wARI-S_llf

I§P Design CPP Cert. No.: 6033 BG-l

diam.: 4¿ so mm Arrangement: . midship

Sense of romtion: left handed

Propellers

GPlOO
Product-ID: 1383 WNSNO Installation ID: 1383
G

Blade Material: NiAl-BRONZE

Propeller Diameter: 4250 mm

Propeller Speed: 160 rpm
Direction of rotation: CCW

Lubrication of Hub: oiL

Hub Material: STAINLESS STEEL

Quantity of HUB Hydraulics 160 litres

Nozzle:

Servo System: CPG

Servo Hydraulics: SEPERATED SERVO

HYDRAULICS

Quantify of Servo Hydraulics s50 litres

Capacity of Servo Pump Units

Mechanical: Vmin
Electrical: l/min
4eo<ar-e - S+tqe=¡ ,
-7 *O hh^ (c.en -\!o , fco z? ws
C7¡.oel

ET

l. +47 53 4235 02
WÁRTSI
 PO2BA Operotion ond Moinlenonce o2

within 5 - 10 hours of operating, or sooner if the pressure drop/alarms

so indicates"
During normal operation, change frlters after 1500 hours (Ll4year).

02.6.2 Hydroulic oi!, mo¡n system

Change oil yearly. If the oil is tested regularly by and oil comparry or any
other recognised laboratory the interval may be extended according to
their recommendation.

02.6.3 Hydroulic oil, control unit

Change oil every 3 to 4. years. Observe strict eleanliness.

02.6.4 Propeller lubricotion

The propeller is lubric¿ted by oil from the stern tube.

Oil samples should be drawn regularly from the stern tube. At positive
inücations of water, the oil should be replaced and the cause corrected.

Yearly, or at each docking the hub should be drained and refilled. If

docking is not carried out the stern tube should be drained and reflrlled
at least yearly.

WÁNTSIN C.P. PROPELLER o2-s

 o2 Operotion ond Mointenonce PO2BA

02.6.5 periodicol check ond mointenonce in-

Btg;r,"d
Yeors 114 I 4 I
Hours r 500 ó000 25000 s0000

Zink onode checl(renew X

Oilchonqe x*
Zink onode stern tube seol, checVrenew x*
Blode seols, renew x
Hub, mechonicol ports check for weor U

Hub. oll other seols, renew X

*(ot eoch docking, mox, 2 yeors)

(.--
Monuol operotion of pitch c
Filfer element chonge X

Operotion of droin tonk ejector, check

Chonge pumps for moin ond stond-by x
operotion (identicol pumps)
Oil chonge/onolysis, moin system X

Moin tonk, cleon X

Cleon tonk ond chonqe oil, control unit X

Flexible hoses, checVrenew U X

Settinq of volves, check

OD-box
Externol feed-bock linkoqe, lubr./check
Slip clutch, check
Mech. ind. mech,, checlllubr. U I

42.7 Oil specificotion

02.7.1 Propeller/stern lube

The propeller is lubric¿ted by oil from the stern tube. For oil specification
see the instruction for the stern tube seal used.
In general an engine oil with dispergent additives is recommended since
this will to some extent absorb water. Viscosity should be around 100 cSt
at 40'C.
If the stern tube require an emulsifring oil, this can be used.

02-6 WANTSIN C.P" PROPELTER

 PO3DA Propeller 03

03. Propeller

03. r Description
Propeller hub

Fig 03-1 FP200t c

This instruction covers a series of pushrod propeller hubs of similar

design but different diameters.
Hubs are made in stainless steel. Both bronze or stainless steel pnopeller
blades are used. The blades are running in replaceable bearings.
The propeller blades are turned by a yoke (7) fastened to the push-pull
rod (16) and guided by bearings (21) and (22). The yoke has slots for the
sliding shoes (10).
The pin of the crank disc (8), fits into a shoe (10) which slides in a
transverse slot in the yoke (7).
The push-pull rod is, through a bore in the propeller shaft, attached to
the servo motor piston.
The servo motor is located inboard at the shaft flange coupling on the
tailshaft or inside the reduction gear.

wÁnTSu C.P. PROPELLER 03-'r

 03 Propeller PO3DA

At the aft end of the push-pull rod the seals (24) are effectively sealing
the air space inside the cap (5) from the hub mechanism. This air cushion
prevents pressure built-up from the movement of the push-pull rod. If
the cap should be completely filled with water (or oil), a safety disc (23)
will burst and sea water will have free access to the inside of the cap. The
seals will still prevent water from entering the mechanism.

The space inside the cap (5) should only be filled with 2-3 litres of oil for
protective purpose.
Lubrication is by stern tube oil through the rear stern tube seal and
drilled passages in the shaft flange.
The hub is frtted with a zinc anode (11) on the cap for corrosion
protection. These should be renewed when 507o consumed.

03.2 Removing ond ottoching propeller blodes

Notel Do not corry out propeller repoir ond overhoul when sondblosting or
sproy pointing is going on. lmmediotely cover oll openings in the hub to
prevent diÍ from enter¡ng.

Before removing the blades, the oil in the hub and stern tube must be
drained. Remember to close the supply from the oil tank.
The blades are bolted from the outside and can be removed without
dismantling the internal blade cranking mechanism.
In case a propeller nozzle is mounted the entire propeller have to be
moved aftward in order to get lifting height for the blades. The inboard
tailshaft flange and the push-pull rod connection have to be disconnected.

03.2.0,.l OD -box with mechonicol feedbock (System type CPG)

Blades should be in full astern position. The control cylinder at the. .
OD-box must be üsconnected (see chapter 004.) Drain the pitch servo
cylinder and üsconnect the flange connection.
The shaft can then be pushed back, carefully, a üstance corresponding
to total stroke of the servo cylinder without loosening any other connec-
tions. If the shaft has to be pushed further back the pipe coupling at the
piston inside the flange/rylinder has to be disconnected (see chapter 007.)
If the shaft is to be taken all the way out, it will be necessary to loosen
and remove the tailshaft flange coupling from the shaft.

03.2.O.2 OD-box with out mechonicol feedbock (System type EPC

il)

See chapter 07 section}7.2.If shaft is to be pushed back on1y, drain the

pitch servo cylinder and disconnect the two holding bolts between
rylinder and gearbox flange, leave the cylinder attached to the tailshaft
coupling.(Cover gearbox flange and openings in cylinder cover immedi-
ately)

03-2 wÁnrSu C.P. PROPELLER

 PO3DA Propeller 03

If the shaft is to be taken all the way out leave the ryIinder attached to
the gearbox flange.
In this case it is not necessary to drain the ryIinder.

03.2..l Removing the blodes

It is essential to have proper lifting tackle in order to handle the blades.

Be careful not to damage the surface of the blade root. The blades must
not sta¡rd on the root, but instead be transported and stored lying flat.

Ma¡k the blade bolts so that they can be refitted in their original position.
Handle the bolts careflrlly. Protect the threads immediately on removal.

Notel Steel hubs hove reploceoble beorings. They moy foll out when the hub
is furned.

On hubs with floating bronze bearings, mark and remove the bearings"
On hubs with DU bearing segments the segments are retained with pins
to prevent rotation only. They may fall out when the hub is turned. Mark
and remove loose segments.

03.2.2 Attqching the blodes

Tightening of bolts

Fig 03-2 FP25O I A

WÁNTSIN C.P. PROPELLER 03-3

 03 Propeller PO3DA

03.2.3 Blodes

I f it the beorings (steel hubs only). If new pinned bearings does not
fit exactly on the pins adjust retaining holes in the bearings slightly with
a file.
p tnspect the bolts and check the threads. Apply generously an-
tiseize paste to the thread and the bolt collar. (see chapter 03, section
03.2.5).

