Haley Manual.pdf

TM

MARINE GEARS, INC. • MARINE GEARS INTERNATIONAL, INC.

HALEY CLUTCH & COUPLING, INC.

P . O . B O X 6 8 9 • 1 6 9 0 H W Y . 1 N O R T H • G R E E N V I L L E , M S 3 8 7 0 2 P H O N E : ( 6 6 2 ) 3 3 2 - 8 7 1 6 • F A X : ( 6 6 2 ) 3 3 5 - 0 0 6 8

CUSTOMER: CATERPILLAR, INC.

ADDRESS: 8010 NORTHWEST SAINT HELENS RD., PORTLAND, OR 97210

MODEL: HALEY H-4232

HORSEPOWER: 4,640

RATIO: 5.792:1

R.P.M.: 900

OIL TYPE: AGMA 5-EP (ISO-220)

SALES ORDER NO.: 050806-4

ACCOUNT NO.: 12840

CLASS: ABS 4/3.29.9

S.F.: AGMA 6032-A94

OIL CAPACITY: 130 GALLONS

MOTOR VESSEL: ESSAYONS

DATE: DECEMBER 12, 2007

MARINE GEARS, INC. – BILL OF MATERIALS – 12/12/07

CATERPILLAR, INC., 8010 NORTHWEST SAINT HELENS RD., PORTLAND, OR 97210

Title: H-4232 ABS#: AaB Job#: 12840 Torque: 4,640 HP @ 900 RPM S.O.#: 050806-4 M/V: Essayons Ratio: 5.792:1 MDC Hull#: 354 ABS ID#: 8210213 Assembly Drawing#: 4232-1000

Prt# Drawing #Req. Description Remarks

01. 4258-9001 1 Main Gear 139 teeth

02. 4258-9002 1 Pinion 24 teeth

03.

04.

05.

06. 4232-9006 1 Output Shaft

07.

08. 4232-9008 1 Input Shaft

09. 4232-9009 1 Clutch Driven Hub

10. 9532-1000 1 GMC Style 32” TB-10 Clutch see page 8 of 9

11. MGI-008876 1 Forward Pinion Bearing (radial) SKF 23052 CC/W33

12. MGI-008873 1 Forward Pinion Bearing (thrust) SKF 23152 CC/W33

13. MGI-004944

MGI-004945 2 Output Thrust Bearing TIMKEN H961649/H961610

14. MGI-008874 1 Output Bearing (radial) SKF 23072 CC/W33

15. MGI-008875 1 Input Bearing SKF 23032 CC/W33

16.

17.

18.

19. 4232-0136 1 Thrust Bearing Spacer

20. 4232-0020 1 Input Seal Sleeve

21. MGI-007214 2 Pump Drive Shaft Bearing SKF 6010

22. 4215-1022 1 Pump Driver Gear 120 teeth

23. 4215-0023 1 Pump Driven Gear 80 teeth

24. 4232-0024 1 Input Seal Carrier used with seal #25

25. C/R-70053 2 Input Shaft Seal CRWHA1 R

26. 4232-0026 1 Output Seal Carrier

27. 4232-0027 1 Input Shaft Slinger

28.

Title: H-4232 ABS#: AaB Job#: 12840 Torque: 4,640 HP @ 900 RPM S.O.#: 050806-4 M/V: Essayons Ratio: 5.792:1 MDC Hull#: 354 ABS ID#: 8210213 Assembly Drawing#: 4232-1000 Prt# Drawing# #Req. Description Remarks

29. 4232-0029 1 Forward Input Bearing Spacer

30. 6RC2FD 1 TUTHILL Oil Pump ≈62 GPM @ 1,350 RPM

31. 4232-0031 1 Pump Adapter Plate goes with #56

32.

33. 4232-0033 1 Key; Pump Drive Gear

34. C/R-1550162 2 Output Seal HDS2 R

35. 4232-0035 1 Input Bearing Retainer

36. 4232-0036 1 Output Seal Cover Plate

37. 4232-0037 1 Clutch Hub Labyrinth

38. C/R-64994 1 Mid-Shaft Seal

39. 4232-0039 1 Mid-Shaft Slinger / Seal Carrier / Bearing Retainer

40. 4232-0040 1 Output Shaft Oil Slinger

41. 4232-9041 1 Output Coupling

42. 4232-0042 1 Thrust Bearing Lock-up Nut with locking key

43. 4232-0043 1 Output Coupling Retainer Plate

44. 4232-0044 12 Output Coupling Bolts

45. 4232-0045 1 Key; Main Gear 3” x 2” x 14¼”

46. 4232-0046 2 Key; Clutch Drum Hub & Driven Hub 1½” x 1” x 7¼”

47. 4232-0047 1 Servo Box Mount / Seal Carrier

48. 4232-0048 1 Main Gear Spacer

49. 4232-0049 1 Key; Output Coupling 3” x 2” x 14”

50.

51.

52.

53. 4232-0053 1 Output Seal Sleeve

54.

55.

56. 4232-0056 1 Pump Gear Housing

57. 4232-5001 1 H-4232 Fabricated Gear Case

MARINE GEARS, INC. – BILL OF MATERIALS – 0928/07

Title: H-4232 ABS#: AaB Job#: 12840 Torque: 4,640 HP @ 900 RPM S.O.#: 050806-4 M/V: Essayons Ratio: 5.792:1 MDC Hull#: 354 ABS ID#: 8210213 Assembly Drawing#: 4232-3200

Prt# Drawing# #Req. Description Remarks

58.

59. 5C2B-pump / 5C2B534-213 -adpt.

kit / 7.5hp motor – TEFC213TC 1 Electric Backup Lube Pump Pkg. ≈60 gal/min @ 1,750 RPM

60. 5-230-08-072-005 1 ITT Shell & Tube Heat Exchanger closed circuit (SX2000)

61. TXF-S-U-F-149-RV15-M-S 1 FLOW-EZY Magnetic Oil Strainer replacement element 6348-01

62. 3034L / LF60 (OFPB) 1 Oil Pressure Gauge (0-60psi) COMMERCIAL

63. 8326200 1 Oil Temperature Gauge (50- 300°F)

COMMERCIAL

64. 4232-0064 1 Slinger #12 bearing

65. 4232-0065 1 Electric Pump Adapter for 7.5 hp motor

66. 4232-0066 1 Bearing Retainer Plate #12 thrust bearing

67. 4228-0067 1 Input Seal Carrier Cover goes with #24

68.

69.

