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Maintenance And: Operation Manual For CP Propeller Type KH

This document provides instructions for receiving, handling, and storing a ZF Marine propulsion system. Upon receipt, carefully inspect all items for damage or missing parts. Notify ZF Marine of any issues. Store equipment in a covered area to prevent mechanical damage or corrosion until installation. Check all items against the packing list. Contact ZF Marine if any parts are missing.

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100% found this document useful (2 votes)

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Maintenance And: Operation Manual For CP Propeller Type KH

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Project:

GALATA KH 1200
CPP Number CPP00154
Shipyard Selah
NB 51
KH Size KH1200
Order Number AL06041

Maintenance and
Operation Manual for
CP Propeller type KH
Date
AfterMaintenance
Receipt of Equipment
and
Operation Manual
Section 1 Page 1 of 3

Maintenance and Operation Manual

Purpose of this manual:

The following manual contains the information required for installers and users of ZF Ma-
rine Propulsion System’s equipment. Users may include ship’s staff, shipping company
superintendents, land based support staff, shipbuilders and dry-dock supervisory staff.
This manual is intended to provide the information necessary for the safe installation,
onboard operation and routine ship’s maintenance. The manual also contains spare parts
ordering information.
It is appreciated by ZF Marine Propulsion Systems that regional laws, insurance provi-
sions, shipping company standards and shipyard regulations as well as ship’s design spe-
cific considerations, etc, may result in the necessity to modify, or change the technology,
practices and procedures described herein. Please be advised, however, that any modi-
fication, or change of technology, practices and/or procedures may invalidate the manu-
facturer warranty, unless prior written agreement has been received, from ZF Marine.

Instructions within this manual include specific symbols to be carefully observed:

: danger to life and limb

: danger to product and/or overall plant

: danger to other aspects

: attention to notes

ZF Padova S.p.A.
Via Penghe, 48 – I-35030 Caselle di Selvazzano (PD) – ITALY 3
Tel. +39-049 8299-311 – Fax +39-049 8299-550 – www.ZF-Marine.com
Date

Maintenance and
Operation Manual

Limitations of liability: end user, customer and

manufacturer responsibility:

Installation and Operation of the equipment, including unauthorized modifications, out-

side the parameters described in this manual, may result in irreparable damage to, and/or
malfunction of the equipment. Such actions may result in invalidation and rejection of
existing warranty and any warranty claims, solely at the manufacturers discretion.
Installation, maintenance and/or modification work shall only be performed by certified
ZF Marine service engineers or ZF Marine qualified service facilities. Please refer to the
ZF Marine service organizations listed at the front of this manual or visit the Support Sec-
tion of our web site at www.ZF-Marine.com

NOTE RELATING TO REPAIR WORK:

Due to continuing development of our products, manufacturing technology and proce-

dures future repair work may require the application of work practices, test or adjustment
data that are not covered by this manual at the time of issue. We therefore recommend
that repair work carried out on your ZF product is performed only by skilled technicians
who have undergone practical and theoretical skills training. ZF training includes re-
fresher and assessment courses, and are conducted at approved ZF training centers.
The ZF group has installed a network of fully staffed Sales and Service Organization Cen-
ters, (SSO’s), at strategic locations throughout the world so that our customers receive
field support close to their geographical location. Repair work carried out at ZF SSO’s will
be guaranteed in accordance with the prevailing contractual conditions.

NOTE RELATING TO DAMAGE:

Damages resulting from work performed by non-ZF personnel and which is deemed
by ZF to have been conducted in an improper manner are, in their entirety, excluded
from the ZF contractual guarantee. This includes all follow-up remedial work, the
costs thereof, consequential damages such as loss of vessel operational time and any
other associated loss of revenue including any and all third party liabilities.

ZF Padova S.p.A.
Via Penghe, 48
I-35030 Caselle di Selvazzano (PD)
ITALY
Tel. +39-049 8299-311
Fax +39-049 8299-550
www.ZF-Marine.com

ZF Padova S.p.A.
4 Via Penghe, 48 – I-35030 Caselle di Selvazzano (PD) – ITALY
Tel. +39-049 8299-311 – Fax +39-049 8299-550 – www.ZF-Marine.com
Info
Date

Index

The manual consists of 16 sections as follows:

Purpose of manual
After sales support
Limitations of liability
Section 1 After receipt of equipment Pag. 9
Section 2 Concept of the KH type CP propeller Pag. 17
Section 3 Main Data Pag. 25
Section 4 Propeller hub type KH Pag. 31
Section 5 OD box type ODT Pag. 39
Section 6 Shaft line Pag. 47
Section 7 Hydraulic System Pag. 57
Section 8 Remote Control System Pag. 65
Section 9 Installation description Pag. 71
Section 10 Setting the system to work and maintenance procedures Pag. 107
Section 11 Commissioning Pag. 117
Section 12 Appendices Pag. 133
Section 13 Drawings Pag. 137

ZF Padova S.p.A.
Via Penghe, 48 – I-35030 Caselle di Selvazzano (PD) – ITALY 7
Tel. +39-049 8299-311 – Fax +39-049 8299-550 – www.ZF-Marine.com
Date

Remarks
_________________________________________________________________________________________________

_________________________________________________________________________________________________

ZF Padova S.p.A.
8 Via Penghe, 48 – I-35030 Caselle di Selvazzano (PD) – ITALY
Tel. +39-049 8299-311 – Fax +39-049 8299-550 – www.ZF-Marine.com
Section 1
Date
After Receipt of Equipment
Section 1

After Receipt of Equipment:

Handling and Storage.

1.1 GENERAL:
The material has been shipped in good condition, protected against mechanical damage
and corrosion by appropriate packaging. The consignee/shipyard shall inspect the mate-
rial upon delivery and make sure that all items have been delivered as shown on the trans-
port documents no item has suffered any damage during transportation and handling all
parts are free of corrosion.

ZF Padova S.p.A.
Via Penghe, 48 – I-35030 Caselle di Selvazzano (PD) – ITALY 11
Tel. +39-049 8299-311 – Fax +39-049 8299-550 – www.ZF-Marine.com
Date
After Receipt of Equipment
Section 1

1.2 UPON RECEIPT OF THE GOODS:

NOTE:

All shipping crates and packages must immediately undergo an inspection for external
damage. If any damage is noticed, the damaged locations must be photographed and
together with a notification letter sent to the ZF Marine contract administration depart-
ment.

Please note that failure to do so promptly may invalidate or delay any insurance claims
filed on behalf of either shipyard and/or ZF Marine and shall absolve ZF Marine of any
responsibility for damages that might be found during the installation process.

After unpacking of the equipment, the scope of supply shall be carefully checked against
the packing list and the technical specification of the propeller system. Please contact
the ZF Marine contract administration department in the event that any part(s) are miss-
ing for a speedy replacement.

Once the consignee/shipyard has accepted the delivery of the goods, the consignee/
shipyard is responsible for ensuring that the goods are stored in a covered storage site to
prevent mechanical damage to and/or corrosion of the goods. No dirt, dust, humidity or
any other matter shall be allowed to penetrate into the mechanical devices and/or electric
or electronic components.

ZF Padova S.p.A.
12 Via Penghe, 48 – I-35030 Caselle di Selvazzano (PD) – ITALY
Tel. +39-049 8299-311 – Fax +39-049 8299-550 – www.ZF-Marine.com
Date
After Receipt of Equipment
Section 1

1.3 SHAFTING:
To avoid corrosion to the shafts prior to their installation, the instructions for storing all
shafting and for keeping them free of corrosion and rust shall be carefully observed. As
a reminder to shipyard personnel, multiple notices have been attached to every shaft.
Please refer to the example shown below for such notification.
After installation on board of the shaft(s) they must be protected from moisture, welding
sparks, grit and dirt. Open areas between bearings must be protected by Tectyl or an
equally suitable preservation product, and undergo monthly inspections for corrosion or
other damage.

FOLLOWING INSTRUCTIONS MUST BE ADHERED TO!

CUSTOMER IS RESPONSIBLE FOR STORAGE/ PROTECTION.

ALL SHAFTS MUST BE UNPACKED UPON RECEIPT

THE SHAFTS HAVE BEEN TREATED WTH CORROSION PROTECTION FOR TRANSPORTATION ONLY.

CORROSION PROTECTION MUST IMMEDIATELY BE RENEWED.

CORROSION PROTECTION MUST BE RENEWED AT MONTHLY INTERVALS.

MINOR CORROSION SPOTS MUST BE POLISHED AND NEW PROTECTIOIN APPLIED.

SHAFTS MUST BE STORED IN A COVERED AREA, PROTECTED FROM THE ELEMENTS, DIRT AND
DUST AND THE SPACE MUST BE WELL VENTILATED.

THE HOLLOW BORE IN THE SHAFT CONTAINS OIL TUBE(S). IT HAS BEEN TREATED AND IS PRO-
TECTED BY PLACTIC COVERS. AFTER RECEIPT OF THE EQUIPMENT INSPECT THAT THE PLASTIC
COVERS ARE PRESENT AND UNDAMAGED.

Figure 1A: Conservation instructions for shafting.

ZF Padova S.p.A.
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Tel. +39-049 8299-311 – Fax +39-049 8299-550 – www.ZF-Marine.com
Date
After Receipt of Equipment
Section 1

1.4 HYDRAULIC MACHINERY:

Hydraulic devices (pumps, servos, valves, etc.) have been tested before delivery. There-
fore, they benefit from a natural internal oil film protection. However, this protection will
last no more than 3 months in a dry and sheltered environment. If the hydraulic units have
been stored for more than 3 months, they will have to be run under no-load conditions,
with fresh oil, to flush the entire system before the actual start-up. Oil and oil filter will
then be changed before start-up! Please refer to section 13 for details.

NOTE:

If the hydraulic machinery is laid up for an extended period of more than 1 month, an
anti-corrosion compound should be added to the tank oil. A suitable product may be Rust
Veto Concentrate by E.F.Hougton & Co. of Philadelphia, USA, (or equivalent additive).
The system must be run without load for some length of time, sufficient to circulate the
added oil through the entire system.

ZF Padova S.p.A.
14 Via Penghe, 48 – I-35030 Caselle di Selvazzano (PD) – ITALY
Tel. +39-049 8299-311 – Fax +39-049 8299-550 – www.ZF-Marine.com
Date
After Receipt of Equipment
Section 1

1.5 REMOTE CONTROL SYSTEM:

1.5.1 Storage:
The electronic control system must be stored in a dry area which is kept at uniform tem-
perature in order to avoid moisture and condensation. It must be well protected against
damage, dust and dirt.
Warehouse personnel must be informed that it is important to protect the equipment in a
proper manner. If the equipment is stored for more than 3 months, the oxidation inhibi-
tors must be renewed.

1.5.2 Fitting-out period:

When the electronic control components are installed, they must remain, to the greatest de-
gree possible, electrically disconnected. This includes the removal of fuses, disconnection of
PC boards, terminal strips and cable connections. Please also refer to section 9.

IMPORTANT NOTE:

Final hook-up of the cables must take place as late as possible and absolutely after all
welding on board has been completed.
All installed cubicles must be tight (doors closed, flanges mounted) in order to prevent
moisture and dust ingress.
If any painting or other work takes place near the cubicles they must be protected from
paint spray and mechanical damage.

ZF Padova S.p.A.
Via Penghe, 48 – I-35030 Caselle di Selvazzano (PD) – ITALY 15
Tel. +39-049 8299-311 – Fax +39-049 8299-550 – www.ZF-Marine.com
Date

Remarks
_________________________________________________________________________________________________

_________________________________________________________________________________________________

ZF Padova S.p.A.
16 Via Penghe, 48 – I-35030 Caselle di Selvazzano (PD) – ITALY
Tel. +39-049 8299-311 – Fax +39-049 8299-550 – www.ZF-Marine.com
Section 2
Concept of the ZF Marine Date

KH-Type CP Propellers
Section 2

Concept of the ZF Marine KH-Type CP Propellers:

Description of General Principles of the Mechanism.

2.1 GENERAL:
Controllable Pitch Propellers are propellers with a built-in actuating mechanism enabling
each propeller blade to move around its own axis. This is the so-called spindle axis and is
situated perpendicular to the propeller shaft.
The actuating mechanism is located inside the hub, between the propeller blades. It
consists of a steel block with 4 integral pins (the yoke). A sliding block is fitted on each
pin, and the sliding blocks in turn move inside blade carrier slots. The blade carriers,
(counter flanges), inside the propeller hub are bolted to the propeller blade feet fitted on
the outside of the hub.
A bronze cast cylinder is mounted to the aft end of the hub (servomechanism). This cyl-
inder contains a piston, which moves in an axial direction by hydraulic power. The piston
and the yoke are connected by means of a piston rod.
This system, by means of hydraulic force, is now capable of translating an axial movement
of piston and yoke, into a rotational movement, created by the pin-slot mechanism.
The rotational movement is sufficiently large to include full ahead and astern pitch angles
and thus provide the vessel with full ahead and full astern maneuverability without the
need to reverse the direction of rotation of the propeller.
Oil supply to-and-from the servomechanism is arranged through two oil channels. An oil
pipe inside the propeller shaft provides oil to-and-from the ‘ahead pitch’ cylinder section
and the space formed by the oil pipe and the shaft hollow bore supplies oil to-and-from
the ‘astern pitch’ cylinder section.
The mechanism through which the hydraulic oil is introduced under pressure into the oil
channels in the rotating shaft is called an oil distribution box (OD box). The OD box is
installed on the forward end of the gearbox. In addition to its hydraulic functions, it also
provides the feedback signals required for the remote control system and the pitch indica-
tor instruments.
Hydraulic power is generated by a power pack, which may have two (2 electric driven
hydraulic pumps, one acting as stand-by pump, or a gearbox PTO driven hydraulic pump
with electrical stand-by pump installed on the power pack. Figure 2A shows an exploded
view of the ZF KH-type propeller system.

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Concept of the ZF Marine Date

KH-Type CP Propellers
Section 2

Figure 2A: Exploded view of ZF KH-type CP propeller with hub, blades, shaft and OD box.

2.2 ADVANTAGES OF THE ZF MARINE CP PROPELLER TYPE KH.

A CP Propeller has many advantages, which may differ for different vessel types. Some
examples are mentioned below:
Propeller is capable of utilizing 100% propulsion power under conditions where a fixed
pitch propeller system might over load the engine: e.g. hull fouling, adverse weather.
Vessels operating on short passages with frequent ahead-astern maneuvers.
Availability of full propeller thrust in off-design conditions such as tugs, trawlers.
High thrust at low vessel speed; dynamic positioning (DP). Electrical power de-
rived from a gearbox PTO (power take off) generator, thanks to the unilateral run-
ning direction of the CPP.