@ Cneck the threods in the blade discs (8). It should be possible to

enter and turn the bolts all the way in by hand without feeling any
restraint.
@ Cteon ond inspect the seoling surfoces on the blade. An even
polished wear groove up to 0.3 mm deep may be acceptable. However,
resurfacing should be concidered depending on estimated wear rate and
time to next docking.The surface should be slightly roughened with oil
and the finest emery paper. For blade seals see below

@ Cneck the key (g).

@ f it new propeller blode seols . (See chapter 03, section 03.2.4).
f nrronge proper lifting tockle . Lift the blade, wipe the sealing sur-
face of the blade, clean and lower it carefully into the hub.

@ fit new seols (19) and Monel washers (18) under the blade bolts.
Apply a sealing compound between washer and hub.
p tignten oll bolts according to procedure below using data from the
hub assembly drawing.

E Fill up hub and stern tube with oil and check for leakage.

03.2.4 Blode seols

It is generally recommended that seals are replaced. If it is desired to

reuse the seals they must be very carefirlly inspected. Only absolutely
flawless seals should be reused.

Notel Some seols moy hove o motching shim strip. Do not mix seols ond shim.

Cleon ond inspect the seol grooves and bearing surfaces in the
hub thoroughly,
Keep new seols in the closed packages until ready to be fi.tted.

E f o shimming strip is zupplied in the package(Towards

with the seal it shold
be trimmed fitted on the inside of the seal groove. the bearing)

@ Use the seoling poste and. lubricant supplied with the seal kit as
directed in the kit.

03-4 WARTSILA C. P. PROPELLER

 PO3DA Propeller 03

Note! A gosket compound (Hylomot PU32, Permotex or o similor stic§, non-

drying compound, but NOT o silicone seolont) should be sporingly
opplied to the 3 sides of the seol groove in order to prevent the seol
rototing in the groove. lmmediotely before the blode is in position, opply
o thin loyer of silicone greose (or, if not ovoiloble, o cleon good quolity
greose) to the seoling surfoce of the blode.

03.2.5 Tightening of blode bolts

See Fig 03-1

Only the procedure is given here. The actual torque and displacement
values are given on the propeller hub assembly drawing.
One of the following anti seize compounds should be used:

. MOLYPAN-N (Molybdán KG, Hameln, Germany)

. MOLYCOTE 1000 (Dow Corning Corporation, USA)
o MOLYCOTE HSC (Dow Corning Corporation, USA)

Do not use just ony "Moly" product!

Proper tools makes the work much easier and are necessary. It is
recoÍrmended to use a pipe with extended arm and to tighten with block
and tackle.
Slowpullinghydrar:lic spanners may also be used, but the short reaction
arm give high side forces in the bolt.

Notel Hommering tools should be ovoided.

The finol tightening must be done by meosuring ongulor dispiocement

ond not torque. Torque meosurement olone is too inoccurote.

I tignten oll bolts home by hand to check the conditions of the

thread.'
p Rretorque the bolts to the value given in the assembly drawing
using an ordinary torque wrench.

§ the off the chord diskmce C on the bore and tighten up the
fUort<
bolts crosswise the angle from a to b. See Fig 03-2.

@ One by one loosen the bolls completely and repeat points 2 and
3.

§ Secure lhe bolts by welding 8 mm stainless rod across the bolt

heads. See assembly drawing. Use austenitic stainless steei electrodes.
Welding to the blades is strictly forbidden.

wÁnrSIn C.P" PROPELLER 03-5

 03 Propeller PO3DA

03.3 Dismontling the propeller mechonism

Hondling the yoke

I --.-. \

lJ //
t'/

Fig 3-3

Before starting to üsmantle the propeller hub the oil in the hub (and
stern tube) must be drained. Remember to close the zupply from the
stern tube oil tank.
If possible, it is recommended that the entire propeller be removed along
with the blades, hub and shaft for üsmantling in the shop. It is preferable
that the push-pull rod is removed before removing the blades since the
blades effectively support the blade discs when removing the yoke.
The propeller blades, blade seals and outer blade bearing may be ehanged
without opening the hub.

03-ó wÁnrSIn C.P. PROPELLER

 PO3DA Propeller 03

Hondling of cronkdisk

_t_
|(--

Fig 03-4 FP2OO3A

Notel blode discs, blodes ond beorings should oll be morked

The sliding shoes,
to ensure reosembling in their originol position.

Dismantling ocfllrs in the following order:

Ref. Fig 03-1

I fne pitch should preferably be in fuIl ahead position.

f] Oroin the pitch servo cylinder

§ Oisconnect the inboord shaft coupling. See chapter 07.. The

whole shaft assembly may now be removed as a unit if desired.

@ nemove the nut from the inboard endofthepushpullrod and cover

the thread with tape.

§] nemove the cop (5), rylinder (20), piston (6) and cover (4) in tlis
sequence. Handle and store parts carefully to prevent damage to the
sealing zurfaces.

WÁNTSIN C.P. PROPELLER 03-7

 03 Propeller PO3DA

Notel For some hubs the design by o cylinder (20) on piston (ó) ore modified
ond reploced by seol cover. This to be removed.

lf the blodes hove been removed , ftt a retaining plate, Fig B-B
(6), to hold the blade discs in position when the yoke is being removed.

f StiOe the push-pull rod with the yoke back and at the same time
turn the blades until the sliding shoes are free of the yoke. Holes are
proüded for t2 mm pins to turn and zupport sJiding shoe and cra¡k disc.
See Fig 3-3

@ fne push-pull rod cannowbetakenfullyout. Becarefulnottobend

it. It is very important not to damage the front end of the push-pull rod
where it is moving in the seal. Protect the end with tape immediately
after removal.

E fo toke off the blodes support the crank disc by a jack. See Fig
03-4. Unscrew the bolts and lift the blade carefirlly off. Handle the bolts
carefirlly and protect the threads immediately after removal.

tr Fit on eyebolt to the centre of the crank disc, lower it gently

down and guide it out.

Note! Axiol blode beoring segments ore fitted with pins onlyto prevent rototion"
These moy eosily foll out.

03.4 Assembling the propeller mechonism

03.4.1 Blode beorings

Check the bearings and replace if necessary.

03.4.1.1 Segmented outer oxiol blode beorings

The segmented inner and outer axial bearings are retained with coil or
split pins. The segments may fall out axially when the bearing is opened.
To hold them in position when assembling the crank ring, use a drop of
cyanakrylat glue.

Note! Be corefulwhen fitting new beorings on the old pins. lt moy be necesscry
to increose on or two holes in the beorings in order to moke them fit.

If new pins are flrtted, hold the bearings in possition with a clamp and
drive the pins through the bearings.

03-8 V/ARTSII-A C.P. PROPETLER

 03 Propeller PO3DA

03.4.3.2 Yoke secured with bolts

These yokes have a much lighter frt a¡rd can in general be removed after
some heating of the. yoke. Larger hubs may be adapted for SI(F oil
injectors to help remove the yoke (see above).
To frt the yoke, heat it to approx. 80'C. Tighten the bolts to the torque
value given on the hub assembly drawing.

03.4.4 Push-pull rod

Check the sealing surface at the forward end. Small nicks and scratches
should be removed with fine emery paper. Also check bearings and seal
in the propeller shaft.
Protect thread with tape and lubricate the rod well with anti seize
compound of the same type as used for propeller blade bolts.
Keep the rod zuspended when pushing it through the tailshaft.