70. C/R-115021 1 Forward Output Shaft Seal

71. DFN39NBF2V149WB 1 HYPRO Duplex Filter w/ 149 micron cleanable stainless steel wire element element# HP39NL15-149WB

72. 4232-0072 1 Shipping Closure Plate

73. P-052935-0003 1 REXROTH Quick Release Valve clutch air line

74. PF600 (3/8 NPTF) 1 PARKER Flow Control Valve soft fill for clutch

75. ESO3 24VDC 1 AAA Products Directional Valve clutch engagement

76. DC3ML 24VDC 1 AAA Products DIN Connector goes with #75

77. BM-3 1 AAA Products Muffler goes with #75

78. GKW5 series 9012 1 SQUARE D Pressure Switch clutch air line

79. T2-7-M02-42-E0-150#-G 1 ASHCROFT Pressure Sensor clutch air line

80. APA-RB-DH-B-02-XFS-200PSI 1 ASHCROFT Pressure Switch set at 120 psi

81. APA-RB-DH-B-02-XFS-15PSI 1 ASHCROFT Pressure Switch set at 3 psi

82. B105-120 1

UNITED ELECTRIC CONTROLS

Temp. Switch lube oil temperature alarm

83. L007-0408-0803 1

INNOVATIVE SOLUTIONS

Liquid Level Switch low lube oil alarm

84.

85.

86.

Title: H-4232 ABS#: AaB Job#: 12840 Torque: 4,640 HP @ 900 RPM S.O.#: 050806-4 M/V: Essayons Ratio: 5.792:1 MDC Hull#: 354 ABS ID#: 8210213 Assembly Drawing#: 4232-1000 Prt# Drawing# #Req. Description Remarks

87. ¾-10 NC x 4½ lg. 32 HHCS; Gr. 5 upper to center

88. ¾-10 x 5 lg. 12 HHCS; Gr. 5 center to lower

89. ¾Ø 44 Lockwasher

90. ¾-10 NC 44 Hex Nut

91.

92. 1¼-7 NC x 5½ 12 HHCS; Gr.5 center to lower

93. 1¼Ø 12 Lockwasher

94. 1¼-7 NC 12 Hex Nut

95. 1½-6 UNC x 6.00 4 Square Head Leveling Screws

96. 2100-1180 4 #12 Dowel Pin

97.

98.

99.

100.

101.

102.

103.

104.

105.

106.

107.

108.

109.

Title: H-4232 ABS#: AaB Job#: 12840 Torque: 4,640 HP @ 900 RPM S.O.#: 050806-4 M/V: Essayons Ratio: 5.792:1 MDC Hull#: 354 ABS ID#: 8210213 Assembly Drawing#: 4232-1000 Prt# Drawing# #Req. Description Remarks

110. ¼-20 NC x ¾ lg. 8 HHCS Gr.5 #67 to #24 & 42

111. ¼Ø 8 Reg. Lock Washers

112. ⅜-16 UNC x 1 lg. 8 HHCS Gr.5 #36 to #26

113. ⅜-16 NC x 1¼ lg. 12 SHCS #24 & #31 to #56

114. ⅜Ø 20 Reg. Lock Washers

115. ½-13 NC x 1½ lg. 12 HHCS Gr.5 #39 to #2 & #35 to case

116. ½Ø 6 Reg. Lock Washers

117. ⅝-11 NC x 2 lg. 10 HHCS #37 to case

118. ⅝-11 NC x 2½ lg. 10 HHCS #26 to case

119. ⅝Ø 20 Reg. Lock Washers

120. ¾-10 NC x 2 lg. 8 HHCS Gr.5 #56 to Case

121. ¾-10 NC x 3 lg. 8 HHCS Gr.5 #66 to Case

122. ¾Ø 16 Reg. Lock Washers

123. 1-8 NC x 3 lg. 8 SHCS #47 to case

124. 1Ø 8 High-Collar Lock Washers

125. 1⅛-7 NC x 4 lg. 6 SHCS #43 to #6

126. 1⅛Ø 6 High-Collar Lock Washers

127.

128. 1¾-5 NC 12 Slotted Hex Nuts goes with #44

129.

130.

131.

132.

133.

134.

135.

136.

Title: H-4232 ABS#: AaB Job#: 12840 Torque: 4,640 HP @ 900 RPM S.O.#: 050806-4 M/V: Essayons Ratio: 5.792:1 MDC Hull#: 354 ABS ID#: 8210213 Assembly Drawing#: 4232-3100 Prt# Drawing# #Req. Description Remarks

137. NIB-T-413-Y-2 1 NIBCO 2” NPT Swing Check Valve keeps pump primed

138. 1½ ELCT12001 1 AMOT Thermostat Model E thermostat valve

139. DT8P1-03-65-10 1 VICKERS Check Valve pressure relief valve (65psi)

140. FC234-05 8 ft. AEROQUIP ¼ I.D. ABS Fire resistant hose 4411 series reusable fittings

141. 4411-4-5S 6 AEROQUIP 7/16-20 JIC female swivel→¼ hose pump gear housing lubrication

142. FC300-24 30 ft. AEROQUIP 1⅜ I.D. Fire resistant hose 100R5 style reusable fittings

143. 412-24-24S 4 AEROQUIP 1½ NPT male fitting

144. 2021-24-24S 4 AEROQUIP 1½-11½ NPT

male→1⅞-12 37° JIC Adapter

145. 1½ NPTm→1 NPTf 1 Black Pipe Reducer

146. 4411-24S 4 AEROQUIP 1⅞-12 JIC female swivel→1½ hose

147. 1½ NPT Hex head plug 8 SOUTHERN PIPE black pipe

148. 1½ NPT female tee 5 SOUTHERN PIPE black pipe

149. 1½ NPT close nipple 8 SOUTHERN PIPE black pipe

150. 1½ NPT female elbow 7 SOUTHERN PIPE black pipe

151. 6” long x 1½ NPT nipple 3 SOUTHERN PIPE black pipe

152. 4” long x 1½ NPT nipple 2 SOUTHERN PIPE black pipe

153. 208007-6-6S 1 AEROQUIP ⅜-18 NPT male→ ⅜- 18 NPT female 4-way pump gear housing lubrication

154. 4232-0154 1 Dipstick Assembly

155. 3/8-18 NPT 2 Plug goes with #75

156. 2024-6-4S 3 AEROQUIP 3/8-18 NPT →7/16-20

JIC pump gear housing lubrication

157. FC300-06 4 ft. AEROQUIP 5/16 I.D. ABS Fire resistant hose

411 series reusable fittings

158. 2024-6-6S 2 AEROQUIP ⅜ NPT→9/16-18 JIC

elbow

159. 2021-4-4S 1 AEROQUIP ¼-18 NPT

male→7/16-20 37° JIC Adapter

160. 411-6S 2 AEROQUIP 9/16-18 JIC female swivel→3/8 hose

161. ⅜ NPT close nipple 1 SOUTHERN PIPE black pipe

162. ⅜ NPT close coupling 1 SOUTHERN PIPE black pipe

163. 1½ NPT→⅜ NPT Bushing 1 SOUTHERN PIPE black pipe pump gear housing lubrication