ZF Padova S.p.A.
20 Via Penghe, 48 – I-35030 Caselle di Selvazzano (PD) – ITALY
Tel. +39-049 8299-311 – Fax +39-049 8299-550 – www.ZF-Marine.com
Concept of the ZF Marine Date

KH-Type CP Propellers
Section 2

2.3 SOME NOTES ON CP PROPELLER CHARACTERISTICS:

2.3.1 Maneuvering:
Acceleration:
During acceleration with a CP Propeller,
full engine power is available all the time.
T/R (THRUST)
This can be graphically demonstrated by a
thrust/speed diagram. T propeller
The lower curve is the thrust required to
drive the vessel, the upper curve shows the Thrust available
thrust developed by the propeller. for acceleration or
The vertical distance between the curves rep- towing
resents the thrust available for acceleration.
Maximum vessel speed is attained at the
intersection of both curves. T=R/1-t

Figure 2B: Thrust available for acceleration Vs (SPEED)

or towing as a function of ship speed.

2.3.2 Stopping Distance:

Astern thrust with a CP propeller is slightly lower than for a fixed propeller. This slight
deficiency is more than compensated for by being able to maintain full engine speed and
having full propulsive power available with a CP Propeller. As a result, stopping distance
and stopping time are significantly reduced in case of an emergency crash stop. For
certain vessels, such as high speed ships, a special crash-stop program is incorporated
into the remote control system to avoid so-called ‘wind-milling’. This is a dangerous ac-
celeration of the propeller (and thus main engine!) due to the inflow angle of the water
into the propeller disc being too high compared to the reduced pitch.

2.3.3 Zero Pitch:

The pitch over the propeller radius generally is not constant. In fact, it will be highest at
or around 0,7 Radius and reduced towards the blade tip and blade root.
Therefore, the expression ‘zero-pitch’ designates that the pitch is actually zero at 0,7R. As
a consequence, zero pitch and zero thrust are not synonymous with a CP Propeller. Zero
thrust generally occurs at low ahead-pitch and for the purpose of adjusting the control
system, the zero pitch point must be determined during dock or sea trials.

ZF Padova S.p.A.
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Tel. +39-049 8299-311 – Fax +39-049 8299-550 – www.ZF-Marine.com
Concept of the ZF Marine Date

KH-Type CP Propellers
Section 2

2.3.4 Direction of Rotation:

Docking maneuvers with fixed propellers involve frequent reversing of the propeller rota-
tion. The forward motion of the vessel is stopped with an astern maneuver of the propel-
ler and the stern is pushed to the quay, due to the effect of propeller slipstream on the hull
during reversing (see figure 2D1 and figure 2D2).

In order to avoid confusion for pilot and

captains during this sensitive maneu-
ver, CP Propellers generally have the
same direction of rotation as fixed pro-
pellers have during astern operation, in
other words, counter clockwise. There-
fore most single screw CP Propellers
are designed for left-handed (counter
clockwise) operation. Please note that
hydrodynamic performance of a right-
handed CP Propeller is identical to left-
handed.

Figure 2D1:
Side force at reversing due to pressure field

Figure 2D2: Berthing maneuver with single screw vessel

ZF Padova S.p.A.
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Tel. +39-049 8299-311 – Fax +39-049 8299-550 – www.ZF-Marine.com
Concept of the ZF Marine Date

KH-Type CP Propellers
Section 2

2.4 ZF CPP TYPE KH SYSTEM COMPONENTS:

A ZF Marine CPP system consists of the following main components (see figure 2 E):
Electronic Remote Control System: control levers for pitch setting, control logic
system, feedback system, engine protection system, instrumentation, alarm and
monitoring.
Hydraulic System: hydraulic pumps, electric and/or gear PTO driven, oil cooler,
solenoid valve, relief valves, emergency hand pump and other system compo-
nents. Usually delivered as a hydraulic power pack.
Oil Distribution Box: fitted at the front end of the gearbox, it serves to introduce
pressurized hydraulic oil into the rotating shaft line and to provide feedback signals
for controls and instrumentation.
Shaft line system: Consists of hollow bored propeller shaft, with a forged flange
at the aft end to connect to the CPP hub and a hydraulically fitted coupling at the
forward end for connection to gearbox or intermediate shaft(s). The system fur-
thermore comprises of stern tube, stern tube seals-and-bearings, as well as inter-
mediate shaft bearings and shaft-to-mass grounding device.
Propeller hub: KH-type, usually has 4-blades but for selected applications it has 5
blades. Servo-mechanism (piston) and actuating mechanism (pin- slot mechanism)
are located in the hub. Large piston diameter ensures low system pressures.

ZF Padova S.p.A.
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Concept of the ZF Marine Date

KH-Type CP Propellers
Section 2

1
8

5
4 7

2
3 6

Figure 2E: Diagrammatic representation of CP propeller components.

1. Controls 2. CP Propeller 3. Stern Tube 4. PTO Generator

5. Large Gear 6. OD Box 7. Main Engine 8. Hydraulic PP

ZF Padova S.p.A.
24 Via Penghe, 48 – I-35030 Caselle di Selvazzano (PD) – ITALY
Tel. +39-049 8299-311 – Fax +39-049 8299-550 – www.ZF-Marine.com
Section 3
Date
Main Data
Section 3

VESSEL DATA

SHIP NAME M/T TBN “Galata”

HULL NUMBER NB 51
SHIP YARD SELAH
CLASSIFICATION BV 1A

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Date
Main Data
Section 3

CPP data:

CPP REF. SELAH 51

Serial N° CPP00154

Gearbox Model ZF W93300 NC + PTO 4

Gearbox Ratio 5,000
Gearbox Serial Number 20092257
Gearbox Part List 3104004009

Propeller data
Propeller type: KH-1200
Number of blades: 4
Propeller Diameter (mm): 4800
Propeller hub material: CU3
Propeller blade material: CU3
Propeller weight (Kg): 12866
Total weight (propeller+shaft+coupling) (Kg): 22381
one blade weight (Kg): 1754
Total inertia (in air) (Kg mm2) 14092
Total inertia (in water) (Kg mm2) 18184

Propeller shaft data

Propeller shaft length (mm):
coupling flange to axis of blade 7021
rotation:

Propeller shaft diameter (mm):

Aft bearing dia (mm): 480
Fwd bearing dia (mm): 460
Dia at coupling flange (mm) 370
Propeller shaft coupling type OKC
Stern tube data ——
Stern tube mounting: CHOCKFAST
Stern tube length (mm): 3600
Stern tube oil tank capacity (l): 80 L

Stern tube temperature transducer,

PT 100
type:
AFT stern tube seal SIMPLEX semi split +4th ring
Fwd stern tube seal SIMPLEX non-split
Remote control system port number ——

ZF Padova S.p.A.
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Main Data
Section 3

KH HUB TABLE

PROPELLER HUB
TYPE A B C D ØE ØF V
DIA DIAMETER

MAXI MINI
KH -515 2300 1500 515 193 190 217 107 488 311 70
KH-560 2450 1600 560 208 207 236 118 530 341 70
KH-600 2600 1750 600 210 221 253 105 580 365 70
KH-680 2900 1950 680 256 250 287 119 650 414 90
KH760 3300 2150 760 290 280 322 160 720 463 90
KH-850 3650 2450 850 323 313 359 177 806 517 100
KH-960 4100 2750 960 341 355 405 200 910 584 110
KH-1070 4600 3050 1070 389 394 451 210 1012 650 120
KH-1200 5100 3450 1200 460 442 506 244 1136 730 160
KH-1350 5650 3850 1350 576 499 570 299 1280 870 200

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Main Data
Section 3

B D

C min

E
ØA

OD BOX
Type ØA B C min D E
ODT-60 (KH-515) 250 466 50 460 230
ODT-60 (KH-560) 235 407 60 490 230
ODT-60 (KH-600) 235 407 60 490 230
ODT 80(KH-680) 260 540 70 500 230
ODT-80(KH-760) 260 540 70 500 230
ODT-80 (KH-850) 260 540 70 500 230
ODT-120 (KH-960) 280 580 70 550 230
ODT-120 (KH-1070) 280 580 70 550 230
ODT-120 (KH-1200) 280 620 60 580 230
ODT-120 (KH-1350) 313 685 70 640 230

HYDRAULIC POWER PACK

with Gear pumps
KH-515 KH-600 KH-680
A 560 590
B 922 906
C 716 560
D 946 729
E 868 950
Gear Pumps

HYDRAULIC POWER PACK

With Piston Pumps
KH-850 KH-960 KH-1070 KH-1200 KH-1350
A 695 931 1080 1080 1080
B 1078 1314 1430 1430 1555
C 1050 1080 1125 1125 1125
D 1373 1415 1540 1540 1551
E 1195 1205 1358 1375 1430
Piston Pumps

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Section 4
Date
Propeller Hub Type KH
Section 4

Propeller Hub Type KH:

Description of propeller hub assembly and characteristics.

4.1 HUB BODY:

A single strong, nickel aluminum bronze casting forms the hub body. It is designed to
absorb the centrifugal forces, spindle torques and bending loads that are exerted by the
propeller blades. The hub bearing surfaces are sized by means of FEM technology to
minimize local stresses and thus reduce wear and tear in way of the bearing surfaces.
Centrally located in the hub body sits a strong cast steel yoke (3) with four cast-on pins
(five pins for a five-bladed propeller) and an integral piston rod. Bronze sliding blocks (2),
specially shaped to allow for the largest possible yoke-pin eccentricity within the hub
confines, are fitted on the yoke pins. A piston is fitted on the end of the piston rod and
installed into the hub cylinder, which in turn is bolted to the aft face of the hub body.
The hub body moreover contains
the four slotted blade carriers (1),
which are counter flanges to the (1) Blade Carrier
propeller blade feet. Blade carriers
and blade feet are bolted together.
(2) Sliding Block
This so-called pin-slot mechanism
serves to translate the axial motion
of the servo piston into a rotation
of the propeller blades (see figure
4A).
Together with the piston / cylinder
assembly, this mechanism forms (3) Yoke
a simple and compact, hub inte-
grated controllable pitch propeller
system.

Figure 4A: pin slot mechanism

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Propeller Hub Type KH
Section 4

4.2 SERVO CYLINDER:

The servo cylinder (1) is bolted to the aft face of the hub body. It contains the servo piston (2),
which, via a piston rod, is connected to the yoke.
It is dimensioned by means of FEM analysis to withstand the hydraulic forces of the servo
system.
The large piston diameter is sized to reduce hydraulic system pressure. The overall a system
and environmental safety is thereby improved in comparison with e.g. integrated yoke-piston
(3) mechanisms which have much higher hydraulic system pressures. See figure 4B

(2) Piston

(3) Yoke

(1) Cylinder

(4) Servo Cylinder Bolt

Figure 4B: servo cylinder assembly

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Date
Propeller Hub Type KH
Section 4

4.3 BLADE CARRIERS:

The four blade carriers (1) or counter flanges are manufactured of cast steel. The blade
carriers are located inside the hub into the blade ports. Blade bolts connect them to the
blade feet of the propeller blades. Figure 4C.
Apart from the threaded bolt holes, each blade carrier is also fitted with a single hole for
the blade dowel (2) in order to center the blade foot.

(1) Blade Carrier

(2) Dowel

Figure 4C: Blade Carrier

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Propeller Hub Type KH
Section 4

4.4 PILOT OPERATED NON-RETURN VALVE

The KH hub is fitted with a PONRV (1), which serves to maintain pitch in the last ordered
position in case of a ‘BLACK-OUT’. In addition, the PONRV minimizes drift of the blade
position when operating in the ‘back-up mode’. The back-up mode, known as ‘on-off
control’ or ‘time dependent control’ is engaged in the event of failure of the follow up
control system, and thus will not automatically maintain pitch in accordance with a prede-
termined control handle position. The PONRV is located in the hub or the oil distribution
box, depending on hub size. Figure 4D
Figure 4D: PONRV

(1) No return valve

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Propeller Hub Type KH
Section 4

4.5 SEALING SYSTEMS:

There are 3 main sealing systems as follows:

4.5.1 Piston Seal:

(1) Piston Seal (2) Sliding Ring
Fitted on the servo piston, separating
ahead and astern cylinder sections.
The piston seal (1) is designed for long
life under high pressure conditions.
Maximum piston pressure 70 bar. The
piston is guided by a sliding ring (2).
See figure 4E.

4.5.2 Piston Rod Seal:

The piston rod seal (3) separates the
high pressure in the servo cylinder
from the low pressure in the hub body.
The pressure within the hub body is
kept just high enough to prevent in-
gress of seawater. The piston rod seal (4) Sliding rings (3) Piston Rod Seal
is guided by two sliding rings (4).
See figure 4E. Figure 4E: Piston seal and piston rod seal

4.5.3 Blade Foot Seal:

The blade foot seal (1) is the ultimate barrier between the sea and the oil filled hub. As
such it plays a crucial role in maintaining the integrity of the sealing system.
See figure 4F.
(2) Blade Bolt (1) Blade foot Seal
(3) O-ring
NOTE RELATING TO DAMAGE

It is important, whenever installing pro-

peller blades on the hub to verify that
the seals are free of dirt particles and
are not damaged or cut during the in-
stallation process. The blade seals are
either quad-rings or O-rings, depending
on hub size and application.
See figure 4F.

Figure 4F: Blade foot seal

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Propeller Hub Type KH
Section 4

4.6 BOLTS AND DOWELS:

The three main bolt assemblies and torque transmitting system are:

4.6.1 Flange Bolts and Dowels:

Connection of propeller shaft to hub body. In general only handled during major main-
tenance overhauls. The bolts are secured by locking screws. The friction created by the
flange bolts between the flange and hub actually transmits the shaft torque. The dowels
serve as a safety back-up system to the bolts.

4.6.2 Propeller Blade Bolts and Dowels: (1) Blade Bolt

(2) O-ring
The propeller blade bolts (1) secure the blades against
the centrifugal forces created by propeller rotation and
blade mass. The blade bolts are sealed by o-rings (2)
and secured by a welded wire.

4.6.3 Servo Cylinder Bolts:

The servo cylinder is attached to the hub body by means of a ring of stainless steel bolts.
The bolts are sized to prevent hydraulic forces from separating the servo cylinder from the
hub and secured by a welded wire. See figure 4B.

IMPORTANT NOTE:

For the correct fastening torque of the hub bolts please refer to section 10: Setting the
System to Work and Maintenance procedures.

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Section 5
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Oil Distribution Box Type ODT
Section 5

Oil Distribution Box Type ODT:

Description of OD Box Assembly and Characteristics.

5.1 GENERAL:
The hydraulic oil required to move the servo piston, is introduced into the respective oil
channels through a so-called oil distribution box. The oil distribution box can be con-
sidered as a rotating oil transfer system. Two basic versions of the OD Box exist, namely
the ‘in the shaft line’ type and the ‘gearbox mounted’ type. This section describes the
gearbox-mounted type, designated as type ODT.

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Oil Distribution Box Type ODT
Section 5

5.2 FUNCTIONS:
The Oil Distribution Box (OD Box) serves three purposes:
-Direction of hydraulic oil flow to-and from the servo piston in the hub.
-Mechanical and electrical feedback of blade position for indication and control system.
-Electrical indication of blade position for pitch indicator instruments.

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Oil Distribution Box Type ODT
Section 5

5.3 GENERAL ARRANGEMENT:

The OD Box consists of two sections, namely an oil distributor and a feedback section.
See figure 5A.

