Technical_Manual_NF-243-01_Shaft_Seal_TM.pdf

Deep Sea Seals Ltd.

TM-PSE-02 (I)-FOM ISSUE D Issue Date 27 September, 2005

TECHNICAL MANUAL

FOR

TYPE PSE SEAL

IMPERIAL

ManeGuard PSE Inboard Seal for Water Lubrication Systems

Based on Tabulated G.A. Drawing:

H76214

This Manual is protected by copyright vested in Deep Sea Seals Limited and may contain information that is confidential to that Company. The Manual is supplied to the customer for its personal use and no part of the Manual may therefore be copied, lent or otherwise disclosed to any third party without the prior written consent of the Company.

1998, Deep Sea Seals Limited. All Rights Reserved.

TM-PSE-02 (I)-FOM ISSUE D Page 2 of 56

CONTENTS

SECTION SUBJECT PAGE

1. SPECIFICATIONS / TECHNICAL DATA

2. INTRODUCTION

3. DESCRIPTION OF THE EQUIPMENT

4. STORAGE AND HANDLING

5. PREPARATION

6. HEAD TANK LOCATION

7. SPECIAL INTERFACING REQUIREMENTS

8. INSTALLATION

9. TESTING

10. NORMAL OPERATION

11. LUBRICATION SYSTEM

12. RECOMMENDED LUBRICANT LIST

13. PROBLEM SOLVING - Level 'a'

14. MAINTENANCE

15. SPARE PARTS AND THEIR STORAGE

16. ATTACHMENTS

TM-PSE-02 (I)-FOM ISSUE D Page 3 of 56

1. SPECIFICATIONS / TECHNICAL DATA.

WORKS ORDER NO. :

OWNER :

VESSEL NAME :

YARD :

YARD No. :

STERNTUBE/SHAFT SEALS

Aft/Outboard Seal Forward/Inboard Seal(s) Type: Type:

Size:# Size:# Drawing No.: Drawing No.:

STERNTUBE BEARINGS

Aft STB Mid STB Fwd STB Size:# Size:# Size:# Drawing No.: Drawing No.: Drawing No.:

INTERMEDIATE/LINE SHAFT BEARINGS

Type: Type:

Size:# Size:# Drawing No.: Drawing No.:

LUBRICATION SYSTEM

Drawing No.:

System Components Fwd seal Tank Aft seal Tank Drawing No.: Drawing No.:

Header Tank Drain/Observation Tank Drawing No.: Drawing No.:

Air control unit Drawing No.:

Lub Oil Pump set Filter/Strainer Unit Drawing No.: Drawing No.:

Oil Flow Meter Water Flow Meter Drawing No.: Drawing No.:

Pressure Gauge/Panel Units Valves Drawing No.: Drawing No.:

TM-PSE-02 (I)-FOM ISSUE D Page 4 of 56

BULKHEAD SEALS

Type: Type:

Size:# Size:# Drawing No.: Drawing No.:

ACCESSORIES

The drawings contained in this manual as well as the drawings provided for information and assembling purposes, remain the property of DEEP SEA SEALS

LTD.

They may not be copied or reproduced in any way, used by or shown to third parties without the written consent of DEEP SEA SEALS LTD.

TM-PSE-02 (I)-FOM ISSUE D Page 5 of 56

2. INTRODUCTION.

2.1. The equipment described in this manual and the materials selected are the result of many years of research and experience in this field.

2.2. However, the care and attention paid during installation, testing, operations and maintenance, do to a large extent determine the long-term operational reliability of the equipment.

2.3. Whilst it is our policy to allow the Installation and Maintenance of this equipment to be carried out by 3rd parties (in accordance with the guidance contained within this Technical Manual) we would always recommend that one of our Service Engineers is present to oversee any Installation or Maintenance.

2.4. When using this manual refer to the general arrangement drawing(s) in Section 16, which give the dimensions and data for the correct assembly and operation of the equipment.

2.5. There is no automatic provision to up-date this manual. However, the supply of a complete new assembly will be accompanied by the latest revision/issue Manual and Drawing(s).

2.6. For further assistance please contact one of the companies listed below:

UNITED KINGDOM USA

Deep Sea Seals Ltd.

4 Marples Way Havant Hants PO9 1NX

Wärtsilä Lips Inc.

3617 Koppens Way Chesapeake

VA 23323

Tel:

Fax:

44 (0) 2392 492123 44 (0) 2392 492470

1 757 558 3625 1 757 558 3627

NETHERLANDS JAPAN

Wärtsilä Propulsion Netherlands BV Lipsstraat 52 5151 RP Drunen

Japan Marine Technologies Ltd.

5th Floor, NTC Building, 1-11-2 Kyobashi, Chuo-ku Tokyo, 104-0031

31 416 388115 31 416 374853

Tel:

Fax:

81 (0) 3 5159 8700 81 (0) 3 5159 8710

TM-PSE-02 (I)-FOM ISSUE D Page 6 of 56

3. DESCRIPTION OF THE EQUIPMENT.

3.1. ManeGuard PSE seals are High Performance Elastomer Radial Face Type seals.

3.2. The PSE seal described in this Technical Manual is a Partially-split Inboard unit for use with Water lubrication systems in Fixed or Controllable Pitch Propeller applications.

3.3. The original supply non-split Silicon Carbide face and seat may be replaced with "split" spares during a seal overhaul without disturbance of the shaft and/or propeller.

3.4. Designed for High Speed, operating in shallow or dirty waters, the PSE seal offers a robust, reliable, "fit and forget" sternseal.

3.5. The PSE Advanced Computer Optimised design provides:

● A statically mounted elastomer body capable of accepting large amounts of axial and radial movements, misalignment and vibration.

● Hard wearing long life Silicon Carbide Face and Seat components.

● An improved design Safety and Maintenance Inflatable Seal providing a large radial clearance.

● Bronze main components offering High Corrosion resistance, and:

● A "Partially Split" construction allowing fitting of a replacement face and seat without removal or disturbance of either the Shaft or Propeller.

TM-PSE-02 (I)-FOM ISSUE D Page 7 of 56

3.6. The high performance materials used with the resilient mounting of both the face and seat - which have "lapped" surfaces - provide the following Benefits.

# Replacement Face and Seat can be fitted without shaft removal.

# Reliable.

# Accommodates misalignment, vibration plus high axial and radial shaft movement.

# No liner required.

# High Abrasion resistance of Face and Seat.

# No Galvanic corrosion.

# Extended life expectancy and service intervals.

# Low through life costs.

# Fit and forget.

3.7. This combination provides a simple but very effective sealing arrangement capable of accommodating both radial and axial shaft movements, resulting in a "High Performance - Low Maintenance" sealing solution.