Title: H-4232 ABS#: AaB Job#: 12840 Torque: 4,640 HP @ 900 RPM S.O.#: 050806-4 M/V: Essayons Ratio: 5.792:1 MDC Hull#: 354 ABS ID#: 8210213 Assembly Drawing#: 4232-3100 Prt# Drawing# #Req. Description Remarks

164. 4232-0164 2 GATES Hose Assembly

165. 2” NPT Hex Head Plug 2 Black Pipe

166. 2021-32-32S 2 AEROQUIP 2-11½ NPT

male→2-12 37° JIC

167. 3” →1½” NPT Bushing 2 Black Pipe heat exchanger

168. 2” NPT Close Nipple 6 Black Pipe

169. 2” NPT Female Tee 4 Black Pipe

170. 2” NPT x 6” lg. Nipple 2 Black Pipe

171. 2” →1½” NPT Bushing 1 Black Pipe pump outlet

172. 3” →2” NPT Bushing 2 Black Pipe oil strainer

173. 61-107-01 1 APPOLO Check Valve 1½” NPT female connections

174. 61-108-01 1 APPOLO Check Valve 2” NPT female connections

175. 2” →½” NPT Bushing 2 Black Pipe temperature gauge & switch

176. 1½” →¼” NPT Bushing 2 Black Pipe pressure gauge & switch

177. 2”→1½” NPT Bell Reducer 1 Black Pipe 2” female to 1½” male electric pump

178. 2024-2-4S 2 AEROQUIP ⅛-27 NPT

male→7/16-20 37° JIC Elbow

179. ½” NPT 1 Half Coupling oil level switch

180. 2021-2-4S 2 AEROQUIP ⅛-27 NPT

male→7/16-20 37° JIC Adapter

181.

182.

183.

184.

185.

187.

188.

Ronnie Line

Ronnie Line

Ronnie Text Box Use AMSEC drawings# 354-C690-01 - air piping 354-C635-01 - lube oil piping

Title: H-4232 ABS#: AaB Job#: 12840 Torque: 4,640 HP @ 900 RPM S.O.#: 050806-4 M/V: Essayons Ratio: 5.792:1 MDC Hull#: 354 ABS ID#: 8210213 Assembly Drawing#: 9532-1000 Prt# Drawing# #Req. Description Remarks

01. 3210-01 1 32” TB-10 Clutch Assembly See page 9 of 9 for parts list

02. 3210-0034 1 Drive Plate

03. 3210-0028 1 Air Bridge

04. 3210-7408 1 Clutch Drum

05. 3210-7208 1 Clutch Drum Hub

06. 3600-5022 1 Air Manifold

07. 9528-0058 1 Pilot Bearing Stub Shaft

08. ½-13 NC x 1.75 lg 6 Grade 5; SHCS

09. ½Ø 6 Lock washer

10. ¾-10 NC x 2.50 lg 24 Grade 5; HHCS

11. ¾Ø 24 Lock washer

12. 9532-0012 1 Seal Carrier

13. 6222-ZS1 1 SKF Ball Bearing or sealed for life

14. 1205-000-001 1 DEUBLIN Rotary Air Valve

15.

16. 28” TH/F/C/W 2 Rubber Washer

17. 9532-0029 2 Air Hose Assembly

18.

19. ½-13 NC x 2.00 lg 3 Grade 5; SHCS

20. ½Ø 3 Hi-Collar Lock washer

21. ⅞-9 NC x 2.75 lg 16 Grade 5; HHCS

22. ⅞Ø 16 Lock washer

23. ⅝-11 NC x 3.00 lg 24 Grade 5; HHCS

24. ⅝-11 NC x 2.50 lg 24 Grade 5; HHCS

25. ⅝-11 NC x 2.00 lg 6 Grade 5; HHCS

26. ⅝-11 NC 54 Locknut

27. C/R-62495 1 CHICAGO / RAWHIDE Seal

28. NLGI #2 28 oz Grease

Title: H-4232 ABS#: AaB Job#: 12840 Torque: 4,640 HP @ 900 RPM S.O.#: 050806-4 M/V: Essayons Ratio: 5.792:1 MDC Hull#: 354 ABS ID#: 8210213 Assembly Drawing#: 3210-01 Prt# Drawing# #Req. Description Remarks

01. 3210-01 -- 32” TB-10 Clutch Assembly

02. 3210-02 1 Clutch Rim

03. 3210-03 1 Air Gland Assembly

04. 3210-04 2 Side Plate

05. 3210-05 12 Friction Shoe Assembly

06.

07. 3210-07 12 Release Spring

08. 3210-08 12 Torque Bar

09.

10. 10-CBU-S 2 PARKER Male Elbow

11. ½-13 UNC x .75" 8 Grade 5; HHCS connects #4 to #2

12. ½Ø 8 Lock washer

SUB -ASSEMBLY PARTS

20. 3210-20 1 Tube part of 3210-03 assembly

21. 3210-21 4 ½-14 NPT Spud part of 3210-03 assembly

22. 190 x 4 4 Snap Ring part of 3210-03 assembly

23. ½-14 NPTf 3 Socket Head Plug part of 3210-03 assembly

24.

25. 3210-06 2 Friction Shoe part of 3210-05 assembly

26. 3210-26 1 Backing Plate part of 3210-05 assembly

27. ⅜ x 1.25 10 Flat Head Screw part of 3210-05 assembly

28. ⅜ NC 10 Lock nut part of 3210-05 assembly

INSTALLATION

WARRANTY NOTICE

****WARNING****

1. Do not operate your new gear unit without the inspection of a Haley Marine Gears service technician.

2. Alignments between the gear unit & tail-shaft and the gear unit & engine must be checked and verified by a Haley Marine Gears technician before any rotation of the gear unit occurs.

3. The lubrication system should be properly primed before operation of the unit. The clutch bearing housing & any gear tooth couplings should be properly greased also.

4. The gear unit cooling system must be observed to insure that over heating does not occur.

5. Controls must be verified by a Haley Marine Gears service technician.

6. Operation of your new gear unit, or units, without prior inspection by a Haley Marine

Gears technician, could cause extreme and costly damage, not covered by the warranty.