Oil distributor Feedback Section

Figure 5A: OD box type ODT

5.3.1 Oil Distributor

A cylindrical rotor (stub shaft), with radial drilled oil ports, is bolted to the transmission
output shaft. This stub shaft is fitted over the central oil tube, which is located inside the
hollow bore of the transmission output shaft. The oil tube, rotor and output shaft turn at
the same rate of speed.

Stator

Bushing

Oil tube

Rotor

O-ring seals

Figure 5B: Oil Distributor

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Section 5

The stator housing serves as the connection platform for the hydraulic hoses. One hose
for pitch ahead (or return oil at reverse pitch), one hose for astern (or return oil for pitch
ahead) and the third hose connects the leak oil spaces to the oil reservoir.
A floating bushing between the rotor and stator housings prevents oil leaks between
‘ahead’ and ‘astern’ oil supply over the top by means of three sets of seals. The bushing
allows for a small amount of leakage between ‘ahead’ and ‘astern’ direction over the rotor
surface. This allows for lubrication while at the same time acting as a sealing medium.
Moreover, it accommodates free movement of stator and rotor relative to each other. This
movement is made possible by the before mentioned combination of three O-ring seals
and six support rings. See figure 5B.

5.3.2 Operation:
The oil connections for respectively ‘ahead’, ‘astern’ and ‘return’ (to tank) are indicated on
the assembly drawing, which is enclosed in this section.

A: Astern Pitch Connection

B: Ahead Pitch Connection
C: Leak Oil

Astern Pitch Command: Oil flows through connection B, by a series of four radial holes
in the floating bush. From there, it flows through the matching holes in the rotor to the
space between shaft hollow bore and outside the oil tube. This space is connected to the
‘astern pitch’ side of the servo piston in the hub.
Ahead Pitch Command: Oil flows through connection A, by a series of four radial holes in
the floating bush, through the holes in the rotor and then on through the holes into the oil
tube. The oil tube is connected to the ‘ahead pitch’ side of the servo piston in the hub.
Leak Oil: The distributor flange is machined with a radial hole. Connection C this hole
connects to the leak oil spaces at either side of the floating bush. The ‘ahead pitch’
and ‘astern pitch’ connections are separated by the sealing action of the floating bush.
This separation is not absolute, since the clearance between floating bush and the rotor
allows for a certain amount of leakage. The hydraulic pumps are sized to compensate
for the oil leakage. Lip seals on both ends of the rotator prevent oil from leaking out of
the OD Box. The leak oil is returned to the storage tank of the power pack. Through the
connection C.

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Oil Distribution Box Type ODT
Section 5

5.4 FEEDBACK SECTION:

(1) Feedback block

(3) Feedback support housing
(2) Feedback ring

(4) Feedback lever

(5) Double potentiometer

(6) Mechanical pitch indicator

(7) Pitch indicator scale

Figure 5C: Feedback section

The FB section is bolted to the front end of the oil distributor assembly. It consists of a
support housing for the feedback potentiometer, integrated mechanical pitch indicator-
scale, and lever system.
The feedback oil tube protrudes into the feedback section. A pitch feedback ring has
been fitted on the forward end of the oil tube. A lever system, consisting of the feedback
ring, a low friction feedback block, a lever arm and swivel point, provides local mechani-
cal pitch indication. The lever movement also rotates a double pitch feedback potentiom-
eter: one for the electronic remote control system and one for the pitch indicators and
remote control back up.
The position of the servo piston in the hub is set by the oil flow, directed by the distributor
control valve in the hydraulic system. The command signal of the pitch (desired position
of the servo piston) is determined by the position of the control handle of the electronic
control system. During the travel of the servo piston there is a proportional feedback of
pitch position to the electronic control system, because the piston is connected to the
feedback oil tube. The travel is stopped when command values and feedback values are
equal (full follow-up control).
For visual indication of the pitch position a scale with pointer is fitted to the OD box housing.

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Remarks
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_________________________________________________________________________________________________

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Section 6
Date
Propulsion Shafting
Section 6

Propulsion Shafting:
Description of Shaftline assembly, components and Characteristics.

6.1 GENERAL:
The basic version of the ZF Marine CPP shaft line system consists of a single propeller
shaft, which connects the transmission output shaft to the propeller hub.
For long drive trains one or more intermediate shafts may be used. These intermediate
shafts are either high-speed shafts which are located between main engine flywheel and
transmission input shaft, and/or intermediate shafts located downstream from the trans-
mission and running at propeller speed.

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Propulsion Shafting
Section 6

6.2 SHAFTING:
The propeller shafts and, if applicable, intermediate shafts are made of carbon steel with
a minimum tensile strength of 500 to 600 N/mm². Bearing surfaces are raised for ease
of future re-machining.
The forward end of the propeller shaft is conical, 1:30 and the aft end consists of a fixed
flange with integral support for the piston rod-yoke assembly.
The propeller shaft is generally fitted with an inboard hydraulically fitted coupling. Be-
cause the propeller shaft is connected to the CPP hub by means of a fixed flange, a re-
movable coupling is required for withdrawal of the shaft to outboard, into the dry dock.
See figure 6A.

Figure 6A: Propeller shaft flange

for hub connection.

Depending on owner’s or operational requirements, one or more intermediate shafts may

also be fitted with hydraulic couplings. Please refer to the Propulsion Arrangement draw-
ing for your specific application enclosed in section 10.
The propeller shaft and all down stream fitted intermediate shafts are hollow bored; the
bore diameter corresponds to the size of propeller system. One (1) or two (2) hydraulic
tubes are installed in the hollow bore of the shaft(s). Generally the diameters of the hol-
low bore are less then 40% of the shaft diameter as required by the classification society
and thus the diameters do not have to be increased.

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Propulsion Shafting
Section 6

Oil tube lengths may vary, weighing the desire for a minimum of connections inside the
shaft line against the practical aspects of handling long flexible tubes. Please refer to the
Propulsion Arrangement drawing in this section for your specific application.

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Section 6

6.4 HYDRAULIC COUPLINGS, TYPE OMC:

The ZF Marine OMC Hydraulic Coupling is a single part flange-coupling with integrated
piston (1). The flange diameter and bolt circle match that of the transmission output shaft
flange. The coupling body length is about 1,4 times the body diameter. It is fitted onto
a conical section at the forward end of the propeller shaft and secured by a combination
nut/piston. See figures 6C1 and 6C2.
The dimensions of the coupling are calculated to transmit full engine torque plus a safety
margin in accordance with the requirements of the prevailing classification society. In the
event of ice class reinforcement this safety margin may be further increased.
The coupling is accurately fitted on the propeller shaft so that a contact area of no less
than seventy percent (70%) is achieved. This contact fit is always subject to classification
inspection and approval.
The coupling body is machined with two (2) or more connections for high-pressure SKF-
type hydraulic pumps.

Connections HP pump’
Connection ‘drive-up
pump’

(2) Seal

(1) Piston

(3) O-ring

Figure 6C1: Figure 6C2:

Cross section of OMC hydraulic coupling Three-D view of OMC hydraulic coupling

The coupling is machined with an internal spiral groove to adequately distribute the hy-
draulic oil over the taper surface.
The forward end of the coupling has an integral hydraulic cylinder, which in turn is also
connected to an oil pump. This pump may be manual or air/electric driven depending
on the size of the coupling.
The coupling securing nut also functions as the hydraulic piston and is fitted with 2 in-
ternal piston seals (2)-(3). Proper installation is verified by means of two (2) checks:
Verification of drive-up length relative to a marking on the shaft.
Expansion of the coupling-body outside diameter in accordance with instructions
contained in the Installation Procedures, section 9.

IMPORTANT NOTE:
In the event of a discrepancy of more than 0,2 mm compared to our Installation Proce-
dures, please contact our service department.
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Propulsion Shafting
Section 6

6.5 STERNTUBE:
Two (2) cast steel sections, connected by a seamless mild steel pipe form the stern tube.
White metal bearings are press fitted into the cast steel ends of the stern tube and secu-
red by locking screws. See figure 6E.
The Bearings consist of two steel bushings lined with white metal. Four outer and two
inner axial oil grooves run along the full length of the bushings. The bushings must be
installed so that both inner oil grooves are located at respectively 3 o’clock and 9 o’clock
position. The bushings are press fitted into the stern tube with an interference fit of 0,01
to 0,02 mm, depending on the shaft diameter.
The diametrical clearance of the propeller shaft in the bushings is generally 0,15 to 0,20%
of the shaft diameter.
The white metal is of the following composition:
Tin (Sn) 10%
Lead (Pb) 75%
Antinomy (Sb) 15%
The outboard stern tube seal is located at the aft end of the stern tube and is connected
to the ship’s stern bossing. The seal contains three (3) ‘lip seals’.
The outboard seal prevents seawater from contaminating the stern tube and stern tube
oil from leaking into the sea. For this purpose, two (2 of the seals form a barrier against
ingress of seawater and a single seals prevents oil leakage. See Figure 6D.

Inboard stern tube seal

Inboard stern tube bearing

Aft stern tube bearing

Aft stern tube seal

Figure 6D: Oil lubricated Stern tube components

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Section 6

The inboard seal is fitted at the forward end of the stern tube and attached to the aft peak
bulkhead. The inboard seal has two (2) lip seals, preventing oil from leaking into the en-
gine room bilge. See figure 6D. A small (5 liter) circulation tank, located approximately
1,5 meters above the shaft centerline, ensures proper lubrication and cooling of the lip
seals (Figures 6E and 6 F).

Figure 6E: Typical Stern Tube Assembly

Alarm and Monitoring of the bearings is ar-

ranged by means of PT-100 alarm transmit-
ters. Generally the aft bearing is fitted with 110°
LIP SEAL 5
two (2) alarm sensors, one for back-up. 80° (ENGINEROOM SIDE)

TEMPERATURE OF
Where extended shaft survey periods are re- CIRCULATING
LUBRIFICANT
TEMPERATURE

quired, an oil monitoring/cleaning system can SEAL 4 (OIL SEAL)

be installed to ascertain water content in the

stern tube oil.
A bearing wear down measuring device for- WITH OIL CIRCULATION WITHOUT OIL CIRCULATION

ms part of the tools for the aft seal assembly.

Figure 6F: Cooling effect of inboard 5 li ter tank

6.5.1 Stern tube Hydraulic System:

A header tank ensures that a small overpressure (compared to the static pressure from the
seawater column), exists in the stern tube. This further minimizes the risk of pollution. The
header tank is fitted with an internal baffle plate, sight glass and low level alarm switch.
The baffle plate divides the header tank into two (2) sections, for supply and return oil to/
from the stern tube. Oil flow is created by the thermo-syphon effect of hotter and colder oil.
It is important to install a drain valve at the forward end of the stern tube to allow condi-
tion monitoring of the stern tube oil.
The stern tube is connected to the CPP hub body via a connection under the seal liner, the
back of the hub flange cover and a hole in the shaft flange. In this way, the moving parts in
the CPP hub are lubricated. In the case of a seawater lubricated stern tube with non-metal
bearings, the CPP system utilizes a hydraulic oil tube system with two concentric tubes. The
hub lubrication oil is then supplied from within the hollow bore of the shaft line.

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Propulsion Shafting
Section 6

6.6 ANCILLARY SHAFT LINE COMPONENTS:

Depending on selected options and shafting arrangement, the propulsion shaft line may
include the following components:

6.6.1 Line shaft bearings:

Generally only fitted with a bottom bearing shell. A so-called ‘Plummer’ block is some-
times installed directly in front of the Aft Peak Bulkhead and has both top and bottom
bearing shells. The bearings are usually water cooled and fitted with temperature alarms
(PT-100).
Line shaft bearings are also available as grease lubricated split roller bearings (Cooper
Bearings).

6.6.2 Shaft to Mass Earthing Device:

In order to ensure proper connection between the propeller and the vessel’s hull a shaft-
to-mass earthing device may be installed on the propeller shaft (recommended). The
assembly is generally built-up from two spring-loaded brushes, making contact with the
shaft via a rotating ring. The ring consists of a copper-silver assembly. The support
mounting for the brushes shall be provided by the shipyard. To verify the system is functio-
nal, a Voltmeter system with local and/or remote read-out can be installed with the option
of connecting it to the vessel’s Alarm and Monitoring system.
Please refer to section 13 for system details.

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Propulsion Shafting
Section 6

6.7 SHAFT LINE ANALYSIS:

A CPP propeller generally has a higher weight than a conventional fixed pitch propeller.
In addition, owing to the construction of the CPP propeller, the center of gravity is located
further aft compared to a fixed propeller.
This results in a higher overhang moment for a CPP propeller system and consequently
it requires a careful evaluation of dynamic shaft characteristics and alignment strategy to
avoid bearing problems and whirling vibrations.
Section 9 contains the results of the shaft analysis including simple instructions for GAP-
SAG alignment.

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Section 7
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Hydraulic System Operation
Section 7

Hydraulic System Operation:

Description of hydraulic system operating principles and Characteristics.

7.1 GENERAL:
The CPP propeller hydraulic system is a so-called proportional system. This means that
system flow and pressures, by means of a variable displacement oil pump, are propor-
tional to the demands from the propeller. Once the demand pitch has been reached, the
pump flow returns to a state of minimal power consumption. A proportional system is
therefore energy efficient but also fast and accurate. For full system details, please refer
to section 13.

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Hydraulic System Operation
Section 7

A B
5 à 6b
PR1
CP1 CP2 CP3 CP4
20b
Valve block
PR2 SC1

M1 DP1
CP
D1
F2
FP

100b

F1 LP1
120L/min

120L/min
C1 C2

P1 XP1 XP2 P2 T PM

75b 75b

M1 M2

P1 P2 PM

FA NE

PV2 PV1
NV
Oil TH1

Reservoir
VV

Figure 7A: Basic hydraulic circuit

7.1.1 Hydraulic System Components:

CP Plug for pressure Test
C1, C2 Check Valve Pump
CP1, CP2, CP3, CP4 Pilot Operated Check Valve (shuttle valve)
D1 Manual Operated Directional Control Valve
DP1 Distributor Solenoid Control Valve (with manual emergency)
FA Filler-Breather
FP Dual Filter, with Alarm, Dirt Indicator, By-pass Relief Valve
LP1 Pressure Relief Valve, set to 100 bar
M1 Pressure gauge
NE Level Alarm Switch
NV Level Gauge (sight glass)
P1, P2 Variable Displacement Pump (electric driven)
PM Manual Emergency Pump (can also be remote mounted).
PR1, PR2 Pressure Switch (for alarm and stand-by pump stop-start)
PV1, PV2 Inspection Covers
SC1 Pilot Operated Double Check Valve (shuttle valve)
TH1 Temperature Alarm Sensor
VV Drain Valve

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Hydraulic System Operation
Section 7

7.1.2 Hydraulic Systems Connections:

A, B Connections ‘Pitch Ahead’ and ‘Pitch stern’
F1, F2 Connection Filter Assembly
P1, P2 Main Pump Connections to Reservoir and Valve block
XP1, XP2 Connection Pilot Lines from Pumps
PM Connection emergency pump to Reservoir and Valve Block
T Drain connection from Pressure Relief Valve

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Hydraulic System Operation
Section 7

7.2 SYSTEM OPERATION:

The operational description is based on a system with two (2) electric motor driven pumps.
Please note that in certain applications the main pump may be a gearbox PTO driven
pump with an electric driven pump as stand by pump. See Figure 7A.