03,4.5 Cronk mechonism

Ref. Fig 03-1

The yoke (1) has grooves for the sliüng shoes. T\rrn all the crank discs
(2) until the pins are in position to enter the axial grooves of the yoke.
Fit the sliding shoes (3) on the pins with the bevelled side of the bore
facing the disc and pointing in the direction shown on the frgure.
Hold the top shoe in position with the guide pin (a) and push the yoke
in until the sliding shoes are in position to enter the transverse grooves.
Push the yoke further in, at the same time turn the crank üscs and guide
the stiding shoes into their grooves. The crank discs can also be turned
with a pin (5).

03.4.ó Mounting the cop

Ref. Fig 3-3

I nssemble the cover (4) withbearing
p Rssemble the cylinder (20) and piston (6) with seals

Notel For some hubs the design by o cylinder (20) ond piston (ó) ore modified
ond reploced by o seol cover. This to be osembled,

§ Cneck the sofety plote . Replace if necessary.

@ nssemble the cop (5)
In adütion to the o-ring, PERMATEX Siücone Form-a-Gasket no. 6 or
a similar sealing compound must be used between cap and hub. The bolts

03-r 0 WÁNTSIN C.P. PROPELLER

 PO3DA Propeller 03

Note! Use only oritginol split pins where one end is cut stroight. Do not drive the
pins further down below the beoring surfoce then the dislonce given in
the osembly drowing.

03.4..l.2 Outer oxiol bronze beoring

These bearings are retained by pins as above or in some cases floating.
When this bearing is used, the inner segmented axial bearing is fastened
with screws. Use Ioctite to secu-re the screws.

03.4.2 Cronk disc

The bearing pad on the inside of the crank disc is a guide for the yoke.
Check the bearings and replace if required.

Assembling according to the following order:

Ref. Fig 03-4

I eusn the blode discs into the hub.

p fitt up by means of a lifting tackle.
@ Support the disc while dismantling the lifting tackle
@ f osten the disc loosely with a dog plate as shown.

Notel The pin to be in olmost ottwords position.

03.4.3 Yoke

Ref Fig 3-3

The yoke (7) is shrunk onto the push-pull rod (parallel shaft) and held in
place with a large nut or by bolts.

03.4.3,'l Yoke secured by nut

To remove the yoke two SI(F oil injectors and a hydraulic press must be
used. The press should have sufficient stroke to drive out the rod in one
sweep from the half-way position.
The reason for this is that it is impossible to build up oil pressure with
the injector when the oil distributing groove in the yoke is clear of the
shaft. The rod must therefore be driven out on the oil already trapped
between the rod and the yoke. If the movement stops in this situation the
connection will bind.
To fit the yoke, heat the crank block (and if possible cool the shaft) to a
temperature difference of 225"C and slip the block onto the shaft.
Drive the nut home and wait until the joint is cooled down. Pump up
pressure with the oil injectors and drive the nut home until it stops.
Secure the nut.

wÁnrsu c.P. PRoPELT.ER 03-9

 03 Propeller PO3DA

a seal (42) is placed between the cover (2) and the shaft. In this case the
cover must be filled with grease before assembly.
il For the oil lubricoted hubs oil is supplied from the stern tube system via
the aft stern tube seal.

Note! When fitting the ott shott seol liner do not use ony form of seol between
the cover (2) ond the shott, or between the shott seol liner (15) ond the
shott.

f nf f plugs in the hub must be secured with Loctite 5771542.

p nenfVfnfEX Silicone Form-o-Gosket no. ó sealing compound or
similar (sücone type gasket) is preferably to be used between the shaft
seal liner (15) and hub cover (2).

Note! Remember to reploce zink onodes of the hub cop ond the stern tube
seol.

03. ó lnspection

I Cteon ond inspect all interna] parts careflrlly.

poy ottention to the seoling surfoce on the inboard end. of the
E
push-pull rod. Any scratches should be removed with the finest emery
cloth.
p Ueosure weor ond cleoronces (see chapter 03 section 03.7) and
replace as necessary.

03.ó..l Bolts ond threods

All bolts must be properly secured. Use washers where indicated in the
parts list. Special washers and seals are used under blade bolts. These
should always be renewed.
Bolts and threaded holes secured with Loctite should be cleared with tap
and üe, cleaned with solvent and air before a final cleaning with Loctite
accelerator. Use only the type of Loctite indicated.
Threads in stainless steel, both bolts and bores, must be inspected
carefully. Any deformations, dents orparticles are likelyto cause seizure"
Treat the threads liberally with antiseize paste as indicated.
Tighteniag values for bolts are given in the propeller hub assembly
drawing.

03-t 2 wAnTSIn C.P. PROPELLER

 PO3DA Propeller 03

are sefllred with Loctite. The cap should only be filled with 2-B litres of
oil for rust protection.
ITII¡TTIIII¡IIIIIIIITIITI¡'T¡IITIIITIIITIII¡IT
Do not fillup!
IITIII¡¡ITIITITTIIIIIITI¡IITIII!II¡IIT¡II¡IITI

03.4. 7 Pressure testing

Ref. Fig 03-1 .

After assembly, the entire unit should be pressure tested with air of
approximately 2 bar pressure. A temporary seal must be arranged
between the cover (2) and the shaft or between seal liner (15) and shaft.
Check for leaks with soapy water.

Notel Remember to remove lhe seol ofter testing. Free possoge of oil from stern
tube between seol liner, cover ond shott is required for lubricotion of hub.

Check the propeller hub for leakage at every docking with an oil pressure
corTesponüng to the normal level in the stern tube oil tank or higher.

03.5 Hub

Ref. Fig 03-1

The hub is attached to the shaft with frtted bolts. In order to remove the
hub from the shaft it is necessary first to dismantle the hub mechanism"
When attaching the hub to the shaft, observe the following:
g" sure to olign the morks ontheflangeandhub. Checkthelubri-
E
cation
oil bores through the shaft flange and into the hub.
p fne heods of the bolts should be on the inside of the hub.
-Check that one of the surfaces of
the hexagon faces toward the circular
recess which prevents the bolts from turning. Otherwise the bolts will
not enter properly.

E nppV ontiseize poste liberolly on the bolt shaft and threads"

Figt ten the flange bolts to the values provided on the assembly drawing"
and the cover (2). Fit the
@ tnspect the surfoce between the hub (1) (Permatex
o-ring seal. In addition apply sealing compound Silicone Fornt-
a-Gasket no. 6 or similar.) to the surfaces and fasten the cover. These
bolts are secured with Loctite. Use a torque wrench. See drawing
!tr For the greose lubricoted hubs

WÁNTSU C.P. PROPELLER

 03 Propeller PO3DA

03.7 .4 Weor

HUB ryPE PR&PL ó5/4 I PR7 4t4 r [PR04- PR82l4 r (PR4- PR90/4 r (PR4- PRr 00/4 r (PR4-
0e) il) 121 t3)
Sliding shoes, bore t5 t5 IB t8 IB
Sliding shoes, sides t5 t5 t8 t8 r8
Yoke beorinqs 35 35 35 40 40
Blode beoring oxiol 40 45 45 50 50
Blode beorinq rodiol 50 trtr 55 ó0 ó0

Blode weor from seol, mox. depth 0,50 mm

Bronze blode beoring (if fitted), min. thickness 9,38 mm
D,U, beoring strips, min. thickness, Should be reploced when 7O-8O"/" of the opprox, 2,.l5 mm
beoring sufoce is exposed bronze,

03.8 Repoir of propeller blodes

Repair of propeller blades should only be carried out after approval has
been obtained by the classification society in question.
Many classification societies issues their own manual for repair of
propellers. These should be followed where applicable.
Blades being damaged further than 1i3 of the lengths from the tip should
not be repaired.
It is in general recommended that larger damages are repaired at the
works in order to obtain the right shape.
A repaired blade must be controlled for shape, pitch and weight to
conform with the other blades on the propeller. r
For materials used consult the blade drawing. l--
Examples:
. DNV CLASSIFICATION NOTES:
. NOTE NO. 4.1 (OCT 1991). Guidance manual for inspection and
repair of bronze propellers
. NOTE NO. 4.2 (OCT 1991). Guidance manual for inspection and
..pui. of steel propellers
.