TM-PSE-02 (I)-FOM ISSUE D Page 8 of 56

4. STORAGE AND HANDLING.

4.1. All assemblies and components have been carefully inspected before shipment.

4.2. Each component is suitably packed and protected to prevent damage or deterioration during shipment, transit or storage. Any specific storage or handling requirements will be clearly identified on the package label(s).

4.3. Goods should be examined on receipt to verify the contents and their condition.

4.4. Deep Sea Seals Ltd should be immediately advised of any damage or discrepancy in the scope of supply. Damage clearly due to handling in transit should be notified to the carrier, (copy to DSS).

4.5. Keep goods in their original packing until just prior to installation in order to best protect them.

4.6. If goods have to be stored for long periods, they should be kept in their original packing, stored flat and unobstructed in a dry, cool and dark environment. To ensure a satisfactory life expectancy for any rubber components, exposure to sunlight, ultraviolet light and ozone should be prevented.

4.7. Care must be taken during handling to prevent any mechanical damage occurring due to dropping, crushing etc. Particular care and attention should be paid to the running/sealing surfaces of the silicon carbide face and seat.

The silicon carbide face and seat will be specifically protected by packaging within their transit boxes.

This protection should be left in place at all times unless conducting an inspection or actually installing the items.

TM-PSE-02 (I)-FOM ISSUE D Page 9 of 56

5. PREPARATION.

5.1. Remove all burrs and sharp edges from the shaft in the area the seal will be fitted. The surface of the shaft, local to the seal, should be clean and to the diameter and tolerance specified on the G.A. Drawing.

5.2. Ensure that all mating faces with the seal, i.e. the end face of the sterntube/housing/adaptor - spacer and the propeller shaft are machined to the following parameters:

# Surface finish

- 250 µ in Ra or finer (Sterntube/Housing)

- 32 µ in Ra or finer (Shaft in area of O-cord and Drive

Clamp Ring)

# Flatness 0·003".

# Perpendicularity 0·014"FIM (Measured outside the bolting P.C.D.)

# Concentricity 0.020"

The forward end of the Sterntube/Housing/Adaptor must be machined to accept the Mounting Ring Securing screws as detailed on the G.A. Drawing.

5.3. All mating surfaces should be clean with no debris or old joint material, etc.

present.

5.4. Make sure that the end of the bearing does not stand proud of the sterntube or housing as this could distort the mounting ring/inflatable seal.

5.5. It is essential that the running surfaces of the face and seat are protected at all times during storage, transit and installation to promote correct operation of the assembled unit. Even minor damage to these surfaces can promote leakage.

TM-PSE-02 (I)-FOM ISSUE D Page 10 of 56

6. HEAD TANK LOCATION.

In a normal open water lubrication application, there will not be a "header tank" as such.

The flush water for the seal will normally be provided from a pumped system.

Details should be as per the following:

Flush/cooling water to the seal should be filtered to 200 micron or better.

TM-PSE-02 (I)-FOM ISSUE D Page 11 of 56

7. SPECIAL INTERFACING REQUIREMENTS.

When installed, the PSE Inboard seal interfaces with various elements and components around it.

Ensuring that the interfacing requirements are met is essential to the successful installation, operation and performance of the seal.

Four areas of interfacing are relevant.

7.1. The Bore/I.D. of the seat and drive clamp ring assemblies to the shaft.

The seal will be supplied with the bore of both assemblies sized to suit the stated shaft diameter.

7.2. The Mounting ring interface.

The surface of the Sterntube (or Adaptor Plate) to which the Mounting Ring is to be fitted must comply with the requirements of Section 5 (Preparation).

The mounting surface must be prepared in accordance with the G.A. drawing with regard to tapped holes for the mounting of the PSE seal to it.

The inner diameters of the mounting ring in way of the inflatable/maintenance seal plus the mounting ring itself are all directly related to the seal size in question. The shaft diameter must be as stated (ordered) and within the tolerance shown on the G.A. Drawing.

TM-PSE-02 (I)-FOM ISSUE D Page 12 of 56

7.3. Axial Space.

Though the Inboard PSE seal does not require a "specific" Axial Space into which to fit, the space must be sufficient.

Check that inboard of the Sterntube forward surface (or the surface to which the seal is to be fitted); there is sufficient clear and unobstructed parallel shaft available to fit the seal.

The length required is the Approximate Overall length of the seal (as shown on the G.A. Drawing for the particular seal size) plus the compression to be applied to achieve the working length and working space to build/fit the seal.

The compression will not normally be shown on the Drawing but it is usually about 0.40" across all seal sizes.

Thus the "Axial Space" required to install the seal is the Approximate Overall Length (which includes the 0.039" joint) plus 0.40" compression, plus a maintenance distance (of approximately 4.0").

7.4. Service connections.

All connections and services (usually flush water, vent and air supply) as detailed on the relevant G.A. Drawing must be provided, ready for connection.

(Section 6 and Section 8.8. also make reference to the service connections).

Further, the water supply to the seal should be filtered to 200 micron or better.

TM-PSE-02 (I)-FOM ISSUE D Page 13 of 56

8. INSTALLATION.

(Refer to relevant Drawing(s) - see Attachments - Section 16)

(Part number references are based on G.A. Drawing H76214 positions).

8.1. General Advice

� The PSE seal is designed to be installed with the Propeller shaft removed, withdrawn or de-coupled, to allow the non-split elements of the seal to be fitted. The Installation procedure is based upon fitting the seal in cartridge/main assembly form, over an exposed/withdrawn shaft.

� As referenced in the Sections "Preparation" and "Interfacing" (5 & 7) the components that the PSE seal will interface with, must be arranged/prepared as described in these Sections.

� The spare Silicon Carbide Interface components (face and seat) use “cracked” butts, which ensure their positive alignment during assembly.

8.2. Warning.

� The Silicon Carbide Interface components must be handled with extreme care. Be careful not to chip any sharp edges, (especially at the butt surfaces of split spares).

8.3. Order of Component Assembly.

1. Adaptor (if fitted).

2. Mounting ring and bellows assemblies (3 + 2) – the static part of the seal assembly – fitted as a cartridge unit (with the compression tooling assembly (CT) in place), to the Sterntube (or Adaptor if fitted).

3. Seat Housing Assembly - minus O-cord. (1)

4. Seat Housing – O-cord. (1-4)

5. Drive Clamp Ring Assembly. (4)

6. Splashguard and clamp. (2-5/2-6)

7. Service Connections.

TM-PSE-02 (I)-FOM ISSUE D Page 14 of 56

8.4. Adaptor.

If an Adaptor Plate or similar is to be fitted between the Sterntube/Bulkhead and the PSE seal Mounting Ring (3-1), then it must be installed over the shaft at this stage, if not already fitted.

Secure any Adaptor Plate to the Sterntube/Bulkhead with a suitable watertight joint/O-ring as described in TM-PSE – Adaptor Plate.