7.2.1 Normal Operation:

Propeller actuation is achieved through hydraulic pressure, which acts on the servo piston in
the propeller hub.
An oil reservoir contains the hydraulic oil, in effect the operating fluid to the system.
System operating pressure and flow is supplied by an independent, electrically driven
variable-displacement oil pump (P1), with E-motor protection class IP55. The pumps
are installed on the hydraulic control unit (power pack). An identical stand-by oil pump
assembly (P2) is installed in parallel with the main operating pump. The stop and start
operation of the stand-by pump is controlled through a pressure switch connected to the
CPP main hydraulic control block (PR2). Emergency actuation is possible by means of a
hand pump (PM).
An adjustable pressure relief valve (LP1) placed parallel to the oil filter (FP) sets the maxi-
mum operating pressure limit. From the oil filter the oil flows to the distributor solenoid
valves (DP1). The flow control valve determines the speed of the propeller adjustment. It
has been pre-set in our factory.
The distributor solenoid valves are energized with 24 V DC to direct oil under operating
pressure through pressure outlets (A) or (B) to the propeller pitch servo. This action con-
tinues until the pitch as requested by the operator (demand pitch) is reached (set point
pitch).
Hydraulic pressure is carried to the piston servo chambers through the propeller shaft,
where two concentric channels are formed in the centre of the shaft. Both channels open
at the front end of the propulsion gearbox output shaft, into the manifold or O.D. box. In
this way, oil under pressure can be supplied from the engine room to either of the servo
chambers in the propeller hub.

7.2.2 Emergency Operation:

In the case of a complete breakdown of the hydraulic system, the pitch will remain in
place thanks to the PONRV, located in the hub (see section 4).
The emergency-pitch operating system nevertheless allows the pitch to be adjusted by
means of a hand emergency pump. The pump is either installed on the hydraulic power
pack or remote mounted close to the OD Box. This depends on the proximity of the
hydraulic power pack to the OD Box. A manual operated directional control valve (D1)
allows for pitch movement in ahead and astern direction.

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Hydraulic System Operation
Section 7

7.3 POWER PACK DESCRIPTION (Typical. See Figure 7B):

The power pack generally is delivered as a fully self-contained unit, pre-assembled, pre-
piped and pre-wired. All applicable components are classification certified and the unit
is tested before assembly.

(1) Main pumps

(2) Pump couplings

(3) E-motors

(4) Valve block

(5) Filters

(6) Filler-breather

(7) Starters

(8) Oil reservoir

Figure 7B: Power Pack Assembly

NOTE:
For the correct brand and type of hydraulic oil, please refer to section 9

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Remarks
_________________________________________________________________________________________________

_________________________________________________________________________________________________

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Section 8
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Remote Control System
Section 8

Remote Control System:

Description of remote control system, Principles and Characteristics.

8.1 GENERAL:
The remote control system is a digital, microprocessor based electronic system. The sys-
tem uses a small number of standard boards and each system is programmed to provide
whatever functions are required. The system contains a power supply module, central
processing unit, analogue input/output modules, digital input/output modules and com-
munication terminal for adjustment of the system parameters. The terminal is also used
as a faultfinding tool. For detailed system information, refer to section 13.

8.1.1 Follow-up control:

The remote control system achieves both ahead and astern maneuvers by changing the
pitch setting. The system is designed for unidirectional rotation of the propeller.
Maneuvering is done from an operator control station. Most vessels are fitted with mul-
tiple control stations, so a control transfer/responsibility system must incorporated in ac-
cordance with Classification Society rules. The system is capable of supporting up to 5
control stations, namely in the ECR, the Bridge main station, the Bridge wing panels PS
and SB and an Aft bridge station.
The remote control system is designed to control the pitch of the propeller(s) as well as
the RPM of the main propulsion engine(s). By operating a single control lever with signal
transmitters for pitch and RPM, it is possible to program distinct pitch and RPM values
for each lever position. This so-called ‘combinator program’ provides the vessel operator
with optimum characteristics for the vessel’s applicable mission profile.
During vessel operation, certain conditions may combine to overload the main engine.
The cause may be weather conditions (wind and waves), accelerations during maneuver-
ing or incorrect application of pitch and RPM when operating in a non-combinator mode.
As a protection device for the engine, a ‘load-control’ system is incorporated into the re-
mote control system. The system protects the main engine against overload at any given

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Remote Control System
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load condition, by measuring actual shaft speed versus rate of fuel injection (proportional
to torque). The maximum allowed load/pitch corresponding to the main engine RPM is
defined by a ‘load curve’. In the event of an overload condition, the load control system
overrides the follow-up control system and reduces pitch.

8.1.2 Back-up Control:

In the event of a failure in the follow-up control system (processor), a back-up system
is available. The system is of the non-follow up type, which means that it controls pitch
by direct activation of the distributor control valve. Pitch moves as long as the system is
manually activated, it pitch movement stops upon releasing the joystick or push button
(also called ‘time dependent control’). The back-up system is electrically separated from
the main system and works by direct application of a 24V source to the solenoids of the
distributor control valve.

8.1.3 Optional Functions:

Some optional functions are as follows:

Manual pitch trimming:
Manipulation of the slope of the pitch curve to allow the main engine to develop
maximum possible power during adverse operating conditions. It prevents the
common ‘hunting’ of the pitch and engine load under the action of the load con-
trol system.
Manual load trimming:
Avoids ‘hunting’ during adverse operating conditions by limiting the engine load
on the governor.
Constant RPM operation
Either manual or automatic switch over to maximum RPM operation and by-pass-
ing the combinator curve, to allow shaft generator operation (PTO generator).
Multiple combinator curves, windmill protection, propeller blade synchronization, etc.

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8.2 COMBINATOR CURVES:

Fuel cost may constitute up to 70% of a vessel’s operating costs, depending on type of
vessel and mission profile. Until the advent of the modern medium speed diesel engines
with high power to weight ratio’s, extreme low fuel consumption rates and low NOx
emissions, it was therefore common to design the combinator curve for optimum fuel ef-
ficiency. In practice this means lowest possible RPM and highest possible pitch (torque)
for any given load condition, in order to operate as close to the minimum fuel consump-
tion curve as possible.
With modern medium speed diesel
engines this is no longer desirable,
PITCH
as the turbo chargers are optimized
BOLLARD 100% RPM for high load operation at full RPM.
Any reduction in RPM immediately
results in sharp drop-off of available
engine power. The engine load
IDLING RPM
curve is thus steep and the resulting
FULL STROKE OF
combinator curve is too. See figure
LEVER 8B. Today the combinator curve is
ZERO PITCH/ set up to avoid engine overload and
IDLING SPEED
for optimum maneuvering control.

Figure 8A: Combinator diagram “Ahead”

2 60

1 50

30 Figure 8B:
Typical Power Absorption
Diagram for a Modern
20 Medium Diesel Engine

10 Curve 1:
power absorption curve
according to combinatory
103 program
50 60 70 80 90 100 110
Speed
n/no [%] Curve 2:
Drehzahl
load limit curve

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Remarks
_________________________________________________________________________________________________

_________________________________________________________________________________________________

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Section 9
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Installation Description for Shipyard
Section 9

Installation Description for Shipyard

Description of installation procedures for CPP system components.

NOTICE TO SHIPYARD MANAGER:

This section should be copied or printed from the CD manual and provided to the equip-
ment installation personnel for review, study and use prior to and during installation.

9.1 INTRODUCTION:
This section serves as a guide for the ship builder during the installation of the ZF Marine
Controllable Pitch Propeller. It contains instructions, descriptions and specific details to
help the shipyard install the equipment according to good shipbuilding practices. It is
intended as a general guide and thus not specific for this particular CP propeller. Please
refer to the installation documents and contract drawings for specific details of this sys-
tem. These instructions do not absolve the shipyard in any way from its responsibility as
shipbuilding contractor to properly install the propulsion equipment in accordance with
good shipyard standards and practices.

9.1.1 Unpacking and inspection:

Please refer to section 1.

9.1.2 Storage:
Please refer to section 1.

9.1.3 Scope of supply:

The propulsion equipment as delivered to the shipyard generally consists of the follow-
ing components:

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Propeller hub connected to the propeller shaft. Oil tubes pre-installed.

Propeller blades.
Hydraulic coupling(s)
Intermediate shafts (if applicable).
Transmission oil tube
Stern tube with seals and bearings (if applicable).
Oil distribution box.
Hydraulic power pack. Electric motor starters if applicable
Remote control system: control panels, electronics cabinet, speed pick up.
Assorted boxes and packages containing loose components, such as bolts, seals,
manuals, tanks and the like.
Also optional items such as intermediate shaft bearings, shaft grounding devices,
etc.

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9.2 INSTALLATION OF STERN TUBE (valid for oil lubricated stern tubes only):
Generally, the stern tube is pre-assembled with the white metal bearings installed in ac-
cordance with the shaft analysis report. In other words, if slope boring of the bearings
is required for better load distribution, they have been installed in the correct manner in
the factory.

9.2.1 Loose components:

PT-100 temperature sensors, usually 2 for aft stern tube bearing (1 spare) and
one for forward stern tube bearing.
Stern tube header tank.
Forward (inboard) stern tube seal assembly.
Aft (outboard) stern tube seal assembly
Forward seal lubrication tank.
Net cutters and wire winders.

9.2.2 Installation of the Stern tube into the hull:

The stern tube is aligned and installed in accordance with shipyard practice. The con-
struction of the ZF Marine supplied stern tube allows both press-fit installation and instal-
lation in resin compound (e.g. Chockfast or Epochock, see figure 9A).

Figure 9A: Typical resin installation of stern tube

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NOTE:

Please consult the classification society for approval of the selected installation process.

9.2.3 Alarm Transmitters:

A double temperature transmitter, type PT-100 is fed through the bottom groove of the
forward bearing, then through the conduit pipe in the bottom of the stern tube and
on to the aft bearing. Highest bearing loads are expected to occur at the aft leading
edge of the bearing. Therefore is it preferable to install the PT-100’s into the aft face
of the bearing.. Installation into the forward face is also not uncommon. The head of
the pick-up is inserted and secured with Locktite in a pre-drilled hole in the aft bearing.
Thereafter, the PT-100 for the forward bearing is installed.

9.2.4 Inspection and cleaning of stern tube:

Before the propeller shaft is installed, the stern tube is cleaned from dirt and grit. This is
best achieved by using an industrial vacuum cleaner. Care must be taken not to damage
the white metal bearing surfaces. The whole interior of the stern tube is then washed
with white spirit.

IMPORTANT NOTE:

It is mandatory that the Classification Society surveyor inspect the interior of the stern
tube before installing the propeller shaft.

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9.3 INSTALLATION OF PROPELLER SHAFT TOGETHER WITH THE HUB:

9.3.1 Prior to installation:

Before the propeller shaft is installed, the transmission oil pipe must be inserted into the
hollow bore of the gear output shaft. Check that the oil pipe is clean and that it can be
easily moved inside the hollow bore.
Prior to installation, the propeller shaft must be thoroughly cleaned of conservation ma-
terials, dust and grit. Cleanliness must be monitored during the whole process of shaft
installation.
Use paraffin or diesel oil for cleaning, never tri-chlorethylene for fear of damaging rubber
seals.
The aft stern tube seal must be installed on the shaft prior to inserting the propeller
shaft into the stern tube. The correct fit of the outboard seal housing to the stern tube
flange has been verified in the factory. Do not remove mounting brackets until propel-
ler shaft is fully installed. The control plug for the wear down measurement has to be
mounted at position 12 o’clock.
Lubricate the shaft surface liberally with hydraulic oil at the point where the shaft enters
into the aft stern tube bearing and do the same with the inside surface of the forward
bearing just before the propeller shaft passes through it.

9.3.2 Lifting instructions for the shaft:

Please refer to Figure 9B.

slings

Protect
blade ports

Figure 9B:
Seal assembly Wood cone Shaft installation
on shaft without blades

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Other methods are also feasible

such as hydraulically height ad-
justable cradles.
Depending on installation size, the
shaft and hub may be installed com-
plete with blades, see figure 9 C.

Figure 9C:
Hub and shaft installation
with blades mounted

NOTE

All shafts must be lifted with the aid of slings or loops, never wire or chains.
A wood cone is supplied and must be fitted on the forward end of the propeller shaft to help the
shaft find its way through the stern tube bearings without damaging the white metal surface.
Protection such as circular plywood boards or plastic sheathing must be fitted over the blade
ports to avoid damage during installation and dirt from entering sensitive hub areas. In the
event that the propeller shaft extends far forward of the aft peak bulkhead (over 2 meters), it is
advisable to install lifting facilities inside the engine room to support the forward end of the shaft.
The length of the outboard seal determines the proper location of the propeller shaft.
Upon reaching the point where the outboard seal is properly fitted between propeller hub
and stern tube flange some simple checks must be performed with a tape measure or
similar measuring instrument:
Distance from stern tube flange to center of hub.
Distance from aft peak bulkhead (or similar reference point) to forward end of
propeller shaft.
These dimensions must be checked against the shafting arrangement drawing
included in this manual.
After the propeller shaft is installed, the outboard seal must be protected with a plastic
sheet cover, and securely taped up to prevent any ingress of rain water before the stern
tube is filled with oil.
The inboard seal must be fitted immediately onto the forward end of the propeller shaft
when it enters the engine room through the aft peak bulkhead. It must be done before
the hydraulic coupling is installed!
For detailed stern tube seal assembly instructions, please refer to Section 13.

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9.4 INSTALLATION OF THE PROPELLER BLADES:

9.4.1 Procedure:
Remove any protective materials from the blade ports.
Turn the propeller shaft so that one of the blade ports is in exact vertical position.
Ensure that all surfaces are clean such as bearing surface, blade seal groove and blade carrier
surface.
Install the blade seal into the groove. Ensure that the seal fits snugly:
Check that the blade pin dowel and hub bearing surfaces are clean and free from damage.
Attach a suitable lifting tackle to the blade and lift one blade in accordance with figure 9I
Before installing the blade in the blade port, inspect and clean the bottom of the blade foot to
ensure no dirt is present and that the bearing surface is undamaged and free of burrs.
Then liberally apply clean oil over the O-ring and sealing surfaces.
Slowly lower the blade in place, matching up the dowel hole to the dowel in the blade carrier.
Make sure not to scratch the bottom of the blade foot in doing so, as this in turn may damage
the blade seal.

Figure 9H: tightening of blade bolt to correct torque with scale

The blade is prevented from flipping over, a potentially dangerous situation, by

maintaining control with at least one sling
Ensure that the blade foot lines up with the dowel pin in the blade carrier.
Fit the blade bolt seals (O-rings), treat the bolt threads with ‘Molypam’ or similar to pre-
vent seizing of the blade bolts. This is important due to the poor sliding properties of the
stainless steel bolts.