ENGINE-TO-GEAR BOX ALIGNMENT FOR GEAR MOUNTED CLUTCHES (GMC)

I. Alignment of Output Coupling to Tail-shaft Coupling & Securing Gear Box to the Vessels Foundation.

Do not start alignment procedures until the vessel is waterborne, half-loaded, and trimmed. The gearbox should be resting on its leveling screws evenly with the gear-mounting flange approximately 1½” off of the foundation. Move the gear unit to obtain alignment. Allowable angular and perpendicular misalignment is shown in Figure 1. Once alignment is obtained, chocks should be fitted at each foundation bolt location. The chock should extend about 4" to each side of the bolt and the full depth of the mounting flange. Each chock should be checked with hard bluing to ensure a minimum of 80% contact between both the housing mounting flange and the vessels foundation. After chocks are fitted, the foundation bolt holes should be match drilled and reamed for the gearbox flange fitted bolts.

The least amount of foundation bolts which are fitted should be the same as the number of output coupling bolts.

Once the foundation bolts are tightened, the propeller shaft alignment should be rechecked. Once the coupling alignment is acceptable, the coupling bolts should be fitted to the coupling bolt holes.

Now, remove the leveling screws so that the housing mounting flange is sitting on the chocks. Verify that the gear housing was not distorted when the foundation bolts were tightened. A dial indicator should be placed adjacent to each of the foundation bolts and that bolt loosened. If the housing rises more than .005", then the chock should be refitted. After each check, re-tighten the bolt. (If poured chocks are used, the shipyard should use a chocking material recommended for main propulsion foundations and follow the manufacturer’s instructions.)

Once the output shaft & tail-shaft are aligned and the housing is secured to the foundation, the input coupling may be mounted to the input shaft (if that has not already been done).

2. Clutch Alignment Instructions

In order to assure proper alignment of the clutch to the reduction gear, a simple check and possible adjustment is required. This same check should be made prior to the initial engine to gear alignment and should be made anytime a clutch is reassembled. Mount the base of a dial indicator to a solid structure and indicate the run out of the clutch opposite the input shaft. The maximum allowable run out for various clutch sizes is shown in Table 1 below.

Table 1.

Clutch Outer Diameter Total Indicator Run out (T.I.R.)

23" - 30" .005" 32" - 44" .008"

If the run-out exceeds these readings, loosen the bolts holding the air manifold to the clutch housing and bump the manifold until the run out is acceptable. If the manifold is bumped as far as it can go and the run-out is still over the limits, re-tighten the bolts holding the manifold. Then, loosen the next row of bolts that hold the two halves of the element together and bump the manifold until the run-out is tolerable.

3. Engine-to-Gear Box Alignment

After mounting the coupling, the engine should be moved to its correct fore and aft position relative to the input shaft. To do this, the gear input shaft should be first centered in its endplay. Shift the input shaft as far forward as possible and place a dial indicator on the input coupling. Next, shift the input shaft aft as far as possible and note the distance the shaft moves. The above procedure should be done several times to assure all end play has been measured. WARNING: Do not use porta-power units to shift the shaft, since this could cause damage to the bearing retainers.

After determining the input shaft endplay, center the shaft in that endplay. Leave the indicator in place and note it’s reading. Next, determine the correct input-coupling gap and move the engine into its fore and aft position.

Consideration should be given to positioning the engine flywheel in its correct fore and aft position. Consult the engine vendor for this information. Normally, the flywheel should be positioned as far aft as possible.

The engine flywheel should be aligned to the gear input shaft within .004" T.I.R. on the outer diameter and face under operating conditions. If the gear is vertically offset, consideration should be given to thermal expansion of the gear case. The gear case will grow vertically .00026" per inch of vertical offset from the mounting flange. If significant, the engine growth should also be considered. Turning the reverse clutch will rotate the input shaft.

Always rotate the shaft in the same direction. After coupling the engine to the gear, check with a dial indicator to determine if any axial shift has occurred. A ±.003" shift from the ‘centered position’ is permissible. After alignment is complete, chock the engine and make a final check of alignment.

Since different coupling designs have different stiffness and permissible tolerances, an M.G.I. engineer may waive the above misalignment tolerances. If an elastomeric coupling of some type is used between the engine and gear or if a gear-tooth coupling is used, disregard the tolerances shown above. For such cases, use the elastomeric coupling manufacturers installation procedures.

PRECAUTIONS

1. Do not open inspection covers when the unit is in operation

2. Do not allow open flames or smoking materials near the inspection openings while the lubricant is vaporous or hot.

3. Do not allow any foreign material to enter the gear unit through the inspection openings.

4. Loose objects should be kept away when the inspection covers are open, so they cannot be accidentally dropped into the gear unit.

5. Use only lubricants of recommended quality & viscosity as shown on the gear unit nameplate.

6. Do not mix two different brands of lubricants, which could cause separation and sludging.

7. Do not inflate the clutches without the drums in place.

8. Set high temp. alarm on Craft bearing at 180°F; shut-down at 200°F.

Vertical & Horizontal Gear Mounted Clutch Marine Transmissions (G.M.C.)

This unit is a reduction marine propulsion transmission with an air-operated clutch. The clutch element is mounted aft of the gear box. The input hub is bolted to the intermediate shaft and rotates as a unit with the flywheel.

With the clutch control engaged, power is transmitted to the clutch drum, high speed pinion, low speed main gear, through the output shaft and finally to the propeller.

In the neutral position only the input shaft rotates, along with the engine flywheel.

The main lube oil pump is directly driven by connection to the input shaft, via a spur gear, at the fore end of the gear case. When the input shaft is rotating, the lube oil pump will be supplying lubricating oil to all elements in the unit.

The housings are also arranged to provide a redundant splash lubrication of meshes and bearings.

All power-transmitting elements are mounted on roller bearings. The propeller thrust load for both ahead and astern operation is carried by tapered roller bearings mounted at the forward end of the low speed output shaft. All power transmitting gear elements are helical.

Adequate seals have been provided throughout the unit to insure no lubricant leakage. A lube oil drain opening has been provided in the lower housing. The interior of the gear case can be viewed through inspection covers placed in the upper housing.

Fitted bolts through the outboard mounting flanges of the lower or center housing section secure alignment of the gear case. These bolts also transmit the propeller thrust to the ship’s structure. This construction permits complete disassembly of the transmission without disturbing alignments.

CLUTCHES

Inflating the air tube, which expands to apply pressure to the clutch friction surfaces, energizes the clutch. The torque capacity is in proportion to the air pressure applied. The clutches may be slipped moderately to achieve smooth engagements. Clutch surfaces should be kept clean. Clutch pressure is typically 125 to 150psi.