Centralise the Adaptor to the shaft to within 0·020" concentricity and ensure that the surface that the PSE seal Mounting ring is to be fitted to complies with the interfacing requirements outlined in Section 5 and 7.

TM-PSE-02 (I)-FOM ISSUE D Page 15 of 56

8.5. Static part of the Seal Assembly.

The Mounting Ring, Bellows and Face assemblies are supplied as an assembled unit (with the compression tooling fitted).

Ensure that the exposed shaft is perfectly clean before proceeding further.

8.5.1. Orientate the Mounting Ring (3-1) to position its Top Dead Centre position at TDC. Refer to the G.A. Drawing for the positions of connections, Fasteners etc, also the Mounting Ring will be stamped

TDC.

8.5.2. Now fit the gasket (3-6), using a light coating of grease on both sides, to the Sterntube/Adaptor. Then position the Mounting Ring (correctly orientated for TDC) onto the Sterntube using the main securing Screws (3-3) (Having applied threadlock to them). Take care to prevent SIC face from contacting the shaft during installation.

TM-PSE-02 (I)-FOM ISSUE D Page 16 of 56

8.5.3. Centralise the Mounting Ring (3-1) to the Shaft to within 0.020” concentricity.

8.5.4. Tighten the Screws (3-3) in an even, progressive and diametrically opposite sequence. Finally tighten the fasteners to the torque value shown in the G.A. Drawing.

Note: With the Emergency Inflatable seal fitted into the Mounting Ring, it should be tested at this stage. Connect a suitable foot pump or other satisfactory means of inflation to the Air supply connection on the Mounting Ring and pressurise to the activation pressure shown on the G.A. Drawing of 87 p.s.i.

The Emergency seal should blow down fully and evenly to tightly contact the shaft all round.

This test is to determine that the Inflatable Seal activates. Next conduct a pressure test on the Inflatable seal as described in Testing, Section 9.1

When the Inflatable seal has been successfully tested, remove the pressure and/or the pump and confirm that the Inflatable Seal retracts into the Mounting Ring Recess.

TM-PSE-02 (I)-FOM ISSUE D Page 17 of 56

8.6. Seat Housing Assembly.

8.6.1. Confirm that the seat (1-1) is fitted fully into its

sealing strip (1-3) within the seat housing (1-2).

Very carefully fit the seat housing (1-2) over the shaft.

8.6.2. Clean both Face and Seat Interface Surfaces with a

non-chlorinated solvent cleaner.

Check and re-confirm that both Face and Seat Interface surfaces are clean and undamaged.

8.6.3. Carefully push the Seat Housing (1-2) up to the Face (2-2) so that the Seat (1-1) and Face (2-2) are lightly contacting each other.

8.6.4. Fit the O-cord (1-4) around the shaft, and with the butts pressed together, fit it into its recess in the seat housing (1-2). There is no need to “join” the O-cord, as the length of the cord ensures that the butts will be in compression when fitted. However, if desired in order to aid the fitting of the O-cord, it may be joined using the super glue supplied. Ensure the bond is good and that there is no step at the butts. Any dried glue can be removed using a fine grade abrasive paper.

TM-PSE-02 (I)-FOM ISSUE D Page 18 of 56

8.7. Drive Clamp Ring Assembly (DCR).

8.7.1. Fit the Drive Clamp Ring (4-1) over the shaft, correctly orientated to the Seat Housing (1-2). The surface that contacts the Seat Housing (1-2) will be of a better finish towards the seat O-cord. Orientate the DCR correctly and slide it along the shaft until it contacts the Seat Housing.

Note: A wedge may be inserted at the butt to ease installation if necessary.

Ensure that the O-cord (1-4) was fitted into the recess in the Seat Housing and did not become trapped between it and the Clamp Ring.

8.7.2. Apply a suitable liquid threadlocker (supplied) to the threads of the Drive Clamp Ring butt screw (4-2) and insert and lightly tighten it so that the Drive Clamp Ring just grips the shaft.

Note: Remove the wedge (if used) referenced above before tightening the butt screw.

8.7.3. Rotate the Drive Clamp Ring so that the holes in the DCR for the Drive Screws (1-5) are aligned with the tapped holes in the forward end of the Seat Housing (1-2).

8.7.4. Enter the Drive Screws (1-5), (having applied a suitable liquid threadlock) with so that they loosely fit through the Drive Clamp Ring and engage into the tapped holes in the Seat Housing (1-2).

Carefully and evenly tighten the Drive screws (1-5) until they are securely holding the Drive Clamp Ring (4-1) to the Seat Housing (1-2).

TM-PSE-02 (I)-FOM ISSUE D Page 19 of 56

8.7.5. Carefully and evenly fully tighten the Drive Clamp Ring butt screw (4-2) to the torque shown on the G.A. Drawing.

8.7.6. Undo and remove the Compression Tooling Assembly (CT).

Disassemble, clean and store it for re-use in the toolbox supplied with the Seal.

8.7.7. Using a clock gauge on the Seat Housing (1-2) aft vertical surface, and with the turning gear engaged, slowly rotate the shaft to check the swash/alignment of the Seat Housing. It should be within 0.008" T.I.R.

(Total Indicator Reading).

If it is not, carefully loosen the Drive Clamp Ring butt screw and adjust the DCR until the Seat Housing is correctly aligned. When within tolerance, re-torque the DCR butt screw (4-2) to the torque shown on the G.A. Drawing, then re-check the swash/alignment reading (adjust again if necessary).

TM-PSE-02 (I)-FOM ISSUE D Page 20 of 56

8.8. Service Connections.

8.8.1. Referring to the G.A. Drawing, connect the services to the mounting ring (3-1). These are water flush/vent and air connections. The flush is on the horizontal at 90º to the vent at TDC. Both water connections have a BSPT adaptor assembly (7) connected into the mounting ring.

There is a single air connection to the Inflatable seal; this is positioned as shown on the G.A. Drawing.

8.8.2. Before connection, ensure that all Service pipelines are clean and clear of debris such as internal scale etc.

8.8.3. It is important that Water and Air are provided to the seal “in the quantities and pressures as defined by the G.A. Drawing”.

Further, the water supply to the seal should be filtered to 200 micron or better.

8.8.4. Where the seal is not being connected to a permanent vent system, the vent connection at TDC in the mounting ring (3-1) must be plugged using the plug (3-7) supplied, after the seal has been flooded and all trapped air allowed to escape.

TM-PSE-02 (I)-FOM ISSUE D Page 21 of 56

8.9. Splashguard.

8.9.1. The guard (2-5) supplied should now be fitted using the Splashguard clamp (2-6) in accordance with the arrangement shown on the G.A.

8.9.2. The splashguard is supplied split and must be fitted around the face clamp (2-3). A clamp ring (2-6) to holds the guard in place; the rubber section locates around the face clamp as shown on the G.A. drawing.