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Insert the bolts, hand tighten the bolts

with a spanner.
Turn the propeller over, so that the in-
stalled blade is now in bottom position.
Install the second blade, using the pro-
cedure as described for blade 1.
Again, a sling maintains control of the
propeller.
The next blades are installed similarly
The blade bolts are tightened crosswise 1- lifting holes
to their prescribed torque by means of a 2- nut and bolt
hub
hydraulic operated torque wrench or as 3- flat bars lined
shown in figure 9H. with lead
4- blade
Finally, the bolts are locked by welding
the locking wires to the bolt heads,
using stainless steel electrodes
Figure 9I: blade installation method.

9.4.2 Spare Blades Storage:

Spare blades shall be stored on deck in accordance with Figure 9J.

Figure 9J: Installation of spare blades on deck

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9.5 INSTALLATION OF THE HYDRAULIC COUPLING:

This description refers to the ZF Marine proprietary flange coupling but is equally appli-
cable for sleeve type couplings such as delivered by SKF (e.g. type OKC).
Since the gearbox is assumed to be approximately in its final location, the hydraulic cou-
pling is installed on the shaft, and then secured, before it reaches its final position.

IMPORTANT NOTE:

Always wear eye protection and leather gloves when handling the hydraulic pump and
injectors.
Use correct oil as per instructions.
Equipment must be used strictly in accordance with the manufacturer’s instructions.
Before using equipment, inspect the pumps and connections for damage.
Allow for a safe zone around the working space for the safety of personnel.
The hydraulic installation tools are assumed to be present at the shipyard and in
good working order.
Contact the local SKF dealer or ZF Sales and Service Organization (SSO) in the event
that no suitable tools are available.

9.5.1 Principle of the ZF Marine proprietary hydraulic coupling:

(7) (6)
(1) single piece flange coupling
(8)
(2) taper with spiral groove
(3) cylinder
(4) lock nut / piston
(5) piston seal: O-ring
(6) drive-up pump connection
(7) High Pressure pumps connection
(8) O-ring

(1) (3)
(2) (4) (5)

Figure 9D: Coupling installation

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The coupling is a single piece flange coupling. It has an internal spiral groove and the
inside diameter is machined with a slight taper. The forward face of the flange coupling
contains a chamber, which functions as a cylinder. See figure 9D.
The forward end of the propeller shaft also has a taper, accurately corresponding to the
coupling taper. The shaft is threaded at the extreme end.
The lock nut matches the thread. It also acts as a piston and fits in the coupling flange
chamber. The oil chamber is sealed by a rubber O-ring in the piston and an o-ring (8) at
the face of the nut.
The coupling flange is installed by driving it onto the shaft taper. The flange coupling
is expanded in radial direction and creates a powerful interference fit on the propeller
shaft.
The force to drive the coupling onto the shaft is provided by a hydraulic pump, which,
depending on coupling size, may be hand operated or air operated. In the latter case an
electric/hydraulic power pack may also be suitable.
The friction between the matching tapered surfaces is overcome by injecting oil at ex-
treme high pressure between the shaft cone and flange coupling. The oil film forms a
load carrying film separating the two surfaces.
The coupling flange has been fitted with three hydraulic connections: two connections
for the high-pressure injectors in the coupling body and one for the drive-up pump in the
piston.
When the flange coupling has reached the correct drive up position, the oil is drained
from between the shaft and flange coupling, achieving a high friction between the sur-
faces.
First put 70 bars into the cylinder and then the necessary pressure to expand the cou-
pling. After that slowly decrease the cylinder pressure.

9.5.2 Hydraulic oil for shaft couplings:

The required viscosity of 300 mm²/s (300 cSt) must be strictly adhered to. Hydraulic oil
should therefore be selected as follows:

TEMPERATURE TYPE OF OIL VISCOSITY SAE

0-8° C Mineral Motor Oil SAE 10 W
8-18° C Mineral Motor Oil SAE 20 W
18-27° C Mineral Motor Oil SAE 30
24-32° C Mineral Motor Oil SAE 40
32-38° C Mineral Motor Oil SAE 50

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9.5.3 Installation instructions:

The fit of the tapered surfaces has been ensured prior to delivery by demonstrating to the clas-
sification society surveyor that the contact surface area between coupling flange and shaft
taper is no less than 70%.

Immediately prior to installation, the shaft taper and the coupling inside taper must
be thoroughly inspected for damage, burrs or dirt. Remove any burrs and clean the
surfaces with white spirit.

Special Tools:
Mounting pump, pressure capacity 200 – 300 bar
Two (2) pieces SKF injector pumps, type 226400 or equal, oil pressure capacity 2500 bar.
Piston (lock nut) mounting wrench

IMPORTANT NOTE

It is essential that all anti-corrosive residue is removed before installation or the coupling
may slip during operation.
Carefully install the coupling on the shaft so that the holes of the injector pumps and
drive-up pump face upward. This is done by connecting an eyebolt in the lifting connec-
tion, located approximately in the center of gravity of the coupling.
The starting position for drive-up is determined when the flange coupling and shaft taper
establish metallic contact.
The drive up value has been established in the workshop before delivery and is stamped
on the coupling.

9.5.4 Drive-up procedure:

Unscrew the plugs for the pump connections and the venting plug for the oil chamber.
Connect the high-pressure injectors and low pressure drive–up pump. Start pumping oil
into the hydraulic chamber until oil escapes through the vent connection, and then close
it with the plug.
Start injecting oil with the high-pressure injector, starting with the injector that is located
closest to the oil chamber. Operate this injector for about 5 minutes and then start the
second injector.

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IMPORTANT NOTE:

It is essential that both injectors be operated during the entire drive-up operation!
Continue operating the injectors until oil flows from between the contact surfaces at the
aft end of the coupling flange.
Start pumping oil into the oil chamber and continue to do so until the final drive up length
has been reached. At this point the injectors are stopped and the return valves on the
high-pressure injectors are opened.
The pressure in the oil chamber must be maintained for at least 60 minutes!
After this period, release the pressure in the oil chamber and disconnect the pumps and
connections.
Re-insert all plugs.
Tighten the lock screw/piston and secure.
The flange coupling installation is now completed.

Figure 9E: Pump arrangement for coupling installation

9.5.5 Connection to the transmission oil pipe:

Ensure that the male and female threaded end pieces of the oil tubes in the propeller
shaft and transmission output shaft are clean and degreased.
Apply Locktite 243 and connect at the prescribed torque (see enclosed chart of torque
values).

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The propeller shaft is now ready for connection to the transmission output flange in ac-
cordance with the GAP and SAG alignment procedures.

9.5.6 Connection of hydraulic coupling to transmission output shaft-coupling flange:

Assumption: Both flanges have been connected as prescribed by the GAP and SAG elas-
tic line analysis. Temporary bolts connect both flanges.
The bolt holes have been accurately machined by NC machines and require only a final
reaming procedure. The connection bolts are delivered finish machined. Install flange
bolts, nuts and lock.
Do not machine the bolts.

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9.6 GAP/SAG ALIGNMENT OF GEARBOX TO PROPELLER SHAFT:

IMPORTANT!

Final alignment and jack-up test is done with vessel afloat and all essential welding work
on the hull must be completed.

9.6.1 General:
This procedure describes a methodology for doing the alignment based on theoretical
alignment calculations. A deflection curve for the free-hanging shaft is calculated and
provides bearing forces for the stern tube and gearbox bearings. Bearing forces in cold
condition (unloaded system) and warm condition (loaded system) are calculated for the
coupled system.
The basis for the alignment procedure is an uncoupled free hanging system in cold condition.
The deflection curve for the free hanging shaft is calculated and the optimum correspond-
ing position of the gearbox output flange is given as GAP/SAG values.
The accuracy of the practical alignment is verified by determining the jack forces at spe-
cific jacking points and recording these forces in a jack-up diagram.

9.6.2 Shaft alignment procedure and verification

NOTE!
This alignment procedure is only guidance to the yard for installation of the shaft and
verification of the alignment.

9.6.2.1 The Gap & Sag Values

The method consists of reading the gap and sag values at SAG
the shaft flanges and comparing with calculated specifica-
tion. Note that the ship’s condition must be as foreseen
in the calculation report. It is recommended to use dial
gauges for the gap and sag measurements.
The GAP value is the measured difference between the
top and bottom of the two facing flanges. The diameter
at which it is measured will affect the results. Thus, it is
important to take the measurements as close to the outer GAP
flange diameter as possible. This is corresponding to the
gap and sag values calculated.

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The SAG value is to be measured at the top and bottom of the flange diameters. The
average value is real sag value. The possible difference of the outer diameters is to be
checked, and the sag reading should then be corrected accordingly.

9.6.2.2 Verification with jacking

Alignment verification with jacking consist of hydraulically jacking the shaft near the bear-
ing to be verified, and plotting the deflection (lift) versus force. See figure 9F. When jack-
ing, all couplings must connected and may be carried out in any ship condition.
Both ascending and descending must be recorded and plotted. The readings can be done
from a load cell or an oil pressure gauge.
The jack is placed at a certain distance
from the bearing. The force at jack posi-
tion is converted to the bearing load by
0.60 means of a jack correction factor.
Shaft displacement

0.50 The straight line drawn in the middle

0.40 between the linear part of the ascend-
Theoretical shaft ing and descending curve is called the
0.30
‘theoretical shaft response’ and repre-
0.20 sents the bearing influence number.
0.10
The jacking should be carried out
forward of the forward stern tube bea-
Force ring. The jacking loads are calculated
Value of static reaction
for a fully submerged propeller.

Figure 9F: jack-up diagram

9.6.2.3 Typical Example: Jacking in front of forward stern tube bearing:

******************************************************************************
JACK REPLACING ADJACENT BEARING
******************************************************************************

DISTANCE OFFSET JACKUP LOAD CORRECTION

******** ****** ****** **** **********
[m] [mm] [mm] [N]

Bearing 2 3.832 0.000 17491

Jack load verification 4.380 0.447 0.027 17697 0.9884
Knuckle-point 19258

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9.6.3 Alignment and verification

Alignment and verification should be carried out according to the following steps:
• The stern tube is assumed to be aligned in dock. The line through the aft centre
of the aft stern tube bearing and the centre of the forward stern tube bearing is
the reference line (0 offset).
• A laser or other optical instruments should be used to align the bearings.
• A preliminary alignment of the gear bearing should be carried out in dock. A vi-
sual straight line should be established from the centre of the aft stern tube bear-
ing to the gear wheel and the gear bearings should be positioned according to
the calculations.
• Finish the propeller shaft installation including the shaft sealing.
• Mount the shaft coupling on the propeller shaft
• The propeller should be mounted prior to the alignment
• Fill the hub and the stern tube with oil
• Align the output gear shaft to the propeller shaft flange by adjusting the gear box
offset to gap and sag values corresponding to those specified in the report.
• The calculated values are valid for an ambient temperature of 15° C.
• When correct gap and sag values are achieved, connect the propeller shaft to the
gear shaft.
• Place the lifting device with a load cell or hydraulic jack with a pressure gauge at
the jacking position.
• Place one dial gauge at the top of the shaft and one at the shaft side (e.g. 3
o’clock) See figures 9G.
• Lift the shaft in steps and record both lift displacement and jack force for ascend-
ing and descending. Convert the jack loads to bearing loads.
• If the jacking verification is acceptable, carry out the final chocking of the gear.

Figures 9G: Jack-up procedure forward of inboard stern tube bearing

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9.7 PROPELLER SHAFT GROUNDING SYSTEM:

A propeller shaft grounding system prevents micro pitting marks from forming at
the propeller, on the sliding surfaces of crankshaft journals and main bearings of the en-
gines: this phenomenon can be considered as spark erosion. See Figure 9K.
The system creates a short circuit between the rotating propeller shaft and ship’s hull.
The propeller shaft grounding system (split slip-ring of copper lined with a silver track and
contact brushes) ensures an excellent reduction in potential differential and the contact
brushes ensure lubrication and long life.

9.7.1 Installation recommendation:

Install remote indicator in order to achieve a continuous control of the effectiveness of the
whole system. See Figure 9L.
Install automatic slip ring cleaning device to prevent an increase of the residual potential dur-
ing operation.
Install the slip ring installation clear of spray water, and risk of oil and grease contamination.
Remove dirt and grease to get a metal-clear surface at installation place of the propeller shaft.
The slip ring should not be placed closer to any insulated couplings or flanges.

PES 204
rV
6

stelded cable
1x2,5 nm* stelded cable
1x2,5 nm*

PES 102 PES 100

PES 201

ship’hull

PES 100 PES 202

ba/mm

PES 100 PES 101 PROPELLER SHAFT

Figure 9K: Typical installation drawing for Figure 9L: Recommended instrumentation
a propeller shaft earthing system.

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9.8 INSTALLATION OF OIL DISTRIBUTION BOX:

The OD box is front mounted which means that the OD box is installed at the forward end
of the transmission. For a detailed description of the construction and functions of the
OD box please refer to section 5

9.8.1 Installation procedure:

The following connections are required:
Oil tube in OD Box to oil tube in gearbox
Rotator shaft to transmission output shaft
Stator housing to transmission housing

9.8.2 Disassembly before installation:

NOTE:

Please refer to figure 9M

Disassembly must be done in clean area, parts protected and stored in a box for transport to
the engine room.
Remove OD Box cover, item 12.
Remove bolt 44 and the pitch feedback ring. See picture b)
Remove bolts 41 and the feedback support housing item 34
Remove bolts 42 and then the complete assembly of stator housing 33, together with
floating ring (bushing) item 7, and the seal cover, item 10. See picture c).

9.8.3 Assembly of OD Box:

Connect OD Box oil tube, item 35, to the oil tube inside the gearbox (degrease and use
Locktite 243). See picture a)
The transmission oil pipe sticks out of the transmission output shaft because the hub is
delivered in ‘full ahead’ position.
Connect the bolts, items 40 of the rotor housing to the transmission output shaft (de-
grease and use Locktite). See picture d).
Use a dial gauge to ensure that the run out of the rotor is no more than 0,05 mm.
Carefully slide the seal cover, item 14 the rotor housing, item 32 and connect bolts,
items 41 to the transmission casing (degrease and use Locktite). See picture e).
Use a dial gauge to ensure that the run out of the cover relative to the rotor is less than
0,05 mm.

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Attach the stator housing, item 33 to the cover, item 14 by means of bolts, items 42. See
picture f).
Again, use a dial gauge to ensure that the stator is properly aligned relative to the rotor
(0.1 mm).
Liberally sprinkle the floating bushing with oil and insert over the rotor, inside the stator (it
is assumed that the seals are already in place). See picture g)
Install cover, item 10 with seal installed. See item h).
Re-assemble the feedback support housing by means of bolts 41.
Re-install feedback ring, item 25.Re-install the OD box cover. See figure i).

NOTE:

Torque values are mentioned in Table 9.

Figure 9M: Assembly of OD box

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a) b) c)

d) e) f)

g) h) i)

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9.9 INSTALLATION OF HYDRAULIC SYSTEM:

Please refer to section 7 for a description of the hydraulic system and the power pack.