LUBRICATION SYSTEM

The primary lubrication system for the gear unit is a pressure system. The lower housing of the gear unit forms the oil sump, with the oil supply connections located low in the sump.

The lubrication system is designed to operate between 40 and 60 psi, at full engine rpm. Oil from the supply pump flows through the filter or strainer and heat exchanger, into the gear mesh sprays and to all bearings within the gear housing. The bearings and gear mesh in the pump gear housing are splash lubricated. The bearings in the clutch spiders are grease packed and sealed for life (they should still be checked regularly).

A back-up electric pump is included with this gear unit in case of primary mechanical pump failure.

A splash lube system is provided which will allow transmission operation at reduced power until repairs to the primary system can be made. No oil cooling occurs if the lube oil pump is not operating.

LUBE OIL PUMP

The lube oil pump is a direct driven positive displacement pump that will pump as long as the input shaft is turning.

OIL FILTER OR STRAINER

The oil filter or strainer is a high capacity, full flow type, with a cleanable lifetime element. It is easily cleaned without disconnecting the oil lines. Strainers are equipped with a magnetic bar. Filter or strainer should be inspected and cleaned on a regular scheduled basis (refer to lubrication section).

LUBE OIL PRESSURE GAUGE

A bourdon tube type gauge, with 2 ½" face (0-60 psi range) is shipped loose for customer mounting.

LUBE OIL TEMPERATURE GAUGE

A bi-metal dial thermometer with a 2 ½" face (0°F - 300°F) is shipped loose for customer mounting.

HANDLING

This unit should always be moved only by slinging from the lifting lugs provided or by rolling on skates under the unit. Never sling under shafting of clutches to lift or support this unit. Care should be exercised to avoid damage to machined surfaces.

COUPLING ADAPTER MOUNTING

Prior to field mounting couplings, adapter, etc., check to be certain that there are no handling burrs or nicks on shaft extensions, key-ways, or keys and that flange faces are running true and are free of burrs and nicks.

Mounting of any equipment to the shaft extensions requiring a tight fit should be accomplished by heating the equipment to a temperature permitting sliding the part into position. Hammering shaft ends may cause serious damage to bearings and other internal components.

SHIPPING AND STORAGE

In order to protect all interior parts of the machinery prior to installation, these parts have been completely coated with preservative oil before shipment. This coating will give adequate protection for a storage period of 3 to 6 months, if the unit is sheltered from the weather. The oil does not require any removal before filling the unit with lubrication oil.

If the unit is stored for a longer period than above before installing, long-term preservation is required.

SHORT TERM STORAGE (UNIT)

For inside storage, where there is no great temperature change that would tend to cause the gear case to “sweat”, the unit should have ample protection on the inside as shipped. Haley Marine units are tested with oil having high rust resisting qualities.

A periodic inspection inside the unit through the inspection opening should be performed at some pre-determined interval and any indication of sweating or rust must be remedied by flushing with fresh oil. If rust is present and a much longer storage period is required, other protective measures should be taken as outlined under “long term.”

LONG TERM STORAGE (UNIT)

For long-term storage and unusual conditions or for the utmost protection under ideal conditions, all openings can be sealed and the unit be filled with oil, which is to be eventually used as lube oil. To seal shaft openings, remove open covers and seals and replace with a can-type cover that is bolted in place over the open covers. This will also insure protection for the shaft extension.

A second and more costly method is to disassemble the unit and protect each item. Coat each part with cosmoline or equivalent. The pinion, gear, and bearings should be boxed in addition to coating, to prevent accidental damage.

Split-line surfaces should be coated with cosmoline and housing sections properly re-mated to prevent possible housing warpage.

EXTENDED STORAGE (VESSEL)

If the vessel is to be out of service for any extended period, the following procedure should be taken to protect the gear.

The unit should be drained and refilled with clean oil and operated for one-half hour to permit the clean oil to coat all surfaces and dislodge accumulated moisture and sludge from the bearings, etc. The clean oil should be left in the case during storage and the unit should be operated one-half hour each month to replenish the lubricant coating on all interior surfaces.

If long-term storage is contemplated, and occasional operation is not practical, covers should be removed and all bearings, gears, and shafting coated with a permanent type of rust preventative.

When the unit is returned to service, the preservative should be removed with a suitable solvent before the new oil is placed in the unit.

ERECTION INSTALLATION

Since the life of the gear unit is largely dependent upon the manner in which it is supported in its operating position, extreme care should be taken in the mounting and alignment of the unit. Failure to properly shim the gear case will cause the housing to distort when the foundation bolts are tightened, and, if the error is large, it can result in mis-alignment of the shafts and premature gear and bearing failure.

Also, the supporting foundation must be sufficiently rigid to prevent deflection from either the weight of the unit or the propeller thrust loads.

Any such deflection may result in miss-alignment or uneven strain on the housing with consequent danger of seriously overloading a part of the marine gear.

NOTE: Haley Gears strongly urges that protective guards be installed to protect personnel from all exposed rotating elements at the time of alignment and before initial start up.

ALIGNMENT TO PROPELLER SHAFT

In the mounting of the unit, note there are four (4) leveling or jacking screws located in the mounting flanges, two on the starboard side and two on the port side.

In aligning the unit with the propeller shaft, these jacking screw should be used to support the entire unit on the foundation, while adjusting the unit into position. The output flange of the unit and the propeller shaft flange shall be held parallel with each other within as shown in Figure 1 of the installation section. Allowance should be made for the sag of the propeller shaft, due to its own weight. The shaft may be blocked up or held in its proper position with a chain fall while aligning the unit if desired.

ALIGNMENT TO ENGINE

The flywheel register is to be set concentric to the input shaft within .004" T.I.R.

NOTE: The final alignment of gear unit to the tail shaft and engine should not be made until after the vessel is afloat, half-loaded and trimmed. If made while in dry dock and then floated, the hull structures may change to such an extent that the alignments will be seriously affected.

GEAR CONTACT PATTERN

After the gear is chocked and bolted down, check tooth contact. Use a thin coating of red lead on the gear and Prussian blue, or equivalent coating on the pinion to determine contact.

Prior to the trials, if not previously coated from the factory, apply a thin coat of layout dye to areas of the gear pinion. Inspect the pattern worn into the dyed surfaces after trials. If not satisfactory, the gear unit is to be realigned to both tail shaft and engine.

LUBRICATION

After the gear unit has been properly installed and prior to starting the engine, the gear unit is to be filled with a high quality, well refined, petroleum oil. Do not mix brands of oil. Fill gear case to the upper mark on the dipstick.

The lubricant selected should conform to AGMA 150.03, May 1972, for “extreme pressure gear lubricants”. The viscosity ranges, AGMA designations and a partial list of brand names conforming to the specifications above are charted for gear center distances.