Fit the splashguard with the split at TDC and the hole at BDC, to route leakage to the bilge.

Fit the clamp (2-6) to the groove in the O.D. of the splashguard, and tighten it so that it secures the splashguard (2-5) in position on the face clamp (2-3).

TM-PSE-02 (I)-FOM ISSUE D Page 22 of 56

9. TESTING.

9.1. Emergency Inflatable Seal.

The emergency seal may be operated by air or a suitable liquid.

Refer to Section 8.8. (Service Connections) regarding pipework connections.

Test the inflatable using pressure to the maximum figure on the G.A. Drawing.

Test the inflatable (refer to Section 8.5.4.) and check that the seal is hard against the shaft all round.

With the inflatable seal activated, carry out a pressure drop test by closing the supply valve. The pressure may drop very slowly, however if there is a rapid loss of pressure, the connections, and if necessary the inflatable seal, should be examined.

9.2. Main Seal.

After the Seal had been fitted and compressed, and with the flush connections made as per Section 8.8., proceed to test the Main Seal as follows:

With the air supply to the inflatable seal on (at the activation pressure as stated on the G.A. Drawing), apply water pressure to the main seal via the water flush (filtered to 200 micron or better) connection (Maximum 17.4 PSIG as per the General Arrangement Drawing). A small leakage between the face and seat is acceptable on static test, which should decrease once the seal has 'run-in'.

TM-PSE-02 (I)-FOM ISSUE D Page 23 of 56

10. NORMAL OPERATION.

During Normal Operation with the PSE seal functioning within parameters �, all conditions should be stable.

�NOTE: “Prolonged” periods of slow running (less than 15 rpm) should be a voided if at all possible.

10.1. Stable Operating Conditions.

10.1.1. Water ingress within acceptable limits.

10.1.2. No noticeable signs of the seal overheating

10.1.3. Bearing Temperature(s) normal.

10.2. Routine checks that should be conducted.

10.2.1. Check for leakage regularly.

10.2.2. Check for signs of overheating regularly.

10.2.3. Check for Flush Water flow rate to the seal regularly.

10.2.4. Check the position (open/closed) of the Flush Water supply valve(s) daily.

10.2.5. Check the position of the Air Supply valve daily (if connected to a permanently pressurised system).

10.2.6. Check the bearing/stern tube temperature daily.

10.2.7. Check the operation of any supply pumps, filters etc. (if fitted) on a daily basis.

10.2.8. Check the Flush Water Flow Alarm (if fitted) weekly for correct operation.

10.2.9. Check the Seal overall length 3 monthly (�shaft stopped and locked).

10.2.10. Check the Torque of the Drive Clamp Ring butt screws 3 monthly (�shaft stopped and locked).

10.2.11. Check function and performance of the Inflatable seal every 6 months (�shaft stopped and locked).

TM-PSE-02 (I)-FOM ISSUE D Page 24 of 56

11. LUBRICATION SYSTEM

For a PSE Inboard Water Lubricated seal, see below:

This defines the requirements of the system with respect to pressures and required differentials as well as flow rates.

Note: 6.7 USG/inch/hour refers to per inch of shaft diameter. Thus a seal fitted to a 5 inch shaft would require a "minimum" cooling water flow rate of 33.5 USG per hour.

Flush/cooling water to the seal should be filtered to 200 micron or better.

TM-PSE-02 (I)-FOM ISSUE D Page 25 of 56

12. RECOMMENDED LUBRICANT LIST.

For a PSE Inboard seal used in an "Open Water" lubrication system there are obviously no recommended lubricants.

The PSE Inboard Water lubricated seal is designed to work equally well on Sea Water or Fresh (River or Lake) Water or on a mixture (Estuarine) of these.

What is important is that the flow rate stated on the G.A. Drawing (which is a minimum figure) is maintained "whenever" the shaft is dynamic.

This figure (minimum flow rate) relates to the requirements of the PSE seal alone unless specific reference is made to or shown relating to Bearing requirements.

Any requirement for the Bearing, which must be supplied via the seal - must be considered as in addition to the seal flush rate!

The water supply to the seal should be filtered to 200 micron or better.

TM-PSE-02 (I)-FOM ISSUE D Page 26 of 56

13. PROBLEM SOLVING - Level 'a'

13.1. Any problems with the PSE (Open Water) Inboard seal will normally show themselves in one of two ways:

a) Water leakage from the seal.

b) Over heating of the seal.

(Refer to the associated causes and corrective actions in Section 13.4 and 13.5).

13.2. Evidence that either of the above has occurred will be demonstrated in one of the following ways. (Also refer to the associated problem solving flow charts in Section 13.3 as indicated below).

i) Excessive Water leakage during routine inspection of the seal (Flow chart 13.3.2.).

ii) A high level alarm warning from the Bilge Alarm (Flow chart 13.3.3.)

iii) A low flow in the Flush Supply activating the Low Flow alarm if one is fitted (Flow chart 13.3.4.)

iv) A high Bearing/Sterntube temperature alarm. (Flow chart 13.3.5).

13.3. "Flow Charts".

Explanations of the above, including cause, affect and corrective actions now follow:

13.3.1. Normal Operation.

For Normal Operating Conditions, refer to Section 10 (in conjunction with Head Tank location shown in Section 6).

Note: - As referenced in Section 10 (Normal Operation), “prolonged” periods of slow speed running (less than 15 rpm) should be avoided if at all possible.