03-14 WANTSIN C.P. PROPELLER

 PO3DA Propeller 03

03.ó.2 Periodicol check ond mointenonce intervols

See chapter 02 section02.6. Adjust intervals according to e>rperience.

03.7 Mointenonce
03. 7. I Lubricotion
The propeller is lubric¿ted by oil from the sternhrbe. Lub. oil is entering
the hub between aft shaft seal liner and shaft, then throughbores in shaft
and hub flanges.

Nlote! Free posoge of oil from the shott seol liner ottoched to the hub, must be
ensured. There should be no seol between this liner ond the shott.

Lub. oil should be changed at least yearly or at each docking. A leakage

control shor-r-ld also be performed at each docking. The oil pressure should
at least correspond to a pressure level similar to normal oil level in the
sterntube tank.

03.7 .2 On specif icotion

For oil speciflrcation see the instruction for the sterntube seal used. In
general an engine oilwithdispergent additivesis recommended since this
will to some extent absorb water. Viscosity around 100 cSt. at 40'C. If
the sterntube requires an emulsiffing oil, this can be used.

03.7.3 Corrosion

The zinc anode on the hub should be replaced when 50 Vo is spent. It

should be regularly checked and replaced when necessary, even if it has
to be done by a diver.
TTTITII'ITIIITITT¡IIIIIITTTTTTITTIITIITI¡IIIII

::"i."J::'l::: jji::':1."::."::'."."."j':l::::T:::.rrrrrrr

At each docking zinc anodes at the sterntube seal must be replaced/con-

trolled according to seal manufacturers instructions.

WÁNTSU C.P. PROPELLER 03-r 3

 PO4BA OD-box / OD-shoft o4

04. OD-box / OD-shoft

04. r Generol description
Pilch servo system principle

---,/ /l

Fig 04-1 FP4M7A

Ref. Fig 04-2.

The servo valve (8 - 9) is positioned in a housing (OD-t¡ox) at the front of
the gear output shaft.
The valve is a four way sliriing valve with an open centre. The inner part
(valve guide (9)) is bolted to the gear shaft and rotates with the gear shaft
while the outer p¿rt (pitch control slide valve (8)) remains flixed except
for minimal axial movement.
The feedback rod (2) is connected to the pitch control valve (8) through
the levers (10 - 11), the control ryIinder (12), and the levers (14 - 15). The

WANTSU C.P. PROPELLER 04-r

 04 OD-box / OD-shoft PO4BA

lever (15) is fastened to the pitch control slide valve by the tink (22). By
adjusting the length of the control cylinder (12) the pitch can be set to
any desired level.
The control rylinder (12) is operated by an electrohydraulic system in
the pitch control u¡it (30). Manual operation of the pitch (31) is proüded
for and there is also a mechanical pitch indicator (32) on the unit. See
chapter 05.
In case of severe external shocks through the feedback mecha¡rism the
lower control lever (11) is frtted on a slip coupling (17) in order to protect
the feedback linkage.
The feedback rod (2) is connected to the servo piston (1) through a
concentric boring in the gear (and line) shaft(s). The rod serves as both
an oil supply pipe and feedback rod. The other oil connection is through
the shaft bore.
The servo ryIinder is located either at the gear output flange, in the shaft
Iine or in the propeller hub.

Notel When ossembling ond hondling the ports of the system it isvery importont
to keep ports clñn. Be sure thol oll plugs used to protect the ports during
tronspo¡'t ore removed.

o4-2 WÁNTSIN C.P. PROPELLER

 OD-box / OD-shoft

04.2 Fitting ond dismontling

04.2.1 Fitting the OD-box

OD-box ossembly

feedbock rod is normolly mode up of severol

ack rod (2) to the other oil pipe sections" Be sure
to turn the parts atl the way home and to lock the joint with Loctite 241.

@ nemove covers from the geor shoft and carefully clean the shaft
bore. Slip the feedback roÜpipe through the bore.
p t-uOricote the rod end. Fit the valve guide and bolt it to the shaft"
Cgott torque 100 Nm). Remember the seal (5) and washers.
(20) if it is used. The design
@ nttoch the flonge (21), and the seal
may vary slightly depending on type of gear.

Notel The shoft seol (20) is only used on instollotions with seporote oil systems
for propeller pitch servo ond geor lubricotion.

it the link (221lo the slide volve (B). Secure the bolts (Loctite).
@ f

WANTSU C.P. PROPELLER CI,4-3

 o4 OD-box / OD-shoft PO4BA

Note! The link musl be fitted lo ollow the port morked "P" on the volve to foce
the presure hose ond the "R" port to foce the return hose. ln cose this is
connected incorrectly the pitch will go to on end position ond stoy there
when the system is presurized, see Fig 04-3.

Slide volve connections

I'

l-
Fig 04-3

@ f it the slide volve with the link onto the volve guide (9). Due to
the fine tolerances it is recommended to heat the valve in an oil bath.

I(21).euiOe the housing (.l9) over the volve and attach it to the flange
Check that the O-ring is in place.
Fosten the link (22lto the lever (15).SecuretheboltswithLoctite.

@ fne beoring ossembly(l ó) ot the end of the telescope lever

(14,10) should nowbe slipped onto the feedbackrod (2) and fastened with
the ring nut and locking t¿b. Fit the bearing retainer and secure the 4
bolts.
Fit the covers and tape over the hose connections in the box to
prevent dirt getting into the housing.

Note! Further ossembly should not be corried out untilthe system is flushed. See
chopter 0ó.

I ntter flushing hos been corried out flrt the hose nipples to the
valve, attach hoses and bellows.

04-4 wÁnrSu C.P. PROPETLER

 PO4BA OD-box / OD-shoft o4

Note! lt is very importont to fit the hoses in such monner thot lhey do not put
stroin on the slide votve.

tr lf o seporote pitch servo oil system is used connect the return

oilpipe from the housing to tank. In this case a vent cap (23) must be
used on the valve housing. If tank level is above the housing there is an
ejector pump on the tank controlled by a float switch in the OD-box. See
chapter 04, section 04.5.

tr Connect the hoses to the control cylinder. The pipe going ou!
closest to the control cabinet door is to be connected to the bottom end
of the cylinder.

Notel Disconnect the bonjo fittings from the cylinder before tightening the ring
fitting of the bonjo to the hose. When refitting toke core not to overtightem
the l/8" threod in the cylinder. When loter disconnection for service is
required, disconnect of the hose - not of lhe cylinder.

Do not fit the indicotor coble until mox pitch trovel hcls been estoblished.
See chopier 05.

04.2.2 Dismontling the OD-box

Before dismantling it is recommended to set the pitch to full ahead. After

having drained the housing of oil, dismantle in opposite sequence of the
mounting procedure.
Further dismantling of the parts in the housing can be carried out as
follows:

04.2.2..l Potmeter with box

This has to be replaced as a unit. First set the pitch to fuII ahead position"
Drain the housing and open the cover opposite the gear box. Loosen the
set screw on the gearbox arm, üsconnect wiring, unscrew the 4 retaining
bolts and pull the unit right off.

04.2.2.2 Upper link shott

Take offthe retaining ring on the small end of the shaft. Loosen the set
screws on the split hub of the lever (15) and pull outer lever and shaft
straight out. Take care not to damage shaft seal with the key.