AGMA DESIGNATION 5-EP

ASTM D-2422 Visc. SSU @ 100°F 918/1122

CONOCO Gear Oil 220

GULF

MOBIL MOBILGEAR 600 XP 220

SHELL OMALA OIL 220

SUNOCO

TEXACO MEROPA 220 No.3

Normal steady state outlet oil temperature from the heat exchanger to the transmission should range between 120 - 140°F. If engine jacket water is used for cooling, or if for some reason the oil cannot be cooled to the 120 - 140°F.

range, heavier oil should be used to obtain equivalent oil viscosities. Consult your supplier for recommendations.

The gear unit can be filled with lube oil, by removing one of the top inspection covers. Make up oil can be added through the breather-filler cap. Take extreme care to prevent foreign objects from falling into the open gear case. Do not overfill. Always check oil level with gear not operating. If excessive oil is being used, a complete check should be made to determine the cause.

When checking the dipstick, observe carefully to see if any water bubbles or other contaminants are visible.

There are two types of air roto couplings that may be used on the clutches. For oil type couplings, a few drops of light machine oil, or the oil used for lubricating the gear should be applied every 100 hours of operation.

LUBRICATION

Pack grease type couplings with a light ball bearing grease every 60 days, taking care not to over lubricate.

Periodically the dipstick should be lifted and the oil level checked. If the oil level is low, sufficient oil should be added to bring the level to the upper mark on the dipstick.

A competent laboratory or oil company should check the lubricating oil after the first 250 hours of operation.

Thereafter, a sample of the oil should be taken at least every six months, and tested in a laboratory. If the laboratory report indicates the oil is contaminated or is losing its lubricating qualities, the sump should be drained while it is still warm enough to flow freely. The lube oil drain plug is located near the bottom, at the aft end of the lower housing. During the initial 100 hours of operation, the strainer or filter should be inspected and cleaned as necessary at each shut down. Thereafter, periodic inspection, and cleaning should be scheduled at 500 hours or monthly intervals.

If the pressure in the lube oil system slowly decreases, it is advisable to check the oil filter. If the filter is becoming clogged, clean and replace.

Prior to starting the engine, the following points should always be checked:

1) Lubrication oil level

2) Check control valve in neutral position

3) Open shafting clear of obstructions

4) All safety guards in place

5) Start engine

The throttle control for the engine must be integrated with the pneumatic control system of the clutch, so that the engine is always at low idle speed whenever a clutch is engaged. The clutch controls should set so that the clutch takes approximately 1-½ seconds to become fully engaged. If engagement is made in less time than this, an unnecessary shock will be placed on both engine and gear.

With the unit filled with the proper grade of oil to the upper mark on dip stick, and with the clutch control in neutral, start engine and run at a fast idle for several minutes, allowing the main lube pump to fill the system with oil.

During this period, the pressure gauge should be carefully watched.

If the pressure does not build in the system within (1) one minute, stop the engine and investigate.

If pressure builds up, allow the unit to run several minutes to properly fill the system. While the unit is not running, check the oil level and add oil to fill the unit to the upper mark on the dipstick.

The lubrication system is designed to operate at approximately 40 - 60 psi at full speed and the pressure may drop to 5 psi at low idle speed.

MAINTENANCE

This marine gear has been designed and manufactured to exacting standards, and when properly installed and maintained, it will give many years of trouble free operation. We wish to emphasize that design, manufacture, installation, and maintenance go hand in hand, and each play an equally important part in the performance and life of any mechanical equipment.

Satisfactory operation of this gear cannot be expected unless it is maintained in good condition. It is expected that time and continued operation, even with proper maintenance, will eventually cause some normal wear of the parts.

Water, while causing alteration to the lubricating qualities of the oil, can also cause abrasive rust. Dirt itself is an abrasive that can cause serious damage to the bearings and gear teeth.

If excessive wear occurs in the bearings, it may cause an overloading of the gear teeth. If any foreign matter is found in the oil, or the strainer or oil filter element, steps should be taken at once to determine and correct the cause, and clean the oil. If at any time, enough foreign matter is found in the lubrication system to warrant corrective measures, all oil lines, including gear mesh spray jets, valves, gauges, and lube oil pumps, should be inspected for obstructions.

Haley Marine Gears strongly recommends that a systematic maintenance schedule be set up and that accurate records be kept regarding various inspections and operating conditions. In this way, there will be no guess work as to previous findings.

Haley Marine Gears maintains a complete staff of well-qualified engineers and service personnel, who are especially trained in the marine gear field. They are kept abreast of the latest information along to you, our customer. As questions arise, please feel free to contact our nearest representative.

During the initial 100 hours of operation, the strainer or filter element should be checked and cleaned if necessary at each shut down, thereafter, periodic checks and cleaning should be scheduled at 500 hours or monthly intervals.

EACH ONE-YEAR MAXIMUM OR 5000 HOURS:

Lift inspection covers in upper housing and check all gear teeth for wear, and tooth contact (see gear tooth contact patterns). Inspect gear mesh spray jets for proper flow and aim. Inspect oil flow at main bearings.

Check clutch roto couplings for air leakage and clutch plates or drums for wear. For minimum and maximum clearance in clutch (when no air is applied) refer to listing. When maximum clutch clearance has been reached, friction material must be replaced.

Clutch air valves should be periodically dismantled for inspection and cleaning. During reassembly, lubricate all friction surfaces of valves and seals with a good grade of 10W machine oil.

EACH FOUR-YEAR MAXIMUM OR 15,000 HOURS:

Inspect thrust bearings for wear and clearance.

Check alignment of input and output couplings. Inspect the lube system, drain, flush and replace oil. Check all housing and coupling bolts for tightness. Refer to torque requirements.

Disassembly

NOTE: During disassembly, refer to appropriate cross sectional assembly drawing. Use a separate container for the component parts of various assemblies to facilitate cleaning, inspection, and assembly. Any parts that fall into the gear housing must be located and removed before operating the unit.

CLUTCHES

The clutches may be inspected, serviced, cleaned, disassembled, and or replaced without removing the upper gear housing or disturbing alignments.

UPPER HOUSING REMOVAL

1. Drain the oil lines, disconnect and remove hoses to the heat exchanger.

2. Remove all cap-screws from the seal retainers and slide these pieces back or remove entirely from the housing.

3. Remove lube pump, pump adapter, and bearing retainer.

4. Remove cap screws from the top of housing.

5. Remove all split line cap screws and dowels securing the cover to the center housing.

6. Attach chains and lift cover. Care must be expected so that no damage will occur to either the gear case contact surfaces on gear teeth. Set the cover on clean wood planks.