TM-PSE-02 (I)-FOM ISSUE D Page 27 of 56

RESET BILGE PUMP

OPERATION TO NORMAL

SEAWATER

LEAKAGE

OPERATE BILGE

PUMP TO REDUCE

BILGE LEVEL

CHECK WATER

SYSTEM

PRESSURE/FLOW

CORRECT TO

MEET SYSTEM

REQUIREMENTS

CORRECT

COMPRESSION/

ALIGNMENT

REPLACE

COMPONENTS

HIGH

PRESSURE/

FLOW

IS SEAL UNDER

COMPRESSED

OR MISALIGNED

WORN OR

DAMAGED

COMPONENTS

2CHECK SEAL

CHECK

CHECK

YES

YES

YES

NO

NO

RESET BILGE PUMP

OPERATION TO NORMAL

SEAWATER

LEAKAGE

OPERATE BILGE

PUMP TO REDUCE

BILGE LEVEL

CHECK WATER

SYSTEM

PRESSURE/FLOW

CORRECT TO

MEET SYSTEM

REQUIREMENTS

CORRECT

COMPRESSION/

ALIGNMENT

REPLACE

COMPONENTS

HIGH

PRESSURE/

FLOW

IS SEAL UNDER

COMPRESSED

OR MISALIGNED

WORN OR

DAMAGED

COMPONENTS

2CHECK SEAL

CHECK

CHECK

YES

YES

YES

NO

NO

RESET BILGE PUMP

OPERATION TO NORMAL

SEAWATER

LEAKAGE

OPERATE BILGE

PUMP TO REDUCE

BILGE LEVEL

CHECK WATER

SYSTEM

PRESSURE/FLOW

CORRECT TO

MEET SYSTEM

REQUIREMENTS

CORRECT

COMPRESSION/

ALIGNMENT

REPLACE

COMPONENTS

HIGH

PRESSURE/

FLOW

IS SEAL UNDER

COMPRESSED

OR MISALIGNED

WORN OR

DAMAGED

COMPONENTS

2CHECK SEAL

CHECK

CHECK

YES

YES

YES

NO

NO

13.3.2. SEA WATER LEAKAGE.

TM-PSE-02 (I)-FOM ISSUE D Page 28 of 56

HIGH BILGE

LEVEL ALARM

CHECK BILGE

LEVEL

CHECK FOR OTHER

REASON (S) FOR

HIGH BILGE LEVEL

REPAIR/REPLACE

FAULTY LEVEL SWITCH

OPERATE BILGE PUMP

TO REDUCE LEVEL

IS

LEVEL HIGH

IS INBOARD

SEAL LEAKING

EXCESSIVELY

2 CHECK SEAL

CHECK

CHECK

YES

YESNO

NO

REFER TO

CHART 2 – CHECK 1

(SECTION 13.3.2)

ONWARDS

HIGH BILGE

LEVEL ALARM

CHECK BILGE

LEVEL

CHECK FOR OTHER

REASON (S) FOR

HIGH BILGE LEVEL

REPAIR/REPLACE

FAULTY LEVEL SWITCH

OPERATE BILGE PUMP

TO REDUCE LEVEL

IS

LEVEL HIGH

IS INBOARD

SEAL LEAKING

EXCESSIVELY

2 CHECK SEAL

CHECK

CHECK

YES

YESNO

NO

REFER TO

CHART 2 – CHECK 1

(SECTION 13.3.2)

ONWARDS

13.3.3. BILGE HIGH LEVEL ALARM.

TM-PSE-02 (I)-FOM ISSUE D Page 29 of 56

LOW FLUSH

FLOW ALARM

VISUALLY CHECK

FOR WATER FLOW

THROUGH METER

REPAIR / REPLACE

FAULTY FLOW

LEVEL ALARM

IS

WATER FLOW

RATE OK

CHECK

YES

CHECK FLUSH

SUPPLY VALVES ARE

CORRECTLY POSITIONED

RESET TO

RE-ESTABLISH

CORRECT FLOW

ARE

VALVES ALL

SET OK

2 CHECK

YES

CHECK FLUSH SYSTEM

SUPPY PUMP(S)

AND FILTERS

RESET, REPAIR, CLEAN

OR REPLACE

DEFECTIVE COMPONENTS

ARE

PUMP(S), FILTERS

ETC. FUNCTIONING

CORRECTLY ?

3 CHECK

YES

CHECK EMERGENCY SEAL

AIR SUPPLY VALVE

TO ENSURE PARTIAL

ACTIVATION HAS NOT OCCURRED

RESET, REPAIR OR

REPLACE AS NECESSARY

ARE VALVES

CORRECTLY SET

AND NOT

LEAKING ?

CHECK

YES

CHECK FOR BLOCKAGE /

RESTRICTION OR DAMAGE TO

FLUSH SUPPLY LINE

RESPONSIBLE FOR LOW / NO FLOW

5 CHECK

NO

NO

NO

NO

LOW FLUSH

FLOW ALARM

VISUALLY CHECK

FOR WATER FLOW

THROUGH METER

REPAIR / REPLACE

FAULTY FLOW

LEVEL ALARM

IS

WATER FLOW

RATE OK

CHECK

YES

CHECK FLUSH

SUPPLY VALVES ARE

CORRECTLY POSITIONED

RESET TO

RE-ESTABLISH

CORRECT FLOW

ARE

VALVES ALL

SET OK

2 CHECK

YES

CHECK FLUSH SYSTEM

SUPPY PUMP(S)

AND FILTERS

RESET, REPAIR, CLEAN

OR REPLACE

DEFECTIVE COMPONENTS

ARE

PUMP(S), FILTERS

ETC. FUNCTIONING

CORRECTLY ?

3 CHECK

YES

CHECK EMERGENCY SEAL

AIR SUPPLY VALVE

TO ENSURE PARTIAL

ACTIVATION HAS NOT OCCURRED

RESET, REPAIR OR

REPLACE AS NECESSARY

ARE VALVES

CORRECTLY SET

AND NOT

LEAKING ?

CHECK

YES

CHECK FOR BLOCKAGE /

RESTRICTION OR DAMAGE TO

FLUSH SUPPLY LINE

RESPONSIBLE FOR LOW / NO FLOW

5 CHECK

NO

NO

NO

NO

13.3.4. LOW FLUSH SUPPLY FLOW ALARM.

TM-PSE-02 (I)-FOM ISSUE D Page 30 of 56

HIGH BEARING/

STERNTUBE

TEMPERATURE

CHECK FLUSH SUPPLY

TO SEAL / STERNTUBE

CONSULT BEARING

SUPPLIER

REFER TO

CHART 4 – CHECK 2

(SECTION 13.3.4)

ONWARDS

IS

FLUSH FLOW

LOW?

IS

OPERATION

O.K.?

CHECK BEARING

TEMPERATURE

SENSOR

CHECK

CHECK

YES

YES

NO

NO

REPLACE IF FAULTY

HIGH BEARING/

STERNTUBE

TEMPERATURE

CHECK FLUSH SUPPLY

TO SEAL / STERNTUBE

CONSULT BEARING

SUPPLIER

REFER TO

CHART 4 – CHECK 2

(SECTION 13.3.4)

ONWARDS

IS

FLUSH FLOW

LOW?

IS

OPERATION

O.K.?

CHECK BEARING

TEMPERATURE

SENSOR

CHECK

CHECK

YES

YES

NO

NO

REPLACE IF FAULTY

13.3.5. HIGH BEARING/STERNTUBE TEMPERATURE

TM-PSE-02 (I)-FOM ISSUE D Page 31 of 56

13.4. SECTION "A" - WATER LEAKAGE FROM THE SEAL.

Water leakage from the Inboard seal may be due to one or more causes. For each, a suggested course of corrective actions follows:

CAUSE CORRECTIVE ACTION

A1 Water pressure/flow too high a Reduce to that stated in the Technical Manual.

a As a temporary measure, reset the fitting compression by re-setting the seat housing and drive clamp ring -using compression tooling until components can be replaced.

A2 Loss of seal compression due to age or wear b Replace the component(s) responsible for the loss of compression.

a Establish the correct compression by resetting - the seat housing and drive clamp ring using the compression tooling.

A3 Insufficient compression due to installation or axial shaft movement b Determine and rectify the causes of excessive shaft movement.