9.9.1 Installation of the power pack:

Install the hydraulic power pack in a suitable location:

Approximately –0 to +3 meters above propeller shaft center.

Sufficient space around the unit for inspection and routine maintenance.
Located close enough to the OD box so that the mechanical pitch indicator is visible
when operating the emergency hand pump.
If the above is not possible, then the hand pump can be remote mounted close to the OD box.

9.9.2 Piping:
Connect the hydraulic pipes:

Material must be seamless steel pipes.

Suitable for operation at 125 bar (1,5 x operating pressure)
Piping must have minimum of bends.
Connection to OD box with flexible hoses.
Connections for 25 mm diameter pipes or below must be made with flared tube fittings
or equal.
Connections for pipes over 25-mm diameter must be fitted and connected with flanges.
Prior to installation, hydraulic pipes must be treated in accordance with enclosed in-
structions.

9.9.3 Treatment of oil tanks:

The oil reservoir of the hydraulic power pack and the stern tube header tank must be in-
ternally inspected for cleanliness.
The stern tube header tank must be installed at a height of about 1,5 times the distance
between the shaft centerline and the waterline but at no less than 2 meters.

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9.9.4 Flushing:

Hydraulic systems with pipe diameters of less or equal to 38 mm (1 ½”) do not require
flushing. In such cases however, extreme attention must be paid to the proper cleaning
of the oil pipes.

INSTRUCTIONS FOR CLEANING OF HYDRAULIC OIL PIPES.

• CAREFULLY DEGREASE THE PIPES.

• WASH THE PIPES WITH WATER.
• PICKLE IN 10 – 15% SULPHURIC ACID AT ABOUT 50 TO 60°C DURING
2 HOURS.
• NEUTRALIZE TWICE WITH WATER WITH A PH-VALUE OF OVER 7.
• IMMEDIATELY PROTECT THE PICKLED PIPES BY OILING THEM ON THE INSIDE
AND PAINTING THEM ON THE OUTSIDE. FURTHERMORE THE PIPE OPENINGS
MUST BE PLUGGED.
• IF PIPES ARE FORMED WITH COLD BENDING TOOLS, PICKLING MAY BE AVOI-
DED. IN THAT CASE THE WELD JOINTS OF THE FLANGES SHALL BE CAREFULLY
GROUND INSIDE AND OUT.
• BEFORE THE SYSTEM IS FILLED WITH OIL, THE INSTALLATION MUST BE CHEC-
KED BY A SUPERINTENDENT OF ZF MARINE.

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9.9.5 Hydraulic Oil:

9.9.5.1 General:

Viscosity Index:
The viscosity index (V.I.) is a measure of a fluid’s viscosity change as the temperature
changes. The higher the index, the smaller the change in viscosity with a given tempera-
ture change. The application for the ZF controllable pitch propellers requires a minimum
V.I. of 90 for all fluids. Higher values extend the range of operating temperatures, but may
reduce the life of the fluid.

Temperature Limits:
The temperature range is a function of fluid viscosity, fluid type and seal limitations. Rape-
seed based oil should not be used below minus 20 degrees C. For further information
please consult with the oil manufacturer.

Cold water Applications:

Operating hydraulic equipment in cold climates requires special considerations. If suit-
able multi-viscosity fluids are not available, it may be necessary to either change fluids
so that the appropriate viscosity limits are maintained, or modify the system to maintain
viscosity within the appropriate limits.

Viscosity Limits for PVT type pump:

Viscosity (SUS / cSt)
Maximum at cold start* 7500 / 1618
Maximum at full power 750 / 162
Optimum at operating temperature 140 / 30
Minimum at full power** 60 / 10

*) Cold start is defined as the lowest temperature the oil will see before the start-up of
the equipment. At cold start it is advisable to work at low pressure and / or low vol-
ume until the fluids warms up. Too high viscosity grade fluid ans too low temperature
may cause cavitation, leading to pump damage.
**) Consult the manufacturer for applications where fluid viscosity at full power is less
than the figures shown here.

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9.9.5.2 Approved Oil Types:

ISO ISO ISO Viscosit/

Brand name Type
VG32 VG46 VG68 Index
76 Lubricants Div. of 76 Hydraulic AW x x x 102
TOSCO Corp. 76 Unax AW x x x 102

AMOCO Oil Co. Amoco AW Oil x x x

Amoco Rycon AW x x x
BP Oil Bartran x x 101
Bartran HV x x
Energol HLP-HM x x x 100
Energol SHF-HV x x x
CALTEX Caltex Rando HD x
CEPSA Cepsa Hidraulico HM x x x 102
CHEVRON Global Chevron Clarity Hydraulic Oil AW x x x 105
Lubricants Chevron Hydraulic Oil AW x x x 106
CITGO Petroleum Corp. Citgo AW Hydraulic Oil x x x 98
CONOCO Conoco Super Hydraulic Oil x x x 95
Conoco Hydroclear AW Hydraulic Fluid x x x
DRYDEN Oil Co. Dual Range Hydraulic Oil 5W20 x
Paradene AW x x x
EKO Greece Eko Hydrolub HLVP x
Eko Hydrolub HLP x
ELF Lubrifiants Elfona DS x x
EPPERT Oil Co. Eppco Univerrsal GP Hydraulic Oil x x x
Royal Hydraulic Oil AW x x x
Royal Premium Hydraulic Oil x x x
Star Premium Hydraulic Oil x x x
EXXON & IMPERIAL Nuto H x x x 101
EXXON - USA Humble Hydraulic H x 104
EXXON/ESSO Nuto H x x x 99
Entech x x x
Nuto H Plus x x 101
Univis Bio SHP x x
Univis N Plus x x x 101
FINA Europe S.A. Hydran TS x x x
FUCHS Renolin B 15 VG46 x 101
Renolin CL46 x 101
HENKEL Corp. Emery 2822 Synthetic x
INA Zagreb Hydraol DVC x x 101
IRVING Oil Ltd. Irving Hydraulic x x x
KUWAIT Petroleum Comp. Q8 Haydn x 103
Lubrication Engineers Inc. Multilec Industrial Oil 6801/6802/6803 x x x

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ISO ISO ISO Viscosit/

Brand name Type
VG32 VG46 VG68 Index
LYONDELL Citgo Refining Aquamarine x x x
Co. Hydrablu Oil x x x
MARATHON Petroleum Co. Marathon Multipurpose Hydraulic Oil x x x
MARAVAN S.A. Hydralub EP x x x
MEXICANA de Lubricantes Hidraulico MH x x x 105
MOBIL EAL Syndraulic/Envirosyn x x x
EAL 224 H x 204
Hydraulic Oil NZ x x x 107
Hydraulic Oil AW x x x 97
MOL Hungarian Oil & Gas MOL Carrier Hidrokomol U x x x 97
PENNZOIL Product Co. Pennzbell AWX x
Pennzbell AWH Fluid x x x 102
Pennzbell MV x x
PENNZOIL Quaker State Co. Pennzbell Hydraulic Oil x x x
PERTAMINA Turalik 43/48/52 (32/46/68) x x x 104
PETRO Canada Petro Canada Harmony AW x
PETROLES Mexicanos Aceite Hidraulico MH 150/220/300 x x x
PHILLIPS 66 Comp. Magnus A x x x
Repsol Distribution S.A. Hydraulico HLP x
Hydroflux EP x
ROYAL Lubricants Inc. Royco 746 Synthetic Hydraulic Fluid x
SAFETY Clean America’s Choice AW Hydraulic Oil x x 100
Performance Plux Hydraulic Oil AW x x 100
SHARJAH National Lube Sharlu Hydrofluids AW x x x
Oil Comp.
SHELL AW Hydraulic x x x
Tellus Oil HD x
Tellus S
Tellus Plus x x x
SUN Comp., Inc. (R&M) Sunvis 832/846/868 x x x
TEXACO AW Hydraulic x x x
TEXACO Equilon Rando HD x x x 104
THE UNO VEN Comp. UNL Hydro AW x x x
TOTAL AZOLLA ZS x x x 102
VALVOLINE Valvoline Quality Antiwear Hydraulic Oil x x x
YUKONG Ltd. Yukong x
Yucong Hydraulic Oil AW x x x
Yucong Supervis AW x x x

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9.10 INSTALLATION OF ELECTRONIC REMOTE CONTROL SYSTEM:

9.10.1 Introduction:
The control system is a digital electronic type, acting on an electric-hydraulic distribution
control valve for pitch control.
Often the remote control system includes a so-called combinator control. In this case,
both propeller pitch and propeller speed are controlled at the same time by the remote
control system according to a pre-programmed power absorption curve.
The control signals from the control stand are fed to the electronic processor. Based on
the demand signal, a discreet pitch and rpm signal is generated and sent to the electric-
hydraulic control valve.
The demand signals are compared to the actual signals for pitch and rpm. In the event of a
discrepancy, the electric-hydraulic control valve and the engine governor will change the val-
ues to correspond to the demand signal. This is called a full follow-up control system.
Pitch is changes by means of hydraulic power acting on a servo piston located in the
propeller hub.
Rpm control must be smooth and step-less. Engine speed is changed by means of signal
acting on the governor. This might be done via a pneumatic to electric converter or di-
rectly to the governor receiver... The latter type of governor either is fitted with an electric
servomotor or is an electronic governor.
Generally, there are at least 2 control stands, namely in the Engine Control Room (ECR)
and on the bridge main control console.
The ECR usually only has follow-up pitch control with rpm control by means of a dial
switch. A pitch or load trim system allows for the watch engineer to reduce engine load
in the event of engine overload caused by e.g. adverse weather conditions.
The bridge control panel allows for combinator control.
Start up of the propulsion plant is done from the ECR.
A Classification Society approved method of control transfer ensures that control is trans-
ferred to the bridge only when engine room staff consider this to be safe and allowable.
The master is alerted that control transfer is taking place by means of a buzzer and flash-
ing light, and he obtains control by positive acknowledgement.
Many vessels are fitted with bridge wing control panels. In order to ensure safe control
transfer from ECR to bridge or from bridge main control stand to the wings, a so-called
lever line-up system is installed, allowing control position transfer only when the levers
between both control positions are in exactly the same position.

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A load control system is integrated into the remote control system. This system maintains
engine load within pre-set limits over the speed range of the engine. The principle of the
system is based on continuous monitoring of engine speed and engine load against a
load curve. In the event that engine speed is too low for a given fuel rack position (load
signal), an overload situation exists. At this point pitch is automatically reduced, over rid-
ing the remote control demand signal, and engine load is reduced to allowable levels. An
alarm lamp will signal the overload condition.
In the event of control processor failure, a back-up control system is available, acting di-
rectly on the solenoids of the electric-hydraulic control valve.

9.10.2 Scope of supply:

Please refer to our technical specification and packing list.
The following items are always excluded from our scope of supply:

Electric power and control cables

Cable glands
Power supply

9.10.3 Power supply:

Standard power supply for the ZF Marine Electronics system is 24 VDC (18-32 V, ripple
below 200 mV RMS). The supply must be taken from nets with high priorities, preferably
a ‘clean power supply’. If a two feeder power supply is required, the feeders must be
connected to an automatic power transfer switch. Manual disconnection of the power
supply by means of circuit breakers must be possible.
For redundancy the power supply to the different systems must be supplied from two
different sources.
Fuses and circuit breakers must be installed for all systems fed from a common source.

9.10.4 Control and connection boxes:

Environmental conditions and installation instructions:

Degree of protection IP 54
Location: bridge or ECR
Temperature environment: maximum 55°C.

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Keep safe distance from equipment emitting high electromagnetic fields.

Good galvanic connection with hull must be ensured.
Cubicle doors must open to 90°.
Install with damping elements.

9.10.5 Cables, general:

The information provided on the cable diagrams and cable connection diagrams as pro-
vided by ZF Marine Electronics must be strictly adhered to.
All cable must be marine type and approved by the applicable Classification Society.
Please carefully verify suitability of the proposed cables as different Classification Societ-
ies have different rules and regulations for cable characteristics.
Cables that carry different signal or Voltage levels must be physically separated in order
to avoid signal interference. It is particularly important to separate AC cables from DC
control cables for fear of EMI problems.
Cable sizes must adhere as a minimum to the requirements of the Classification Societies
as well as to ZF Marine Electronics specifications.
Cables must never be spliced.

9.10.6 Control cables:

Screened cables in accordance with the ZF Marine Electronics connection diagrams must
connect all control units. The cable screen must be grounded to the ship’s hull at both
ends of the cable.

9.10.7 System cable connections:

The Processor Unit is fitted with a cable inlet flange. Inlets must be made with screen
bonding glands.
Cable glands must be stress relieved and water tight. Cable glands are shipyard supply.
Cable terminations at control panels must be fitted with an additional 1,5 meters of cable
length to allow for removal without disturbing cable connections.
Cable ends must be stripped and fitted with end splices.
Terminal screws must be securely tightened and checked again immediately after ship
trials.

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9.11 PRE-INSTALLATION CHECK LIST:

For commissioning ZF Marine requires a minimum of 14 days advance notice. Before
ordering a ZF Marine service engineer the yard shall make the following system and
installation checks:

9.11.1 BEFORE LAUNCHING:

STERNTUBE SHAFT AND ACCESSORIES INSTALLATION ✔

1 Sterntube mounted in correct position*
2 Clean propeller shaft and lift according to instructions : aft stern tube seal installed
3 Fit the oil pipe inside the gearbox output shaft
4 Clean inside of sterntube and oil surface of the sterntube bearings*
5 Drive shaft through sterntube into ship and check for bearing surface damages*
6 Drive forward seal on the shaft

7 Mount the OMC coupling and tighten with two provisional bolts to gearbox flange before
proceeding with item 8*

8 Measure the distance between sterntube and hub flange and compare with aligment
control value of the aft seal* Measured value: _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _
9 Protect hub by a cover until blades are mounted

10 Mount blades according to installation instruction and check cleanliness of blade ports,
o-rings fitted and greased*
11 Blades to be torqued with reference value: torque value achieved _ _ _ _ _ _ _ _ N.m

12 After installation of seals mount header tank 3-4 m above deepline waterline.
Measured value: _ _ _ _ _ _ _ m

13 Before filling in the sterntube with oil check for header tank cleanliness: oil type
according with seal maker
14 Vent the propeller hub by removing the plug and check for oil leakage at blade feet
15 Measure aft chrom steel liner initial wear down and report. Measured value: _ _ _ _ _ _ _ mm
16 Aft and Fwd temperature sensor mounted
17 Install net cutter and wire winder (if any)
18 Install Fwd seal oil tank 0,5 – 1 m above top of seal, connect and fill with proper oil

19 Foresee liquid cooling (Fresh water + antifreeze) between inner and outer sterntube for
cooling the sterntube oil
20 Secure the propeller shaft before launching to avoid turning or axial movement
21 Check engine rotation with gearbox input rotation
22 Check shaft alternator rotation with gearbox PTO output rotation
23 Check height of hydraulic unit (0 – 3 m above shaft center): value:
24 All electrical connections to hydraulic unit to be completed
25 Check cleanliness of the hydraulic tank and fill recommended oil to maximum level

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9.11.1 After Launching:

Measure the GAP / SAG before chockfast of the reduction gear and also add the values
recommended according to the shaft alignment calculation.*

SINGLE PORT STARBOARD

SAG axial axial axial

SINGLE PORT STARBOARD

GAP radial radial radial

Measure the GAP / SAG after chockfast of the reduction gear.*

SINGLE PORT STARBOARD

SAG axial axial axial

SINGLE PORT STARBOARD

GAP radial radial radial

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ZF Service to confirm that the final GAP / SAG ‘s measurements are within the
tolerances of the shaft alignment calculation*
Connect the OMC coupling to the gearbox flange with the fitted bolts and tighten
according to given torque values
Mount the od-box to the gearbox and check the runout of the rotor (≤ 0,005 mm):
measure value*
Is the thermal expansion value between main engine and gearbox input shaft within
the tolerance?*
Is the thermal expansion value between gearbox pto and shaft alternator within the
tolerance?*
Connect the flexible hoses between the hydraulic unit piping and the od-box: start the
hydraulic unit pump*
Ventilate the system by going ahead and astern for several times*
Mount the earthing device (option)
Mount the shaft brake or locking device (option)
Mount the rpm pick-up at the shaft with a gap of approx. 5 mm*
Mount the pitch angle transmitter to the od-box
Has the central unit, Local Control Box, the interface box and all remote control panels
been mounted?
Have all the electrical connections of the remote control system been made and have
they been tagged with the corresponding number in the drawing?