SHAFT ASSEMBLIES CENTER SECTION

Removal of the upper section of the housing will expose from one to three shaft assemblies (depending on configuration), some of which will be held in place by separate bearing caps. To remove these shaft assemblies, proceed as follows:

1. Remove air hoses from clutches and disengage all couplings.

2. Remove the dowel pins and bolts retaining the separate bearing caps.

3. Match mark the bearing caps and lift them clear, using eye bolts in the tapped holes located in the top of the caps. Protect machined surfaces and rest on wooden planks.

4. Be sure all bearing cap bolts have been removed and that bearing caps are drawn away from the housing faces.

5. Using the four lugs provided, lift the center section carefully maintaining the section parallel to the lower section, and avoiding contact with the gear. Place on wooden planks.

6. If desired, the shaft assemblies may be set back in place on top of the center section.

SHAFTING ASSEMBLIES, LOWER SECTION

Horizontal offset and in-line unit are arranged with both the input and output shaft assemblies housed in the lower.

All other types house only the output shaft assembly.

1. Disconnect all air lines to clutch and disengage all couplings from shafting to be removed.

2. Some designs include bearing caps to retain bearings. Remove dowel pins and retaining screws and match mark the bearing caps before lifting with eye bolts in tapped holes in bearing caps. Protect machined surfaces.

3. Shafting should be lifted with rope or nylon slings and maintained horizontal while lifting and handling.

Do not tip shaft assemblies. Tipping could cause serious damage to bearings and seals.

All bearings must clear the housing at the same time. When handling “telescoped” assemblies, tipping when clear of the housing could cause the load to shift or fall. Rest shaft assemblies on wooden planking.

4. If shafting assembling are to be further disassembled, check assembly cross section drawing in this manual.

5. While gears and shafting are exposed, inspect bearings, seals, and gear teeth for condition.

6. Check gear tooth contact patterns with those shown later in this manual.

BEARING REMOVAL

In general, bearings are removed only for replacement. Under these conditions, torch off the outer race, and split inner race with a cold chisel. When scarfing inner race, take extreme care not to damage the shaft. When removing bearings that are to be reused, heat inner race and use heavy duty bearing puller.

DISASSEMBLY OF IDLER AND BULL GEAR SHAFTS

If it should be necessary to remove the idler gears, or bull gear, a 100 ton press is normally required, in addition to applying heat to the bore area. The input and output couplings may be removed with a heavy puller while applying heat to the couplings.

CAUTION: Use extreme care during disassembly of unit to prevent dirt or foreign objects from falling into housing or into bearings. Always keep unit covered when inspection covers are removed or disassembly is in process.

Before reassembly, make a complete inspection to assure that no dirt or foreign objects are left in gear case. At reassembly, alignment of the input and output couplings must be rechecked.

CLEANING AND INSPECTION

Scrape any dirt or metal particles from the inside of the lower housing. Scrape all old permatex from mating surfaces. Wash the housing with solvent and dry thoroughly. Be sure all foreign matter is removed from below the baffle plates.

Check the housing for cracks, holes, damaged drain plug threads, a loose baffle, a nicked, scratched, or warped surface. Remove burrs from edges of gear teeth, if necessary. Clean all parts with solvent and dry them with compressed air. Do not use a wire brush to clean any oil ports or wire to clean out any openings or passages. A drill or wire may enlarge the orifice or metering hole or passage and change calibration of oil flow and starve items down stream. Wash all seals with soap and water. Inspect for cuts and replace as required.

ASSEMBLY

1. Install shafting into lower section.

2. Place bearing cap on lower housing and torque up bolts.

3. Align center housing with four (4) dowels. Install split line bolts and any internal bolts and torque as required.

4. Align gear meshes and lower shaft assemblies in center housing.

5. Square outer race of bearings to shafting and inner race of bearing.

6. Torque all bolts in retainers, housing, couplings, and clutches at recommended valves.

See table below:

RECOMMENDED TORQUE WRENCH SETTINGS

Bolt Size (in.) Torque (ft.-lbs.) Bolt Size (in.) Torque (ft.-lbs.)

¼ - 20NC 9 ±3 ⅝ - 11NC 150 ±20

5/16 - 18NC 18 ±5 ¾ - 10NC 265 ±35

⅜- 16NC 32 ±5 ⅞ - 9NC 420 ±60

7/16 - 14NC 50 ±10 1 -8NC 640 ±80

½ - 13NC 75 ±10 1-¼ - 7NC 1000 ±120

9/16 - 12NC 110 ±15 1-½ - 6NC 1500 ±200

NOTE:

1. Reduce torque 10% for clean oiled threads.

2. Torque must be read while bolt head or nut is moving.

CLUTCH INFLATION (FORWARD AND REVERSE APPLICATION)

Clutch pressure is typically 125 to 150 psi. A low pressure alarm should be used to indicate when clutch pressure is 10psi less than established engagement pressure. An alarm will help to eliminate the chance of destroying a clutch.

Clutch inflation is in two steps: 1) Pre-fill and 2) Final inflation.

1. Pre-fill - air pressure in the clutch must increase from 0 psi to a pressure sufficient to lock up the engine and propeller shaft. Pressure increase must be straight line, but should be of such duration to prevent engaging shock and excessive clutch loading. Generally, a maximum air pressure of about 1 ½ times lock up pressure gives the best results.

Engine governor response (except for a possible 10% maximum speed increase above low idle) should not be possible until the pre-fill cycle has been completed and the final inflation cycle started. After maximum pre-fill pressure has been reached, there should be a 1 to 5 second hold before final inflation begins.

2. Final Inflation - Air pressure, in this cycle, should increase rapidly to full pressure, and should lead the engine governor increase to full pressure. Change of engine governor setting should no affect the clutch pressure during or after final inflation, except a return to neutral that should completely deflate the clutch.

CLUTCH INFLATION (DISCONNECT TYPE)

Pressure build-up in the clutch can be straight line from 0 to full pressure, but should be of such duration (1 ½ to 2 seconds) to prevent shock or excessive clutch loading. Inflation should take place at or near engine idle speed on the clutch that is picking up the load. In multi-engine applications, the rpm of the carrying engine before the clutch is engaged.

CLUTCH EXHAUST

Full pressure to 0 psi should not exceed 1 second maximum when measured at the clutch. The four-way valve should be mounted on the gearbox equal distance between the forward and reverse clutches. If deflate time is greater than recommended, and the four-way valve is properly mounted, it will be necessary to install quick release valves within 1 foot of each clutch.

Clutches must deflate to 5 psi maximum before opposite clutch begins inflation.