A4 Excessive swash/misalignment of the seat shell.

a Reduce to that stated in the Technical Manual.

A5 Debris between the Face and Seat.

a Carefully remove any debris. If no damage has occurred a good seal should be re-established. If damage has occurred - refer to A6.

a If the seal is damaged and is leaking then proceed as for A2a having first checked and carefully removed any debris.

A6 Damage to the inboard seal.

b Replace damaged components as soon as is possible.

TM-PSE-02 (I)-FOM ISSUE D Page 32 of 56

13.5. SECTION "B" - EVIDENCE OF OVERHEATING OF THE SEAL.

As for Water Leakage, Overheating may be due to one or more causes.

For each, a suggested course of corrective actions follows:

CAUSE CORRECTIVE ACTION

B1 Water pressure/flow too low. a Increase to that stated in the Technical Manual.

a Check and re-set all flush supply valves to correct position/operation.

b Check supply pump(s) and filters etc.

for correct operation.

c Check Inflatable seal air supply to ensure it is isolated or disconnected, and the Inflatable seal has not become partially activated.

B2 Loss of Water Flush.

d Check for blockage/restriction or damage to the Flush supply line(s) causing low/no flow.

a As for "A" 3a. B3 Excessive compression due to installation or axial shaft movement. b As for "A" 3b.

NOTE: Where corrective actions involving material replacement refurbishment or adjustment have rectified a situation, then any "temporary" measures taken such as changes in lubricant pressures should be reverted to normal.

NOTE: If these Problem Solving measures fail to rectify a situation, then assistance and further advice should be sought via one of the contact addresses given in the front of the Technical Manual.

TM-PSE-02 (I)-FOM ISSUE D Page 33 of 56

14. MAINTENANCE.

(Refer to relevant Drawing(s) - see Attachments - Section 16)

(Part number references are based on G.A. Drawing H76214 positions).

14.1. The need for "Maintenance" may be determined by several factors that are performance related. Alternatively, though the performance of the equipment may be perfectly satisfactory, maintenance may be carried out as part of a planned/preventative schedule. Overhaul of the equipment may also be carried out because it is part of a system or assembly that is itself needing or due for maintenance!

14.2. Factors that normally determine the need for Maintenance are:

14.2.1. Performance: -

Water leakage through the seal.

14.2.2. Wear: -

Wear is normally associated with the "face" and "seat" in a radial face type seal.

However due to the extreme Durability and resistance to abrasion of Silicon Carbide materials used for these components in the PSE seal, wear will normally only be a factor in the most extreme of circumstances.

Normally a water lubricated seal operating "deep sea" experiences low levels of wear, however, operation in abrasive conditions, may lead to higher wear rates than when operating in clean water.

14.2.3. Damage: -

The seal can be damaged due to debris or physical intervention, however with an Inboard Seal this is not a common reason for Maintenance.

14.2.4. Age: -

The face and seat elements have no limitation with regard to Age.

Their "service life" will be governed by "Performance", "Wear" or "Damage". The life “limit” for the PSE elastomer components, (the O-cord, seat sealing strip, inflatable seal and bellows) is 10 years (elapsed time - not just operation) and renewal must be carried out every 2nd 4/5 year docking. However, it is good practice to replace all elastomer components on a 4/5-year basis co-incident with a major overhaul/docking of the vessel.

jamie.a.lecompte Highlight

TM-PSE-02 (I)-FOM ISSUE D Page 34 of 56

Periodic replacement of the PSE Bellows is necessary because on assembly the Bellows is compressed in order to provide the necessary closing force between the face and seat. Elastomers lose "elasticity" over a period of time and the Bellows will develop a "permanent set" with a subsequent loss of closing force.

The Inflatable seal, even if it has never been used, only tested, should as an "emergency" seal be replaced routinely every 4/5 years, although again, it has a maximum life “limit” of 10 years.

TM-PSE-02 (I)-FOM ISSUE D Page 35 of 56

14.3. General Advice.

To replace or carry out maintenance on the PSE seal or any of its components, the propeller shaft will normally need to be de-coupled or withdrawn to allow removal of any non-split items.

However – It is possible to conduct and in-situ overhaul, without removal of or disturbance/de-coupling of the propeller shaft. It is expected that basically two levels of Maintenance/Refurbishment will actually be conducted.

In-Situ - Overhaul, without removal of or disturbance/de-coupling of the propeller shaft. This involves the replacement of the non-split original supply Face and Seat (2-2 and 1-1) with special split spares along with the Face Sealing strip and Seat Housing O-cord – all contained in the Service Kit-A (5), as shown on the G.A. Drawing.

During an in-situ overhaul, the Bellows can also be replaced with a special joined/bonded Bellows – however, this item must be re-bonded using a specialist hot bonding jig. This hot bonding procedure should only be carried out by a Deep Sea Seals qualified Service Engineer.

The Inflatable seal can also be replaced in-situ, but it must (a) be hot bonded as per the Bellows and (b) the vessel must be out of the water.

Workshop Overhaul, with the shaft removed or de-coupled. This involves the replacement of all wearing and working components, and the rebuilding of the seal into cartridge assemblies, using non-split spares – all contained in the Service Kit-B (6), as shown on the G.A. Drawing.

Note: If the shaft is to be moved or removed - the PSE Seal must first be disassembled.

None of the PSE seal components or assemblies are considered to be re-furbishable as such. Repair or Maintenance is by component replacement.

A new seal face or seat should not be run against a previously used seat or face that exhibits any evidence of wear or grooving. One or both interfaces should be replaced where any signs of wear are evident.

All elastomers (including the Inflatable Seal) should, as referenced above, be replaced every 4/5 years during routine overhaul/dry - docking. Also, if any elastomer is disturbed, it should be replaced.

Fasteners should always be replaced (as a set) if a single one exhibits signs of damage, wear or stress.

Routinely – it is recommended that all fasteners are replaced every 8/10 years, especially any “butt” screws and the “drive“ screws.

Procedures for both in-Situ and Workshop refurbishment of the PSE Seal now follow:

TM-PSE-02 (I)-FOM ISSUE D Page 36 of 56

14.4. In-Situ Disassembly.

14.4.1. As stated earlier, with the Propeller shaft still fitted and connected, a certain level of refurbishment / replacement can be conducted. This will normally comprise the Face (2-2) and Seat (1-1) replacement with split spares (plus the Seat Sealing Strip (1-3) and the Seat Housing O-cord (1-4)), contained in the Service Kit-A (5).

If the Mounting Ring (3-1) has been fitted to an Adaptor Plate, then unless the Adaptor Plate joint requires renewal, the Adaptor plate can remain connected to the Sterntube.

Finally – if damaged or deteriorated because of age, the Bellows (2-1) can also be replaced in-situ if necessary as referenced earlier. The Bellows has to be cut and Hot Bonded around the Liner.