04.2.2.3 Lower link shott

This is also frtted with split hub and key in similar manner to the uppen
shaft. In adütion the potmeter feedback arm has to be loosened in order
to take out the shaft.

WÁNTSU C.P. PROPELLER CI'1

 o4 OD-box / OD-shoft PO4BA

When refitting it is important to fix the potmeter feedback lever hori-

zontally when the feedback rod is approdmately in mid position. Check
that the lever has free movement to max astern. End play of both shafts
should be roughly 2ll0 rrrrr;,,.

04.2.2.4 Slip clutch

See chapter 05, section 05.8.

04.3 Adjustments
Ref. Fig 04-2.

04.3.1 Upper lever

The stops on the upper lever is to be set at the stopper (26) to + l- 5,0 mm
from centre position of the valve.
Centre position can be established by press'urising the system with
disconnected propeller (not rotating).

04.3.2 Lower lever ond slip clutch

If the slip clutch get out of alignment, realign according to chapter 05,
section 05.8.

04.3.3 Mechonicol pitch indicotor

Fit the cable to the lower lever (11) in such a manner that maximurn
cable travel is used. For this pu-rpose there are 3 different points of '-
attachment to the lever.

o4-6 VVARTSILA C. P, PROPELLER

 PO4BA OD-box / OD-shoft o4

04.4 Feed-bock potmeter

Potensiometer box

Fig O4-4 FP4OO3A

Feed-back potentiometer is frtted in a gearbox with a backlash free step

up ge¿ü. The potentiometer has normally two tracks, one for pitch
inücation and one for feed-back to the remote control. For special
applications a three track potmeter is used. The potmeter complete with
pinion maybe replaced. The gearbox can otherwise onlybe replaced as a
unit.

04.4.1 Replocement of potentiometer

Note! Do not ottempt to reploce the potmeter in situ. Remove the complete
box on dexhonge the potmeter in o cleon ond well lit environment.

ln order to eliminote cleoronces, the georbox hos two wheels (7) en-
goged with the pinion. The wheels ore spring looded ond must be
disploced in relotion to eoch other when inserting the pinion. The
procedure below must be followed.

f Set the pitch to opprox. I OO % forword and. note the exact indi-
cator setting.

WÁNTSU C.P, PI?OPELLER a4-7

 OD-box i OD-shofl

@ switcn- off the servo pump, the control system and the control
pump (at the cabinet).
p open the covér (2) of the potmeterbox. Take anote of the cable
connections and meaflre the resistance of the potmeter if possible. Re-
move the cable.

@ Oroin open the door opposite the pot-

meterbox. p-otmeterbo*,ñ.ft (B). Do'not
loosenthe feed'backshaft. Hasthisbeendone
see chapter 04, sectionO4.2.

E 1o.ot9n
lhe 4-retoining bolts (8) and remove the potmeterbox to a
suitable place for further work.

@ oisconnect the cobles to the potmeter, loosen the screws and

clips (4) and remove the potmeter complete with pinion.

lJl ,witn y.our index finger in the opening (1 ) ) between beoring ptote
qnd housing you con feel the two wneéls ,

1z¡. They can also be seem.

through the bore (10¡. ¡4or" the two wheels one toothin relation to each -
other and hold them in this position while potmeter and pinion is put in
place. Be sure that the potmeter is flrlly centred in its sp€ot
before the
wheels are released"

[A]- fosten the potmeter with screws ond clips (4) and connect the
cabies to the terminal.

lql ffioch the potmeterbox ond linkoge. Measure the resistance of,
the potmeter and adjust to exacily same,ralrre as noted at point a. (If it
was not possible to measure the resistance of the old potmeter set to
approximately 300 ohms).

E. s.*ilgh on the control system. If nothing has been moved the

pitch indicator should read the same as at point 1. Stari the servo pump
and set to zetopitch. If the mechanical andLlectrical indicators diságreÉ,
adjust on the potmeter until both a e at zero. Fit the co'er o.r- trru
potmeterbox.

E lf necessory reodjust zero ond full pitch as described in instrue-

tions for Propulsion control and monitoring systems.

04-8
WARTSILA C.P" PROPELTER
 OD-box / OD-shoft

04.5 Floot switch

Floot switch

qtr-

Fig 04-5 FP4M4A

On installations with separate servo oil tank above the propeller shaft
line the servo valve housingis drainedby an ejector moulted onthe tank.
See chapter 06.
The ejeótor is controlled by a float switch mounted on the inside of the
cover-where the potmeterbox is fitted. It is cabled to a terminal box on
the outside of the same cover. To get access to the switch, open the OD-box
cover opposite the potmeterbox.
The switch maintains a certain level of oil in the housing'
The drainpipe shouldbemin 10 m.I.D. andconnectedto one ofthedrain
plugs on tfré housing. The ptug at the forward face of the senvo valve
housing should be ventilated.

04.6 Emergency operot¡on

--§ This instruction is not valid for your installation.

WÁNTSIN C.P. PROPELI-ER 04-9

 POSAA Pitch Control Unit 05

05. Pitch Control Unit

05. r Description
Controloil circuit

Fig 05-1 FP4O] OA

The remote control of the propeller pitch is electro-hydraulic. The electric

system has its own instructions, only the hydraulic circuit ls described
here. See also chapter 04. for details on the pitch power ser"vo.
As described in chapter 04, section 04.1 it is the control e.ykider (12)
which determines the propeller pitch. The eontrol rylinden ís in tur:r
operated by a hydraulic pump.

\-

WANTSIN C.P. PROPELLER 05-l

 05 Pitch Control Unit PO5AA

The pump (3) is driven by a step motor (2) , normally controlled from
the bridge. The direction of rotation and number of revolutions of the -
pump determines the propeller pitch.
The pump motor is ilisconnected by a pressure switch when the main
servo pumps are stopped.
The motor pump, a small oil t¿nk (1), a level alarm sensor (4) and a
hand-driven pump (5), together with a mechanical pitch indicator (6), "
and on some installations pressure gauges, are located in a cabinet, see
Fig 05-2.
The hand pump is connected parallel to the electric pump and can be
used when the current to the step motor is switched off" The switch (7)
is on the cabinet, near to the hand pump.
There are two electric circuits from the b to the pump motor. The
normal circuit is . The other circuit is an
on-offback-up control operated by a joy stick. The normal pitch limita-
tions are not in function when operating the back-up control.
The motor pump is frtted with relief valves(9) on the pump side of the
locking vatves(10)
A slip clutch frtted at the lower control lever of the OD-box will prevent
shocks being transmitted through the feedback mechanism.

o5.2 lnstollotion
Pitch control unit

Fig 05-2 FP4OI IA

05-2 wÁnrSIn C.P. PROPELLER

 POSAA Pitch Control Unit 05

The cabinet should be installed in a convenient position as close as

possible to the seryo valve. (Maximum pipe length 4.5 m.)
Be sure to provide suflicient space to operate the hand pump and
adequate clearances for the pitch indicating cable which is attached to
the door.

05.2.I Pitch indicoting coble

The cable is a standard Morse control cable type 33C. It can be supplied
in lengths of 1 foot increments.
Minimum bending radius is 0.5 m. Preferably a cable of shortest possible
Iength should be used. In case of excess length use as large radius as
possible for extra bends. Do not attach end of cable to OD-box until after
trials.

05.2.2 Piping to control cylinder

The pipes to the control rylinder should be maximum 4.5 m long and of
6 mm internal diameter (8x1 mm). They should preferably be in one
length only and rise continuously from cylinder to cabinet.
Flexible hoses should be used at both pump and ryIinder connections.
The pipes must be absolutely clean and maximum cleanliness must bc
observed when installing and frlling.
Longer pipes may be used if absolutely necessary. This will, however,
complicate venting of the system.