9.11.1 Check of Alarm Functions:

STERNTUBE ✔
TAH Sterntube oil temperature at forward sterntube bearing
50°C warning
60°C alarm
TAH Sterntube oil temperature at aft sterntube bearing
50°C warning
60°C alarm
LAL Sterntube tank oil level
LAL Fwd seal circulation tank oil level
HYDRAULIC UNIT ✔
TAH Hydraulic oil temperature
40°C warning
65°C alarm
LAL Hydraulic oil level tank
265 mm warning
200 mm alarm
PAL Hydraulic oil pressure
20 bar warning
10 bar alarm
PLL Hydraulic oil pressure
20 bar warning
6 bar alarm ( start of stanby pump )
PDAH Hydraulic oil differential pressure at indicator filter 2,2 bar
Simulate alarms with alarm maker (Precheck)*
Present alarms to class*

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9.12 TOOLS LIST:

Blade Bolts Socket Nut Coupling Key (supplied by ZF)

OMC High pressure pump (2500 bars) OMC High pressure pump (500 bars)

Reaming Tool

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9.13 BLADE BOLTS TORQUE:

TIGHTENING TORQUE CPP

Tightening Tourque Tightening Tourque Tightening Tourque Tightening Tourque
Tête:
BLADE BOLTS (Nm) COVER BOLTS (Nm) FLANGE BOLTS (Nm) PISTON NUT (Nm)
KH 1350 10500 2200 17000 43000
KH 1200 7400 1290 14000 29000
KH 1070 6000 660 11750 21000
KH 960 3900 660 6200 15000
KH 850 2700 660 4860 10000
KH 760 1800 660 4100 7500
KH 680 1600 380 3500 5550
KH 600 1000 190 2000 3700
KH 560 800 190 1600 3000
KH 515 600 190 1000 2300

TORQUE CHART FOR TIGHTENING OF BOLTS AND SCREWS:

TORQUE SHART FOR Std STEEL SCREWS (Nm) TORQUE SHART FOR Std STAINLESS STEEL SCREWS (Nm)

Q 8.8 Q 10.9 Q 12.9 A4 - 70 A4 - 80

M5 5,71 6,3 9,65 M5 5,1 6,9
M6 9,88 11 16,68 M6 8,8 11,8
M8 23,63 25 39,88 M8 21,4 28,7
M 10 46,38 52 78,27 M 10 44 58
M 12 79,09 91 133 M 12 74 100
M 14 125 146 211 M 14 119 159
M 16 193 225 326 M 16 183 245
M 18 268 313 453 M 18 260 346
M 20 377 440 636 M 20 370 494
M 22 513 602 866 M 22 279 372
M 24 652 758 1100 M 24 355 473
M 27 947 1114 1599 M 27 502 670
M 30 1296 1515 2187 M 30 680 907
M 33 1743 2048 2941 M 33 / /
M 36 2253 2635 3802 M 36 / /
M 39 2903 3410 4899 M 39 / /

values given for friction coef: 0,11 (with grease or loctite) values given for friction coef: 0,2 (with grease or loctite)

NOTE:
1 Nm = 8,863 In. Lbs (Inch x pound)
1 Nm = 0,738 Fn. Lbs (Foot x pound)

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Remarks
_________________________________________________________________________________________________

_________________________________________________________________________________________________

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Section 10
Setting the System to Work
Date

and Maintenance Procedures

Section 10

Setting the System to Work

and Maintenance Procedures.
Description of setting to work procedures, scheduled “on board” maintenance
fault-finding

10.1 SETTING THE SYSTEM TO WORK:

10.1.1 Start-Up General:

IMPORTANT

Before sea trials, the system should be briefly tested for proper operation. When testing
propeller functions for the first time, particular attention should be paid to the instructions
on start-up of the hydraulic control unit!
The propeller has venting plugs on its hub. It may be advisable to bleed the hub and shaft,
using the vent plug (1), while the ship is still on the dry dock. See Figure 10A.

Hub vent plug

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• Remove the plugs.

• Flush the propeller servo system with hydraulic oil, until all air has been removed from
the system.
• Refit the plugs to the propeller hub. Use Loctite (or similar) to preclude leaks and inad-
vertent loosening of the plugs during operation throughout the propeller life.
If the vessel is afloat however, the system will have to ‘auto-bleed’ itself, since the vent
holes cannot be opened underwater. In that case:
• Start the hydraulic unit (see instructions for hydraulic unit start-up) and.
• increase propeller pitch gradually, by small increments, in the “+” and “-” direction
(“ahead” and “reverse”), so that trapped air can be evacuated gradually to full extent.
Until the system is fully bled and all air removed, pumps are likely to work noisily. Refer
to the instructions on pump start-up in section 11. Noisy operation with air present in the
circuit is not abnormal.

IMPORTANT

Remember that, in all cases, the process of flushing and bleeding the system will take up
a considerable amount of oil. The oil level in the hydraulic tanks will drop significantly!
Therefore:
Check the oil level(s) frequently!
Top up to the “MAX” mark whenever necessary!

10.1.2 Start-Up procedure:

Fill all hydraulic tanks with the required amount of oil, as specified in the respective sec-
tions of this manual. Use only approved oil as shown in the lubrication specifications.
Prime the pump(s) before starting (pump casing filled with oil to initialize suction)! On
variable displacement pumps (type PVT and similar), the drain plug can be used to in-
troduce priming oil. Gear pumps supplying oil from the gearbox to the CPP system can be
primed through the pressure side hose, however, they don’t usually need priming.

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Immediately check for correct direction of rotation as marked on the pump motors!

The first start of the pumps has to carried out under no-load conditions, and through a
series of short pulses before letting the pump run in a continuous manner.
Flush the system for a sufficient length of time to bleed the circuit and clear away all for-
eign matter that may have been trapped.
Check for any signs of oil leaks on the installation (pipe connections, pump flanges, OD-
box, etc...).
Check for sufficient operating pressure once the oil has reached its operating temperature
range (above 30°C / 85°F). Readjust if necessary.
Actuate the pitch control step by step fore and aft, increasing the blade angle gradually
in each direction.

Caution: DO NOT command the full blade pivoting range from the start!

Check the right direction of blade movement (or propeller thrust). If the blades move in
the wrong way (i.e. ‘reverse’ instead of ‘ahead’), just swap the 24V connectors on the 2
solenoids of the shift valve.
On completion of the testing, check the CPP oil filter, clean or replace if necessary. A
spare filter cartridge is supplied with the equipment.
If the electronic control system has not yet been connected, the test functions can be
carried out manually. If the oil pump motors have not yet been connected to the power
circuit, hydraulic propeller actuation can be achieved through the hand pump on the hy-
draulic control unit. See Figure 10B.

Figure 10B: manual control hand pump

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and Maintenance Procedures

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CAUTION:

Take every measure necessary to ensure workers’ safety and prevent damage or acci-
dents. Remember: Oil under high pressure is entering a virgin circuit!

10.1.3 Special start-up instructions

10.1.3.1 Special instructions: electronic control system

For start-up and commissioning instructions of the electronic control system (parameter
entry etc.), please refer to the appropriate chapter in section 11.

10.1.3.2 Special instructions: hydraulic control unit

The following instructions apply to independent hydraulic control units fitted with variable
displacement oil pumps (type PVT).

10.1.3.3 Before start-up, make sure the hydraulic fluid tank has been filled with an ap-
propriate type of oil (see “Hydraulic Oil Specifications” in chapter 7).
On new equipment and after an extended lie-up, pumps must be primed! A convenient
way to introduce oil into the pump body is through the drain plug. See Figure 10C.
Make sure cut-off valves are all open so that oil can circulate in the system.
On the very first revolutions of the pump drive motor(s), check the direction of rotation!
Motors, i.e. pumps MUST run in the direction shown by the arrow on the casing flange!

drain intake

Figure 10C: Pump priming (typical) Figure 10D: Direction of rotation of pump motor

NOTE:

The rotation can easily be checked on the motor cooling fan.

IMPROPER ROTATION MAY DAMAGE THE HYDRAULIC PUMP!
Check and correct the wiring of the electric motors, if necessary.

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CAUTION:

All electrical connections and wiring must be made by a duly qualified electrical engineer!
Pump start-up is to be carried out under no-load conditions, beginning with a few pulses be-
fore switching to continuous operation. Apply load gradually once the unit runs smoothly.
Check the oil level in the oil tank, and oil temperature. Top up oil as soon as the need may arise!
Check all pipe connections and hydraulic action devices for leaks; tighten fittings if necessary.
Check the oil pressure on the pressure gauge. See oil pressure limits in the data sheet in
chapter 12.
During the initial start-up, air may still be trapped in the system. Until all air has been
removed and the system fully flushed, pump operation may become quite noisy at times.
This phenomenon is normal during start-up, but should disappear altogether very soon! If
the problem remains, re-bleed the hydraulic circuit. Otherwise call your service agent.
Upon completion of the start-up, clean or change the oil filter, remove all foreign matter
which may have accumulated in the filter bowl.

10.1.4 Special instructions: shaft seal assemblies (See also Section 12)
The following instructions apply to shaft seal assemblies of the “IHC”-type.
Before start-up, measures must be taken to ensure proper lubrication of the propeller
shaft bearings and the seals. The tank from which oil is fed to the stern tube, and which
is mounted 3 to 4 meters above the load line, must be filled with lubricating oil. The stern
tube is bled of air through the vent plugs. The aft seal is filled with grease by the manu-
facturer and needs no further attention.
If required, fill the space between the lip seals with oil,
one can do this through the vents.
The lubrication and cooling of the forward seal is pro-
vided by fitting a circulation tank that must also be
filled. Circulation is achieved by the rotation of the
propeller shaft and the action of a scraper fitted in the
seal. See Figure 10E.
During normal operation it is only necessary to check
the gauge glasses. The level of the oil in the circula-
tion tank of the forward seal may vary during opera-
tion. This can usually be cured by centering the bush
with respect to the propeller shaft, using a dial-type
micrometer. Figure 10E: Forward seal circulation tank

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and Maintenance Procedures

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10.2 MAINTENANCE:

INTERVAL ACTION COMMENTS

daily Visual:

Inspect shaft line for leakage around flanges,

Around stern tube seals and around OB box

Inspect OD box for integrity, loose parts,

noises, rattles?

Inspect temperatures at stern tube inboard bearing, stern

tube return oil line, OD box, power pack oil reservoir,
hydraulic oil lines, and hydraulic oil pump by hand and/or
remote temperature sensor.

Check function of indicating lights by means of ‘lamp test’

button on all control stands

Ask bridge officer in charge to effect small pitch change to

verify that spool valve of the solenoid control valve is not
stuck

Check and clean earthing system slip rings.

Inspect oil filter fouling indicator. Change filter over if

weekly
required, and clean or replace filter element.

Mark oil levels in oil reservoir for CPP and header tank of
stern tube. Check for loss of
Oil.

Drain sample from stern tube to test for presence of water,

visual or test kit

Check stand-by pump function in port by stopping the

Monthly
operating pump.

6 months Oil sample from hydraulic oil reservoir and from stern tube.

Drain and renew all oil from hydraulic system and stern
drydocking
tube system.

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10.3 FAULT FINDING PROCEDURES:

10.3.1 Propeller pitch will not move:

Check if propeller pitch moves in ‘non-follow up’ mode. If YES, then the problem exists
in the electronic remote control system, most likely PC Board.

If pitch does not move in ‘non-follow up’ mode, then check if oil pressure in hydraulic
system is low or non-existing. This might be caused by:
Insufficient oil in the system
Leakage on suction side of oil pump: air is sucked in, oil is foaming
Pressure pipe leakage
Power pack failure
Failure safety valve: leakage or stuck
Excessive clearance in floating bushing in OD box
Oil is too thin or too hot
Oil Pressure is normal. In this event check the following items:
Distributor valve is stuck: try to operate the valve by hand. If pitch moves with
emergency control pump (hand pump) then replace distributor valve assembly.
If pitch does not move with the hand pump, then dry-docking may be required.
(seizure in propeller hub)

10.3.2 Excessive Stern tube Oil use:

Stern tube gland leaking
Propeller hub leaking
Leakage from oil seals in propeller shaft (flange cover)

10.3.3 Propeller Blade Repair:

In the event of blade damage the following steps must be adhered to:
Immediately involve a representative of the classification society
For certified repair facilities in your area, please contact the ZF Marine Propulsion Service
department.

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If no facilities are available, the blade(s) must be shipped to ZF Marine Propulsion for re-
pair at a ZF selected repair shop.
Blades damaged or bent below the 60% radius must in general be condemned.
When fitting one or more repaired blades together with undamaged blades, care must
be taken that they are installed in the best position for balancing, shape and pitch devia-
tions. Preferably all blades, damaged and undamaged should be measured to minimize
the effect of discrepancies.

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Section 11
Date
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Section 11

ZF CP Propeller Commissioning Checklist

Final Inspection, Dock Trials and Sea Trials

11.1 DOCK TRIAL PROGRAM

COMMENTS

CPP SERIAL NO.

SHIPYARD

NEW BUILDING NO.

IMO NO.