14.4.2. The Hot Bonding of the Bellows require specialist bonding tooling and should only be carried out by a qualified Deep Sea Seals Service Engineer.

14.4.3. Before removing any bonded / non-split item from an in-situ assembly, ensure that replacement spares are available along with the means to bond them.

14.4.4. Shut down and isolate all services that connect to the seal or bearing.

If the in-situ work is in-water, the Inflatable air supply service must of course be left connected.

14.4.5. Undo the Splashguard Clamp (2-6) and remove the Splashguard (2-5) from around the Face Clamp (2-3).

TM-PSE-02 (I)-FOM ISSUE D Page 37 of 56

14.4.6. Next fit the Compression Tooling (CT) as follows in order to stabilise the seal during the first stage of disassembly.

● Fit the Compression Tool screws (CT-2) through the Compression Tools (CT-1) into the equispaced tapped holes in the Mounting Ring (3-1), ensuring that the free ends of the tooling locate over the Face Clamp as shown on the G.A.

Drawing.

● Tighten the screws (CT-2) evenly and progressively until the Compression Tooling goes “solid” against the Mounting Ring.

14.4.7. Undo and remove the Drive screws (1-5), which secure the Seat Housing to the Drive Clamp Ring.

Next undo and remove the Drive Clamp ring butt screw and slide the slackened Drive Clamp Ring (4-1) forward along the shaft.

TM-PSE-02 (I)-FOM ISSUE D Page 38 of 56

14.4.8. Remove and discard the now exposed Seat Housing O-cord (1-4), it may have been bonded, if so, cut and remove it. Slide the Seat Housing (1-2) along the shaft so that both the Face (2-2) and the Seat (1-1) are now exposed.

14.4.9. Having ensured that suitable replacement (split) spares are available, cut or break the Seat (1-1) and remove it from around the shaft.

Remove and discard the Seat Sealing Strip (1-3).

TM-PSE-02 (I)-FOM ISSUE D Page 39 of 56

14.4.10. With the Seat and Seat Housing moved/removed, carefully remove the Compression Tooling, then undo and remove the Face Clamp butt screws (2-4). Once again, having ensured that a suitable replacement split spare is available, remove the Face (2-2) from the Bellows (2-1), then cut or break the Face (2-2) to remove it from the shaft.

14.4.11. If the Bellows is to be replaced (and the means to bond a spare Bellows around the shaft is available), then it can now be removed.

Undo the bellows clamp screws (3-4), then cut and remove the Bellows from the shaft. If the Bellows is not being replaced, simply leave it clamped in place on the Mounting Ring.

14.4.12. If the Inflatable Seal (3-5) is to be replaced (and the vessel is out of the water, and the means to bond a new Inflatable around the shaft is available) then it can be removed. Free the Mounting Ring (3-1) from the Sterntube/Adaptor by undoing and removing the securing screws (3-3).

Undo the nut holding the air inlet tube tight to the Mounting Ring.

Ease the old Inflatable seal off of the shaped end of the air inlet tube then cut and remove it from the shaft.

TM-PSE-02 (I)-FOM ISSUE D Page 40 of 56

14.5. In-Situ Reassembly.

14.5.1. Re assembly is basically a reversal of the disassembly procedure using split spares (Service Kit-A), thus with the Bellows still secured to the Mounting Ring, re-assemble the seal as follows:

14.5.2. If the Bellows was removed on disassembly, then a new one should have been bonded around the shaft by a Deep Sea Seals certified engineer.

If the Inflatable seal was removed on disassembly, then a new one should have been bonded around the shaft by a Deep Sea Seals certified engineer. The bonded Inflatable seal should have been re-fitted to the mounting ring, which should have been re-fitted to the Sterntube/Adaptor plate.

14.5.3. If the Bellows (2-1) has been replaced with a new hot bonded unit, it will require fitting into the Bellows Clamp (3-2). Ensure both items are perfectly clean and undamaged then fit the flanged end of the Bellows (2-1) through the Bellows Clamp (3-2) as shown on the G.A. Drawing.

14.5.4. Confirm that the location on the Mounting Ring (3-1) where the Bellows (2-1) and Bellows Clamp (3-2) fit is perfectly clean.

Locate the Bellows and Bellows Clamp against the Mounting Ring and secure with the screws (3-4) having first applied a suitable liquid threadlock (supplied by DSS). Tighten the screws in an even, progressive and diagonal sequence until the torque specified on the G.A. Drawing is reached.

14.5.5. Carefully place the two halves of

the (spare-split) Silicon Carbide Face (5-1) around the shaft, orientated as shown on the G.A.

Drawing.

Ensure that the “cracked” butts of the Face halves perfectly match.

TM-PSE-02 (I)-FOM ISSUE D Page 41 of 56

14.5.6. Carefully push the Face (5-1) into the

recess of the front of the Bellows (2-1).

Ensure that the Face is fully entered into the recess and it contacting the Bellows on its O.D. and back surfaces as shown in the G.A. Drawing.

14.5.7. Place both halves of the Face Clamp

(2-3) around the Bellows Assembly (orientate the Clamp Ring as shown on the G.A. Drawing).

14.5.8. Apply liquid threadlock (supplied by

DSS) to the threads of the Face Clamp butt screws (2-4) and lightly tighten them.

14.5.9. Re-check the Face. It is very important to ensure that no step is detectable at the butt joins.

14.5.10. Tighten the Face Clamp butt screws (2-4) evenly and progressively (maintaining an even gap at the butts) to the torque value shown on the G.A. Drawing.

14.5.11. Fit the compression tool screws (CT-2) through the Compression Tools (CT-1) and into the equispaced tapped holes in the Mounting Ring (3-1), ensuring that the free ends of the tooling locate over the forward surface of the Face Clamp as shown on the G.A. Drawing.

14.5.12. Tighten the screws (CT-2) evenly and

progressively until the Compression Tooling goes “solid” against the Mounting Ring.

14.5.13. The Fitting compression is automatically

set by the Compression Tooling.

14.5.14. Thoroughly clean the shaft surface over

which the seal will be re-assembled.

Clean and apply a coating of a weak soapy water solution to the recess in the Seat Housing (1-2).

TM-PSE-02 (I)-FOM ISSUE D Page 42 of 56

14.5.15. Insert the Sealing Strip (5-3) into the recess ensuring that the radiused edge of the strip is outboard and on the inner diameter.

14.5.16. The Sealing Strip is provided overlength (see below). To overcome the “apparent” excess length, the strip ends should be butted together in the recess (not glued or bonded) and the excess rubber slowly worked around whilst exerting light pressure on the loop.

NOTE: As above, the Sealing Strip is supplied overlength to ensure that the ends butt hard together and that the strip fully supports the seat. The Sealing Strip must not be cut or shortened.