05.2.3 lnstruments
\,
The number of instrument will depend on the type of installation.
When a common system is used for servo and gear oil all the required
pressure gauges are generally frtted to the pitch control unit.
If a separate tank (pump unit) is used only the servo oil pressure gauge
is fitted to the pitch control unit.
Pipe ümensions to the instruments shouldbe 8 x 1 mm. (Pressure garlge
couplings for this are proüded.) The pipes must be installed properly to
avoid übrations and forces being transmitted to the instniments.

05.3 Oil specificotion (c Of O,oC, ¿,(N ro{tts - ,t-E

A good quality hydraulic oil of ISO VG10 to 15 should be used. In hot
climates or with perrnanently heated engine rooms, where the tempera-
ture never falls below 20"C,VG 32 may be used.

WANTSIN C.P. PROPELLER

 05 Pitch Control Unit PO5AA

Utmost cleanliness must be exercised when filling and installing.

Renew oil and clean the system at least every third year.

05.4 Venting the system

FiIl the tank and open the two vent cocks under this.
Operate both pumps in both directions. On the hand pump there is a
flrllingplug on the outside. Open this and release any air being trapped"
When the pumps are filled and completely free of air, vent the ryIinder
and piping as follows:

I nemove cylinder from control ¿rrms

p nemove ony slops that are fitted to the piston rod
@ HotO the cylinder with o f the hose connections up. Force \.-,,
the piston rod home until it bottoms
Turn the cylinder oround and repeat in the other direction
p nepeot 3. ond 4. until all air is e><pelled
@ netit stop(s) to the rod ond fit the cylinder, (Do not reÍit stops on
a new installation - they must be adjusted after trial.)

f Ctose the two vent cocks

Notel Both vent cocks must olwoys be closed except when ocfuolly venting
the system. lt is extremely importontthotolloir is erpelled from teh system.

Do not operote propulsion control system unles moin seruo oil pump is
running ond do not use force when operoting hond-pump (no hondle
should be fitted).

05-4 wAnrSIn C.P. PROPELTER

 PO5AA Pitch Control Unit 05

05.5 Adiustment ond commissioning

Slip clutch

\..

\T__---l

Fig 05-3 tP4012A

After trial (or major repairs), when the pitch limits and zero pitch has
been determined, the following adjustments must be done to control
cylinder and mechanical pitch indicator.

05.5..l Conlrol cylinder

To adjust control rylinder maximum stops and to align lower control lever
and the slip clutch hub. Proceed as follows (see Fig 05-3):

I Stort the servo (lub. oil) stond-by pump ond set the pitch to 100
% fonryord. With the pump running lock the upper control lever in its
position with the limitingbolts.
p Switcn off the stond-by pump. Check that the L}O Vo pitch posi-
tion is maintained. Open the lower timiting screw 4 - 5 turns
@ furn the hondwheel of the monuol pitch control and force the
Iower control lever on the oD-box to slip until the control cylinder
bottoms in full forward position

@ fr4ote o distinct olignment mork between the arm (1) and the slip
elutch hub (2)

WÁnISu c.P. PRoPELLER 05-5

 Pitch Control Unit

@.noiu¡t the length of the stop ot the free end of the piston rod
to give firll astern pitch + 1.S to2.5mm extra stroke
l3 neset the upper control orm limiting bolts to a gap of +l- 5 mm
from centre position of the valve

Note! Check thol the lever octuolly stops ot the set screws ond NOT internolly
in the mechonism.

fthat operote the pitch with the normol remote control and check
10 pitch is reached in both directions. Also check that the stepping
0 vo
motor of the control pump stops at 100 Vo pitrh

Note! The motor.pump in the pitch control unit should not be running otter mox.
pitch hos been reoched when operoting the normol remotácontrols.

In this case the electric stops and the mechanical stops on the control
cylinder are set too close to each other. Similarly, ú at firll pitch in
emergency operation the servo oil safeby valve blows, or the p.essure
rises sharply the mechanical stops on the control cylinder are set too close
to the maximum travel of the main seryo.

05,5.2 Mechonicol pitch indicotor

Use the available fixing positions at both cable ends to ensure that
maximum cable stroke is used and that the curvature is smooth.
Set zero pitch and mark maximum ahead and astern pitch on the scale.

05.ó Control unit

This instruction is not valid for your installation.

05-ó wÁnrsu C.P. PRoPELLER

 POSAA Pitch Control Unit 05

05.7 Molfunctions

I Unstoble pitch - imprecice pitch setting Air in the system. Vent os described in chopter
05, section 05,4.
Too lorge cleoronces in the mechonicol feed-
bock linkoge due to weor or loose connections.

2 Servo pressure is not sufficient to chonge pitch Limiting stop screws on upper control orm set
too close,
System relief volve set too low,
Excessive weor of servo volve,
Pitch mechonism or propeller blode stuck,

J Pitch setting drifts - or constont corrections in Leoking vent cock(s).

one direction, Check by switching to Leoking cylinder.
Ámór^óñ^\r nanfrnl lf iha ¡lriff ctanc it ic ¡nl rear{
by electric foult. lf it continues it moy be: Externol leokoqe,
Leoking lock. volves (either on hond-pump or
motor pump) see chopter 05, section 05,8.

4 Mox, oheod (or ostern) pitch con not be Lower control lever slipped in hub, lf this is the
obtoined cose electric ond mechonic pitch indicotor will
not correspond (the electric indicotor is correct).
Reolign, see chopter 05, section 05,8,

Note! On instollotions with only electric pumps fo rthe moin servo o block out
will couse o slow drift of pitch - usuolly ostern. lf electric supply is not
re-estobl¡shed fost enough the sofety clutch will slip ond ¡t is usuolly not
poss¡ble to obtoin full oheod pitch untilthe clutch hos been reoligned.

5. I Continuously running motor pump ot full pitch I Electric pitch limiters set too high,

05" 8 Mointenonce ond repo¡r

It is recommended that oil is changed after maximum 3 to 4 years of
operation.
Occasionally the mechanical pitch indicator cable and linkage sh.or¡ld be
given a drop of oil.
Required adjustments are performed by the factory representative at
commissioning and described under chapter 05, section 05.5.
Other adjustments are set by the factory and should not be touched. This
includes the safety valves in the motor pump which are set to 8,5 bar.

WÁNTSIN C.P. PROPELLER 05-7

 05 Pitch Control Unit POSAA

The following information should be read carefully and kept in mind: .-

05.8..l Hond pump

The hand pump has no safety valves and for that reason it shou-ld be
operatedWITHOUT USING EXCESSIVE FORCE. It is the main servo
pump capacity which determines the maximum rate of pitch change.

Note! Do not operote hond pump unless servo oil pump is in operotion, except
when it is required to reolign the slip clutch.

05.8.2 Slip clutch

The slip clutch can come out of alignment due to shock through the
mechanical feed-back, black out of electric main servo pumps or üolent
use of the hand pump.
, To realign proceed as follows:

I Set pitch to zero or slightly ostern and switch off the main servo
pumps.
p Witn the hond pump, force the lower control lever towords
oheod position until the position marks between lever and slip clutch
hub are aligned.

@ Stott the servo pump and check that zero pitch position is correct.

05.8.3 Dismontling the slip clutch

I toosen the set screw, see Fig O5-3 (4), of the foce of the clutch" -
With a face wrench unscrew the adjusting nut (2). Remove arm complete
with disc springs and friction discs.
@ Cteon oll ports thot ore being reused in olcohol. This includes
the face of the hub left on the shaft.

