control for specific applications.

• Replacement hand-controlled potentiometer and switch contacts for master console installation.

• Replacement switch and/or potentiometer for one remote station if one or more stations are included.

4. Accessory Spare Parts

The following will be accompanied by a detailed spare parts list depending upon the unit chosen for each application:

• Couplings between thruster and gearbox or motor.

• Gearbox (either right-angle or in-line) will generally include one driving pinion gear, one set of gaskets, one set of bearings, one set of seals, and lubricant for one change interval. If equipped with a remote heat or oil level sensor, one each type of sensor will be included.

list depending upon the type of prime mover selected and any a spare parts list included.

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