14.5.17. Before fitting the Seat (5-2) into the Sealing Strip (5-3), apply a coating of a weak soapy water solution to the exposed surfaces of the Sealing Strip.

14.5.18. Carefully place both halves of the spare split Silicon Carbide Seat (5-2) around the shaft correctly orientated to the Seat Housing (1-2) as shown on the G.A. Drawing.

TM-PSE-02 (I)-FOM ISSUE D Page 43 of 56

14.5.19. Bring both halves of the “cracked” (split spare) Seat (5-2) together to form a perfect ring and insert the joined Seat into the Sealing Strip (5-3).

Arrange the Seat in the Sealing Strip so that the split in the Sealing Strip is not co-incident with either of the butt joins in the split Seat.

14.5.20. Ensure that the Seat (5-2) is fully inserted into the Sealing Strip (5-3) and that the butts are perfectly aligned with no detectable step being apparent.

It is very important that the two halves should be perfectly flat.

14.5.21. Clean both Face and Seat Interface Surfaces with a non-chlorinated solvent cleaning.

Check and re-confirm that both Face and Seat Interface surfaces are flat, clean and undamaged.

14.5.22. Carefully push the Seat Housing aft so that the Seat (5-2) and Face (5-1) are lightly contacting each other.

14.5.23. Fit the O-cord (5-4) around the shaft, and with the butts pressed together, fit it into its recess in the seat housing (1-2). There is no need to “join” the O-cord, as the length of the cord ensures that the butts will be in compression when fitted. However, if desired in order to aid the fitting of the O-cord, it may be joined using the super glue supplied.

Ensure the bond is good and that there is no step at the butts. Any dried glue can be removed using a fine grade abrasive paper.

Do not cut or shorten the O-Cord!

TM-PSE-02 (I)-FOM ISSUE D Page 44 of 56

14.5.24. Place the O-cord (5-4) into the recess in the back of the Seat Housing (1-2).

14.5.25. Slide the Drive Clamp Ring (4-1) along the shaft until it contacts the Seat Housing (1-2).

Ensure that the O-cord (5-4) was fitted into the recess in the Seat Housing and did not become trapped between it and the Drive Clamp Ring.

14.5.26. Apply a suitable liquid threadlock (supplied) to the threads of the Drive Clamp Ring butt screw (4-2) and insert and lightly tighten it so that the Drive Clamp Ring (4-1) just grips the shaft.

14.5.27. Rotate the Drive Clamp Ring (4-1) so that the holes in the DCR for the Drive Screws (1-5) are aligned with the tapped holes in the forward end of the Seat Housing (1-2).

14.5.28. Enter the Drive Screws (1-5), (having applied a suitable liquid threadlock) so that they loosely fit through the Drive Clamp Ring (4-1) and engage into the tapped holes in the Seat Housing (1-2).

Carefully and evenly tighten the Drive screws (1-5) until they are securely holding the Drive Clamp Ring (4-1) to the Seat Housing (1-2).

TM-PSE-02 (I)-FOM ISSUE D Page 45 of 56

14.5.29. Carefully and evenly fully tighten the Drive Clamp Ring butt screw (4-2) to the torque shown on the G.A. Drawing.

14.5.30. Undo and remove the Compression Tooling Assembly (CT).

Disassemble, clean and store it for re-use in the toolbox supplied with the Seal.

14.5.31. Using a clock gauge on the Seat Housing (1-2) aft vertical surface, and with the turning gear engaged, slowly rotate the shaft to check the swash/alignment of the Seat Housing. It should be within 0.008” T.I.R.

(Total Indicator Reading).

If it is not, carefully loosen the Drive Clamp Ring butt screw and adjust the D.C.R. until the Seat Housing is correctly aligned. When within tolerance, re-torque the DCR butt screw (4-2) to the torque shown on the G.A. Drawing, then re-check the swash/alignment reading (adjust again if necessary).

TM-PSE-02 (I)-FOM ISSUE D Page 46 of 56

14.5.32. Re-connect all service connections as referenced in Installation Section 8.8.

14.5.33. Refit the Splashguard as referenced in Installation Section 8.9. – however, remember that unless it was removed, the Splashguard will already be bonded.

14.5.34. The seal is now re-assembled. Test the seal as referenced in Testing Section 9.

TM-PSE-02 (I)-FOM ISSUE D Page 47 of 56

14.6. Workshop disassembly.

14.6.1. Before removing the propeller shaft or de-coupling it:

(a) Remove the Splashguard and fit the Compression Tooling (CT) as advised in Sections 14.4.5 and 14.4.6, to stabilise the seal. In this instance however, the Splashguard should be cut and removed from the shaft.

(b) Undo and remove the Drive Clamp Ring butt screw (4-2) plus the drive screws (1-5) holding the D.C.R. to the Seat Housing.

14.6.2. Then, either:

● Carefully remove the Drive Clamp Ring and Seat Housing (complete with the Seat) from the de-coupled shaft, then disconnect the Seal Housing from the Sterntube/Adaptor Plate and remove the remainder of the seal from the shaft, or:

● Slowly withdraw the shaft outboard, removing the DCR and Seat Housing and Seat as the shaft is withdrawn. Disconnect and remove the Mounting Ring from the Sterntube/Adaptor Plate and remove it after the shaft has been withdrawn.

Note: As for “In-Situ Disassembly” (14.4.1.), if the Mounting Ring (3-1) is fitted to an Adaptor Plate, then unless the Adaptor Plate joint requires removal, the Adaptor Plate can remain in place during a workshop refurbishment of the PSE seal.

14.6.3. Transport all removed seal components/assemblies to a workshop for a full disassembly and subsequent overhaul/rebuild using non-split spares contained in Service Kit-B (6).

14.6.4. Disassemble the Seat assembly by removing and discarding the O-cord (1-4) and the Silicon Carbide seat (1-1) plus the Sealing Strip (1-3) once it has been confirmed that a new non-split Seat and spare elastomers are available for the re-assembly.

Note: The old Seat can be re-used if it is perfectly flat and exhibits no signs of damage, cracking or chipping.

TM-PSE-02 (I)-FOM ISSUE D Page 48 of 56

14.6.5. Remove the Compression Tooling assembly (CT) and then sit the non-rotating elements of the seal, on the Mounting ring (3-1) on a suitable work surface.

14.6.6. Undo and remove the Face Clamp butt screws (2-4) followed by the split Face Clamp (2-3).

14.6.7. Remove the Face (2-2) and discard it once it has been confirmed that a new non-split spare is available for re-assembly.

Note: The old Silicon Carbide Face can be re-used, but only if (as with the Seat), it is perfectly flat, and exhibits no signs of damage, cracking or chipping.

TM-PSE-02 (I)-FOM ISSUE D Page 49 of 56

14.6.8. Undo and remove the Bellows Clamp screws (3-4).

14.6.9. Separate…