@ netit ond tighten odjusting nut to value given in the assembly

drawing.

05.8.4 Moximum pitch stops

These are provided by mechanical stops in the control cylinder. Ahead

stop is usually at the end position of the control cylinder piston. Astern
stop is by a sieeve on the free piston rod. The stops are normally set at
shiptrials-=.-v.

05-8 WANTSIN C,P. PROPELLER

 PO5AA Pitch Control Unit 05

Nolel electronic stops in the control circuit must olwoys be set below these
The
mechonicol stops. Otherwise the electric pump will run continuously
ogoinst the sofety volves.

In stand-by or manual operation only the mechanical stops will limit

pitch.

05.8.5 Lock volves

Lock valves are manifolded to the end ofboth pumps. These prevent drift
of the control cylinder and isolates the two pumps from each other.
The valves may be üsmantled and cleaned if required provided the
following is observed:
o Hand pump valve and motor pump valves are not interchangeable.
. When removing the valve assembly be careful not to loose the
O-rings between assembly and pump body.
. Dismantle and clean the assembly. DO NOT MIX BALLS, BALL-
SEATS AND PLUGS FROM THE DIFFERENT SIDES OF THE
VALVE BLOCK.
o When tightening the fittings into the pump set, the lock valve
MUST BE HELD SECURELY WITH A WRENCH to prevent it
from twisting out of alignment.

05.9 Bock-up operotion

05.9..l Bock-up operotion from bridge

Engage the back-up switch and use the ahead and astern push button
(joy stick) control. This is a simple on-offoperation of the motor driven
pump. In this mode, electrical supply to the motor is frorn a separate
emergency circuit.

Bridge personnelshould fomiliorise themselves with procedure ond "feel"

of bock-up operotion.

05.9.2 Monuol operotion from pitch control unit

When the control motor pump switch on the pitch control unit is switched
off, manual setting of pitch can be done with the hand pump"

WÁNTSIN C.P. PROPELLER 05-9

 05 Pitch Control Unit POSAA

r r r r r r r r r ¡ r r ! r r r r r r r r ¡ r r r r r r ¡ r r r r r r r r r I r ¡ r r r at -
Turn the wheel slowly ond do not use force!
IITITIIIIIIII¡IITII¡ITII¡ITTIIIITIIT¡ITTITT'!X

Note! \Mhen in bock-up or monuol operotion pitch is limited only by the stops
in the moin servo cylinder. Be coreful not to overlood the system.

05.1 0 Emergency pitch operotion

This instruction is not valid for your installation"
I

05-10 WARTSILA C.P. PROPELLER

 POóBA Oil Circuit 0ó

0ó. O¡l Circuit

0ó. r Description
Tonk unit

\2t ?¡

i',//
tll
oüo
i(

I
i'tc ó)

Fig 0ó-l

The hydraulic power system for the propeller seryo is made up of tank,
two identical electric pump units (1), filters (4), cooler (22) artdnecessary
valves and instruments.
All components are mounted on the tank top. The connections between
tank and servo valve (OD-box) are servo pressure (14) and return (16)
pipes and the &ain pipe (8).
The servo system is a constant volume system, i:e the full capacity of the
pump circulates through the servo valve at all tirnes. The pressure
adjusts automatically to whatever level is required to hold or to adjust
the pitch.
From the pump oil flows to the high pressure filter (4) a¡d non return
valve (5) through the combination valve block to the servo valve high

WÁnISIn C.P. PRoPELLER 0ó-r

 0ó Oil Circuit POóBA

pressure port. A pressure gauge in the line reads seryo pressure. This is
the same as pump supply pressure.
The return from the servo valve goes back to the return pressure valve
(11) which, together with the safety valve (L2), arc frtted in the combi-
nation va]ve.

Circuit diogrom

PRESSURE AI-ARM AND MONIIORING PANEL

I
I

I
I

I
tC
Y
I

ol

.-
PITCH ACTUATOR

TJ
CABINET -
r{

tts
do-
§

Fig 0ó-2 FP4I O4A

From the return line is taken out oil to an ejector pump (7) which drains
the OD-box housing in case the tank is frtted above shaft level. The ejector
is controlled by a solenoid(9) connected to a float switch in the OD-box.
The cooler (22) ar;ld a thermostat (6) are fitted parallel to the drain pipe.
A throttle valve (10) between the combination valve and tank diverts
part of the total flow to the cooler.

a6-2 wÁnrSu C.P. PROPELLER

I PoóBÁ

0ó. Oil Circuit

0ó. r Description
Tonk unit

14.'¡

I II
12)

:¡

Fig 0ó-'l FP4 I O3A

The hydraulic power system for the propeller seryo is made up of tank,
two identical electric pump units (1), fijters (4), cooler (22) md,necessary
valves and instruments.
A1I components are mounted on
-the t¿nk top. The connections betwee¡i
t¿nk and servo valve (OD-box) are servo pressure (14) and return (16)
pipes and the drain pipe (8).
The servo system is a consta¡rt volume system, i:o the fuIl capacity of the
pgTp circulates through the servo valve at all tirn-eis. The preszure
adjusts automatically to whatever level is required to hold or [o adjust
the pitch.
From the pump oil flows to the high pressure filter (4) and non return
valve (5) through the combination valve block to the seryo valve high

WÁnrsln c.P. PRoPELLER 0ó-t

 -l
I nooan oil Circuit oo

0ó. O¡l Circuit

0ó. r Description
Tonk unit

(r)
\

-.\

14 't

-\
(zz t ró)

Fig 0ó-1 FP4 ] O3A

The hydraulic power qystem for the propeller servo is made up of tank,
two identical electric pump units (1), filters (4), cooler (22) mdnecessa-ry
valves a¡d instruments.
AII components are mounted on the tank top. The connections betweeri
ta¡k and servo valve (OD-box) are servo pressure (14) and return (16)
pipes and the &ain pipe (8).
The servo system is a constant volume system, i:e, the fulI capacity of the
pump circulates through the servo valve at all tim-ris. The pressure
adjusts automatically to whatever level is required to hold or to adjust
the pitch.
From the pump oil flows to the high pressure filter (4) and non return
valve (5) through the combination valve block to the servo valve high

WÁNTSU C.P. PROPELLER 0ó-t

 gauge in the line reads
servo pressure. This is
r th" **p;:iü:es back to the return pressure valve
'iáfl ruru" rrzj, ilnitd in rhe combi_
wit¡, tr,"
$1l"XT*":ogether

Circuit diogrom

PRESSURE A-ARM AND MONITORING PA^IEL

[.trstl

¡t)

ti¡
i PITCH ACTUATOR
I

I
CAEINEI
rñi
T,
I
I

Fig 06-2 rk th/ )e.ñ¡uc p«i,IE

\l* Srp* r .."1r..^t¿
'P{(eX 2".6 -\o.X
. §t
-
From the return Ii torpump (7) which drains
I the OD-boxhousin
rs controlled by
The cooler (22)
, A throtfle valve (
part of the total flow to the
cooler.

-s-
o6-2
WÁnrsILq C. P. PRoPELLER
 POóBA Oil Circuit 0ó

- 06.2 Pumps

The hydraulic systerh is equipped with two identical pump units. Differ-
ent makes and sizes are used depending on the capacity required.
One pump of the pumps are connected as the main pump. The other is a
stand-by pump with automatic start, in case of failure of the main pump.
To get even wear on the pump units switch main and stand-by pumps
regularly.
Capacity and maximum pressure is given in chapter 01.
For servicing is referred to manufacturers instructions.

Note! The presure sensors for outomotic stort of stond-by pump, seruo pressure
olorm (ond outomotic shut otf of control pump if present) ore connected
to both pumps by o shuttle volve.