Clutches should begin deflation only after engine rpm is down to 10% maximum above engine idle, except in multi-engine disconnect type.

CRASH REVERSALS

Clutches will give sure and fast propeller reversals from full speed ahead or astern, provided controls are properly programmed. For best performance, the control lever should be held in neutral for 1 to 3 seconds before moving into the opposite quadrant. This delay allows boat speed to drop off sharply, thereby reducing the reversing clutch load and time to stop the propeller.

SLIP CONTROL FOR MANEUVERING

Shifting into clutch slip range should be possible only at engine idle, and only when the propeller shaft is tuning in the proper direction, or is at rest. Engine governor increase should not be possible while controls are in slip range.

LINING REPLACEMENT

When air tubes expand greater than ½", lining replacement is necessary. If expansion is allowed to exceed beyond this amount, air tube usable life will be greatly reduced. Expansion is checked by watching movement of the pressure plate (3-7) and taking appropriate measurements.

Lining replacement is accomplished by removing four 1" socket screws (77-216), unscrewing each one equally until spring pressure is relieved. Remove air tube holding plate (2-12) and pressure plate (3-7). Friction disc linings are now accessible, and are slid off the driving ring splines. There are four springs under each lining which will have to be removed before the succeeding lining is accessible.

TYPES OF MALFUNCTIONS

Clutch slip detected by loss of power, high clutch temperature, or clutch smoke.

CAUSE: CORRECTION:

1. Low air pressure. 1. Increase to 160 psi maximum.

2. Foreign material, friction surface. 2. Clean completely.

3. Worn friction blocks. 3. Replace when worn to minimum thickness.

Slow engagement or disengagement.

CAUSE: CORRECTION:

1. Blocked air line. 1. Clean or replace.

2. Sticking quick release valves or 4-way valve. 2. Replace.

3. Embedment or foreign material in friction. 3. Replace or clean.

1© Emerson Power Transmission Manufacturing, L. P. 1998. All Rights Reserved.

Installation and Alignment Instructions

FORM 1912-01

NOVEMBER, 1998

The trademarks KOP-FLEX® and are registered trademarks of Emerson Power Transmission Manufacturing. L. P. and/or Kop-Flex, Inc.

INSTALLATION AND ALIGNMENT INSTRUCTIONS

INSTALLATION and ALIGNMENT

INSTRUCTIONS

These instructions generally apply to KOP- FLEX® Series H and Series HD couplings.

This sheet may be supplemented by Spe-cial Instructions supplied with the coupling for modifications and variations of these couplings. For dimensions, ratings, maxi-mum bores, interference fits, and other technical information, please refer to Bul-letin 2000.

Always use caution when working on ro-tating equipment. Be sure to lock out the starting switch of the prime mover so the equipment cannot be started until work is complete, checked, and personnel are safely away.

MAINTENANCE and LUBRICATION

Lubricate the Series H and Series HD cou-plings only with grease. Use KOP-FLEX®

KSG coupling grease or other grease meet-ing the minimum specifications shown.

Do not use oil in Series H or HD couplings.

Coupling lubrication is critical. The use of proper and sufficient lubrication is part of a successful installation. Lubricants should be checked to see the proper level is main-tained and that the lubricant is free of con-taminates.

Series H and Series HD Couplings

KOP-FLEX, INC., P.O. BOX 1696, BALTIMORE MARYLAND 21203, 410-768-2000

KOP-FLEX CANADA, LTD., 19 METEOR DRIVE, REXD ALE, ONTARIO, CANADA M9W-1A3, 416-675-7144

Emerson Power Transmission

In an average industrial application, the coupling should be checked for lubricant contamination and replenished with the proper volume every twelve months. Con-ditions such as very slow speed, reversing drives, high heat and severe environments may require more frequent lubrication.

RECOMMENDED LUBRICANT

KOP-FLEX ® KSG Coupling Grease

This grease is specifically compounded for standard couplings to provide improved lu-brication and resistance to centrifugal separation. When KSG grease is used, lu-brication intervals may be extended, based upon operating experience. Balanced cou-plings or others operating at speeds above 3500 rpm can benefit from KHP coupling grease. Both KSG and KHP coupling greases are available from Kop-Flex or au-thorized distributors of Kop-Flex power transmission products.

If the coupling is mounted on a reciprocat-ing machine, or if recurrent reverse load-ing is experienced, a heavy viscous lubri-cant, similar to Texaco Crater Compound #0 or Gulf Lubecoat #0 may be required for damping characteristics.

OTHER GREASES

Alternate lubricating greases should equal or exceed the specifications for KOP- FLEX® KSG and KHP coupling greases.

(Specification sheet 3532 is available upon request.) Greases other than KSG or KHP, should meet these minimum specifications:

Grade: NLGI #1 Base oil Viscosity: Min.:

3000 SSU at 1000 F 160 SSU at 2100F Dropping point, Min.: 1900F Four Ball Wear, ASTM D-2266:

.500mm Maximum Base oil content: 87% Minimum K36 Factor, ASTM D-4425:

KSG: K36 = 8/24 = .33

Required:

Rust and Oxidation Inhibitors E. P. Additives

The most reliable test of a suitable lubri-cant is often the result of user experience and satisfaction. If a lubricant has been known to sludge, separate into heavy com-ponents or dry out, consider the use of Kop- Flex greases or one meeting the minimum specifications.

SERIES HD

SIZES 8-30

SERIES H

SIZES 1-7

LOCKWASHER FURNISHED THRU SIZE 18

CAUTION

If assembled incorrectly, equipment failure and personal injury may result.

Disconnect all power while adjusting units

Emerson Power Transmission

Ronnie Text Box Use KOP-FLEX KHP High Performance Grease.

2 © Emerson Power Transmission Manufacturing, L. P. 1998. All Rights Reserved.

Preparation:

Note that the Series H coupling sleeve has an integral end ring while the Series HD has a separate, bolted end ring.

Coat the sleeve teeth with coupling grease.

Use a portion of the grease to coat the ‘O’ ring seals and install the seals into the groove of the Series H Sleeve, or the end ring of the Series HD coupling.

INSTALLATION

For the Series H, place the coupling sleeves over the shaft end as shown in cover illustration.

For the Series HD, first place the end ring over the shaft.

If using a keyed connection apply a suit-able anti-galling compound to the shaft. For keyless hub-to-shaft connections, follow the equipment manufacturers instructions.

Place keys in shaft keyways with a snug side-to-side fit, and slight clearance top to bottom. Clean the shaft and HUB. Straight bored hubs may be coated with a suitable anti-galling lubricant. Taper bored hubs must be installed without lubricant.

Expand HUB in an oven until the bore is substantially…