0ó.3 High pressure filler

The installation has two singte filters frtted í"uA of the non-return
valves.
Paper cartridges are flrtted and these should be reñewed when the hand
in the indicator approaches the red freld with normal oil temperatures"

Note! The poper cortridge must be renewed ond under no circumstonces

should ony cleoning be ottempted. Therefore, olwoys keep on ode-
quote supply of spore cortridges onboord.

06.4 Combinotion volve

Combinotion volve

This valve contains safety valve (12) and the servo return pressure valve
(11).

wAnrsIü c.P. PROPELLER 0ó-3

 0ó Oil Circuit POéBA

06.4.1 Adjusting the volves

The valves are to be adjusted when the oil is warm and with only one of
the pumps rmning.

12')

'tz I --R sT u t N§
§E(v¡
vALVt

- to )

Fig 0ó-3 FP4I I IA

f nO¡ust the servo return volve to 4.0 bar.

@ Witn pitch setting well within normol operoting ronge, check
that the upper control lever on the servo valve housing (OD-box), Fig
04-1 (14), has a free travel of +l- 5 mm from its centred position.
p Oisconnect the control cylinder, Fig 04-1 (12) at one of the ends
and move the top lever (14) to one of the stops.

E Adjust sofety volve pressure to the value given in chapter 01.

tr Move lever to the other stop andcheckthatthesafetyvalveblows
when the servo has moved to'r,he other extreme"

@ neconnect the control cylinder.

If the safety valve fails to blow in one or both ends (required pressure is
not reached), adjust the arm stop until pressure is reached.

Note! The lever movement should slop of the odjustoble screws not inside the
OD-box.

06-4 WARTSILA C.P" PROPEttER

 POóBA Oil Circuit oó

0ó.5 Cooler
When the oil has reached normal operation temperature check the
pressure before the oil cooler.
This should not exceed 1 bar. It is reduced by adjusting the by-pass
throttle (10) fixed between combination valve and tank. See Fig 06-3.

0é.ó Venting the system

After installation or major repairs the system must be properly flushed
and vented.

f fiU the system with worm oil. Disconnect the flexible hoses from
supply and return to the servo valve (OD-box) and connect these with a
by-pass. (Use the spare hose and unions supplied.)
pump a¡d flush the system for 2 - 6 hours"
Stort the stond-by

§ Oisconnect, plug ond store the spore hose. Connect supply and
return hoses to the servo valve.

@ Stort the stond-by pump ogoin andoperatepitchfromfuIlastern

to fulIahead 10 - 20 times.
p Cneck ond reploce filter elements if necessary.
@ Set the volves as described under chapter 06, section 06.4"

Note! Be especiolly owore thot the pressure ond return hoses must be con-
nected to the proper possoge on the servo slide volve.

If improperly connected the servo piston will go to an arbitrary end

position and the friction coupling on the lower feedback link may slip.
The pressure connection on the valve is marked P and the return R. See
Fig 04-3 for identifrcation. The servo slide valve may be turned 180'"

06.7 Droin pump

The tank is normally above the propeller shaft" An gjector is frtted to drain
the servo valve housing(OD-box). The ejector is nof,present if the housing
can be drained by graüty.
The ejector (7) will cause air to be drawn into the system if running
continuously. It is therefore controlled by a solenoid valve (9) operated
by a float switch in the seryo valve housing (OD-box).
Overflow from the servo valve housing can ocfllr if the solenoid fails to
open.
Solenoid and ejector are fitted to the top of the oil tank"

wÁnrSIn C.P. PROPELLER 0é-5

 0ó Oil Circuit POóBA

0ó.8 Oil specificotion

The servo system can use any high quality oil that is used in the reduction
gea.r or the engines.
A good quality hydraulic oil can also be used"
The viscosity should be ISO VG 100 or, under very cold conditions, ISO
VG 68. See also chapter 02.

0ó.9 Alorms ond controls

The alarm and control pressure sensors for the pitch serso system
monitors the pump supply pressure (main zupply) on the IIP side and -
are connected to the shuttle valve (2).

0ó.9..l Alorms

l)Low supply oil pressure

2)HiSh supply oil pressure (optional)
4)Low control oil level (see 5Xnot adjustableXnot used if pitch control
unit is supplied by oil from main HP circuit)
5)IlP-fiIter pressure drop (factory set)

0ó,9.2 Controls

10) Automatic start stand-by pump v

1 1) Control pump cut out (see 5Xnot used if pitch control ünit is zupplied
by oil from main tIP circuit)
13) Automatic stop stand by pump (if frtted)

06.9.2..l lnitiol set points:

1) 3 bar (falling) below sequence valve (13) pressure setting"
10) 6 bar (falling) below sequence valve (13) pressure setting.
11) 4 bar (falling)(if frtted)
, 2) 0 to 5 bar (rising) below safety valve (12) pressure setting.
13) Set to 3 bar above 1 (rising)
Time delay for all sensors ca¡r be initially set to 5 seconds.

After trial the levels should be adjusted so that the sensors do not trip at
normal manoeuwing or when the clutch is operated. The time delays are
introduced to prevent triggering by pressure surges and they should be
as short as possible. Max. time delay for the autostart function is 10 sec,
\-
When the final levels are set they should be noted down in chapter 01. -

0ó-ó WÁNTSIN C.P. PROPELLER

 POóBA Oil Circuil 0ó

0é.9.3 Georbox Alorms ond Controls

Alarm and control sensors for clutch and lub. oil pressures, lub. oil and
bearing temperatures and oil level. See gearbox instructions.

WÁNTSIN C.P. PROPELLER

OT.Shoft Flonge Coupling ond Servo Cylindel,,
CPG
ReM¡tR( {t
07.1 Generol description
Shoft f longe coupling/servo cylinder

At{ r AST
{--& (
_>

Fig 07-1
.l
¡

The piston (12) of the servo cylinder is connected to the blade tunring
mechanism of the propeller hub by the push-pull rod (l4Xconnecting
rod) through the t¿ilshaft. A stroke limiter (18) is inüvidually adap[ed
to each installation.
The piston is also connected to an oil supply pipe (17) which transmits
the piston movement, through the shaft iine, to the OD-bolshaft.
The servo cylinder is part of an extended shaft flange coupling. The piston
(12) is bolted directly to the push-pull rod nut (13). The push-pull rod (14)
is running in double seals fitted in a separate cover (15) bolted to the shaft
end. The space between the seals is vented to prevent mixing of stern
tube oil and gear/servo oil.
There is an o-ring seal (4) between the mating shaft flanges.
The shaft flange coupling is frtted by the SKF oil injection method. A
parallel shaft with a conical sleeve (2) is used to permit the coupling (1)

WÁNTSIN C.P. PROPELLER 07-I

 o7 Shoft Flonge Coupling POTCA

to be pulled back on the shaft, in order to get access to the connections

between push-pull rod, piston and feed-back pipe.

A ring nut (3) with a hydraulic piston is used to jack the couplingup the
sleeve. The same hydraulic nut is used to retard the coupling when
remoüng. Bothjackingup and removinghas to be done in several stages
because of the limit€dpiston stroke.
On installations with intermediate shaft a¡r additional flange coupling
may be frtted.
Normally this will have a joint in the feed-back pipe inside. The same
instruction for installation applies.

07.2 Mounting ond dismounting the eCIupl;ng cs-

sembly
lnslollotioñ of coupling

Fig 07-2 FP35Céá

The required injectors (9) and the pump (11) are normally zupplied in a
kit with the coupling.
It is recommended to have perrnanent lifting eyes above the coupling"

07-2 WARTSILA C.P. PROPETI.ER