COMMISSIONING
1) _________________
ENGINEER(S) 2) _________________
3) _________________

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11.2 INITIAL INSPECTION FOR ZF MARINE SERVICE ENGINEER:

BEFORE LAUNCHING
1.0 STERN TUBE, SHAFT AND ACCESSORIES INSTALLATION

1.1* Stern tube mounted in correct position installed

䡺 O.K. (yard)
1.2. Clean propeller shaft and lift according to instructions: aft stern
tube seal installed 䡺 O.K. (yard)
1.3. Fit the oil pipe inside the gearbox output shaft
䡺 O.K. (yard)
1.4. Clean inside of stern tube and oil surface of the stern tube
bearings. 䡺 O.K. (yard)
1.5* Drive shaft through stern tube into ship and check for bearing
surface damages 䡺 O.K. (yard)
1.6. Drive forward seal on the shaft
䡺 O.K. (yard)
1.7* Mount the OMC coupling and tighten with two provisional bolts to
gearbox flange before proceeding with item 8 䡺 O.K. (yard)

1.8* Measure the distance between stern tube and hub flange and
compare with alignment control value of the aft seal. Measured 䡺 O.K. (yard)
value: ______ [mm]
1.9. Protect hub by a cover until blades are mounted.
䡺 O.K. (yard)
1.10* Mount blades according to installation instruction and check
cleanliness of blade ports o-rings fitted and greased 䡺 O.K. (yard)
1.11* Blades to be torqued with reference value: torque value
achieved _____ [Nm]l 䡺 O.K. (yard)

1.12. After installation of seals mount header tank 3-4 m above deep
line waterline. Measured value: ______ [cm 䡺 O.K. (yard)
1.13. Before filling in the stern tube with oil check for header tank
cleanliness:oil type according with seal maker. 䡺 O.K. (yard)
1.14* Vent the propeller hub by removing the plug and check for oil
leakage at blade feet. 䡺 O.K. (yard)
1.15* Measure aft chrome steel liner initial wear down and report
Measured value : ______ [mm] 䡺 O.K. (yard)

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11.3 FUNCTION TEST:

ITEM ACTIVITY
Transmitter Check and calibrate command/feedback
Signals signals of levers, pot, meters, instruments 䡺 YES 䡺 NO
Control Transfer I Check function ECR to bridge, check flash
lights, buzzer 䡺 YES 䡺 NO
Control Transfer II Check function bridge main panel to bridge
wing(s), lie-up system 䡺 YES 䡺 NO
Pitch Indication Verify function and calibration of all indicators
䡺 YES 䡺 NO
RPM Indication Verify function and calibration of all
indicators: adjust zero and full RPM 䡺 YES 䡺 NO
Combinator Verify settings of combinator control: pitch
Control and RPM settings versus handle position 䡺 YES 䡺 NO
Load Curve Verify load curves according to load curve
diagram 䡺 YES 䡺 NO

Constant RPM Check function of Constant RPM Control:

onn/off, ‘on’ indication, RPM level at max. 䡺 YES 䡺 NO

Separate RPM Verify function ‘separate RPM control in MCR.

Pitch from lever, rpm from separate control
䡺 YES 䡺 NO
device: lever or control knob

Back-up System Check function of system: on/off, ‘on’

indication, pitch control, constant RPM 䡺 YES 䡺 NO

Pitch trim Check function of pitch trim on MCR

䡺 YES 䡺 NO
Zero pitch Check/adjust zero pitch. Zero pitch is zero
Final adjust thrust. Adjust mechanical feedback 䡺 YES 䡺 NO

Clutch Control Check functions: interlocks for ‘clutch-in’,

clutch in sequence, clutch out sequence,
sequence failure (detection, indication)
䡺 YES 䡺 NO

Emergency Stop Emergency clutch out function, emergency

stop engine 䡺 YES 䡺 NO

Alarms, Wire break, zero Voltage, control error,

functions indications. Back-up power failure,
䡺 YES 䡺 NO
illumination failure, dimmer function

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11.4 INTERFACES:

ITEM ACTIVITY
Engine Check engine interfaces:
-Governor checked out 䡺 YES 䡺 NO
-Engine start 䡺 YES 䡺 NO
-RPM command signal 䡺 YES 䡺 NO
-Back –up RPM signal 䡺 YES 䡺 NO
-Safety signals (shut down, slow down) 䡺 YES 䡺 NO
Transmission Check gearbox interfaces:
-Check oil and/or air pressure 䡺 YES 䡺 NO
-‘clutch available’ or other interlock signals 䡺 YES 䡺 NO
Shaft brake Check shaft brake interfaces:
-start prevent when shaft brake engaged. 䡺 YES 䡺 NO

DP System Check interfaces to DP system (by others)

-Command request/accept/acknowledge 䡺 YES 䡺 NO
-pitch control from DP 䡺 YES 䡺 NO
Joystick System Check interfaces to Joystick system
(by others)
-Command request/accept/acknowledge 䡺 YES 䡺 NO
-pitch control from joystick 䡺 YES 䡺 NO

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11.5 AFTER LAUNCHING

3.0 ALIGNMENT

3.1* Measure the GAP / SAG before chock fast of the reduction
gear and also add the values recommended according to the 䡺 O.K. (yard)
shaft alignment calculation.

3.2* Measure the GAP / SAG after chock fast of the reduction gear.
䡺 O.K. (yard)

3.3 ZF Service to confirm that the final GAP / SAG measurements are
within the tolerances of the shaft alignment calculation 䡺 O.K. (yard)
3.4 Connect the OMC coupling to the gearbox flange with the fitted
bolts and tighten according to given torque values 䡺 O.K. (yard)

Accepted Manager Service Department __________________________________________________

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3.5* Mount the OD-box to the gearbox and check the run out of the
䡺 O.K. (yard)
rotor (0,05mm) : meausure value ______ [mm]
3.6* Is the thermal expansion value between main engine and
gearbox input shaft within the tolerance? 䡺 O.K. (yard)
3.7* Is the thermal expansion value between gearbox pto and shaft
alternator within the tolerance? 䡺 O.K. (yard)
3.8* Connect the flexible hoses between the hydraulic unit piping
and the od-box: start the hydraulic unit pump. 䡺 O.K. (yard)
3.9* Ventilate the system by going ahead and astern for several times
䡺 O.K. (yard)
3.10* Test emergency pump function ahead and astern
䡺 O.K. (yard)
3.11. Mount the earthling device (option)
䡺 O.K. (yard)

3.12. Mount the shaft brake or locking device (option) 䡺 O.K. (yard)
3.13* Mount the rpm pick-up at the shaft with a gap of approx. 5 mm
䡺 O.K. (yard)
3.14* Mount the pitch angle transmitter to the OD-box
䡺 O.K. (yard)

4.0 CPP REMOTE SYSTEM ADJUSTMENTS

4.1 Has the central unit, Local Control Box, the interface box and all
remote control panels been mounted? 䡺 O.K. (yard)

4.2 Have all the electrical connections of the remote control system
been made and have they been tagged with the corresponding 䡺 O.K. (yard)
number in the drawing?
4.3 Check 24V DC main and battery supply. Energize the all
system and check communications between units 䡺 O.K. (yard)
4.4 Adjust back-up to zero pitch for indicators. Enter actual and back-
up zero parameter. 䡺 O.K. (yard)
4.5 By using directional valve take propeller position to full ahead and
full astern. Adjust indicators from local box. Enter the 䡺 O.K. (yard)
parameter values to the system
4.6 Take command to remote control. Check propeller moving by
using ECR lever and joystick 䡺 O.K. (yard)
4.7 Take command to bridge control. Check propeller moving by
bridge and wings lever. 䡺 O.K. (yard)

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4.8 Check maneuvering and sailing mode according to pitch moving

from bridge panel 䡺 O.K. (yard)
4.9 Check shutdown , load reduce , overload, speed and load signals
that coming from ME 䡺 O.K. (yard)
4.10 Press lamp test on all panels and check all lamps work
䡺 O.K. (yard)
4.11 Check clutch functions that can be controlled from ECR panel.
䡺 O.K. (yard)

5.0 CHECK OF ALARM FUNCTIONS

5.1 TAH; Stern tube oil temperature at forward stern

tube bearing 50°C warning, 60°C alarm 䡺 O.K. (yard)
5.2 TAH; Stern tube oil temperature at aft stern tube
bearing 50°C warning, 60°C alarm 䡺 O.K. (yard)
Stern tube
5.3 ALL; Stern tube tank oil level 䡺 O.K. (yard)
5.4 LAL; Fwd seal circulation tank oil level
䡺 O.K. (yard)
5.5 TAH; Hydraulic oil temperature 40°C warning,
65°C alarm 䡺 O.K. (yard)
5.6 LAL; Hydraulic oil level tank 265 mm warning,
200 mm alarm 䡺 O.K. (yard)

5.7 PAL; Hydraulic oil pressure 20 bar warning, 10

Hydraulic Unit bar alarm 䡺 O.K. (yard)
5.8 PLL; Hydraulic oil pressure 20 bar warning, 6
bar alarm (start of standby pump) 䡺 O.K. (yard)
5.9 PDAH Hydraulic oil differential pressure at
indicator filter 2,2 bar alarm 䡺 O.K. (yard)

6.0* SIMULATE ALARMS WITH ALARM MAKER (PRECHECK).

7.0* PRESENT ALARMS TO CLASS.

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COMMENTS:

.....................................................................................................................
.....................................................................................................................
.....................................................................................................................
.....................................................................................................................
.....................................................................................................................
.....................................................................................................................
.....................................................................................................................

ACCEPTANCE STATEMENT

NAME SURNAME : ....................................................................................................................................

POSITION : ....................................................................................................................................
FOR SHIPYARD

SIGNATURE : ....................................................................................................................................

DATE : ....................................................................................................................................

NAME SURNAME : ....................................................................................................................................

POSITION : ....................................................................................................................................

FOR ZF
SIGNATURE : ....................................................................................................................................

DATE : ....................................................................................................................................

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Section 11

ZF Commissioning Report Gearbox

1. GENERAL DATA
Gear Type:
Model: ____________________________________________
Reduction: ____________________________________________
Serial/n°: ____________________________________________
Part List (on name plate): ____________________________________________
Port/Starboard/Single:
Sense of Rotation Input: ____________________________________________
Port: ____________________________________________
Stb: ____________________________________________
Single: ____________________________________________
Sense of Rotation Output: ____________________________________________
Port: ____________________________________________
Stb: ____________________________________________
Single: ____________________________________________
Engine manufacturer:
Engine type: ____________________________________________
Engine no: ____________________________________________
Port: ____________________________________________
Stb: ____________________________________________
Single: ____________________________________________
Rated engine speed: ____________________________________________
Rated engine output: ____________________________________________
Controllable pitch propeller type and manufacturer:
Fix pitch propeller type and manufacturer:
Vessel type: ____________________________________________
Vessel name: ____________________________________________
International Maritime Organization number:
Shipping Company:
Shipyard and NB n°:
Commissioning date:

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2. VISUAL INSPECTION

Are there any transportation damages?: 䡺 YES 䡺 NO

Are there any other visible damages?: 䡺 YES 䡺 NO
External condition of the gearbox: 䡺 Good 䡺 Defects ________________
Are there any parts missing or exchanged by
Non Genuine Spare parts: 䡺 YES 䡺 NO

3. INSTALLATION

3.1 Alignment Engine Gearbox

Recommendation:
Measured:

3.2 Alignment Gearbox - Shaft alternator

Recommendation:
Measured:

3.3 Alignment Gearbox - Second PTO

Recommendation:
Measured:

3.4 Installation of the gearbox

Seat chock: ____________________________________________

Cast resin: ____________________________________________
Resilient: ____________________________________________

Front stoppers?: 䡺 YES 䡺 NO

Side stoppers?: 䡺 YES 䡺 NO
Fitting bolts?: 䡺 YES 䡺 NO
Dimensions of the fondation bolts:

ZF Padova S.p.A.
128 Via Penghe, 48 – I-35030 Caselle di Selvazzano (PD) – ITALY
Tel. +39-049 8299-311 – Fax +39-049 8299-550 – www.ZF-Marine.com
Date
ZF Commissioning Report
Section 11

3.5 Installation of the engine

Seat chock: ____________________________________________

Cast resin: ____________________________________________
Resilient: ____________________________________________

4. COOLING WATER SYSTEM

Heat exchanger attached to the gearbox?: 䡺 YES 䡺 NO

In case heat exchanger not supplied by ZF:
Manufacturer: ___________________________________________
Type: ___________________________________________

Cooling water pipes connected with compensators?: 䡺 YES 䡺 NO

4.1 Remarks
_________________________________________________________________________________________________

_________________________________________________________________________________________________

ZF Padova S.p.A.
Via Penghe, 48 – I-35030 Caselle di Selvazzano (PD) – ITALY 129
Tel. +39-049 8299-311 – Fax +39-049 8299-550 – www.ZF-Marine.com
Date
ZF Commissioning Report
Section 11

5. LUBRICATION SYSTEM

5.1 Stand-by pump

Where the pipes of the stand-by pump as recom-
mended by ZF?:
䡺 YES 䡺 NO
Pipes:
Lenght: ___________________________________________
Diameter: ___________________________________________
Height from suction flange bottom of gearbox to
pump suction flange: ___________________________________________
Have the pipes been mounted without distortion
using compensators on the gearbox side?:
䡺 YES 䡺 NO

5.2 Oil filling

Lube oil:
Manuf.: ______________________________________________________________________
Type: ______________________________________________________________________
SAE: ______________________________________________________________________
Filling litres: ______________________________________________________________________

5.3
Was the hydraulic system flushed with the sand-by
pump for at least 1 hr?
䡺 YES 䡺 NO
Was the filter inspected subsequently? 䡺 YES 䡺 NO
Were the pipes acidified and cleaned thoroughly
after that?
䡺 YES 䡺 NO

5.4 Operation with stand-by pump

Clutch oil pressure: bars
Lub oil pressure: bars
Leakage? 䡺 YES 䡺 NO

5.5 Remarks
_________________________________________________________________________________________________

_________________________________________________________________________________________________

ZF Padova S.p.A.
130 Via Penghe, 48 – I-35030 Caselle di Selvazzano (PD) – ITALY
Tel. +39-049 8299-311 – Fax +39-049 8299-550 – www.ZF-Marine.com
Date
ZF Commissioning Report
Section 11

6. CONTROL / MONITORING

6.1 Electrical, supply voltage: ________________

6.2 Monitoring
Function checked according to Monitoring Schema / List of Measuring Points?

Alarm “Oil pressure to low” _________________ bars

䡺 O.K. 䡺 Not applicable
Automatic start of stand-by pump ____________ bars
䡺 O.K. 䡺 Not applicable
“Emergency stop of main engine” ____________ bars
䡺 O.K. 䡺 Not applicable
Alarm “Oil temperaturre too high” ____________ °C
䡺 O.K. 䡺 Not applicable
Prelubricating / stand-by pump switched off automati-
cally when minimum speed of engine is exceeded?
䡺 O.K. 䡺 Not applicable
Alarm suppressed during engagement of clutch
to t = 10,0 sec?
䡺 O.K. 䡺 Not applicable
Oil level monitoring, function, time delay? (15÷30 sec.)
䡺 O.K. 䡺 Not applicable
Clutch oil pressure ahead ___________________ bars
䡺 O.K. 䡺 Not applicable
Clutch oil pressure astern ___________________ bars
(only reverse gearboxes) 䡺 O.K. 䡺 Not applicable

6.3 Remarks
_________________________________________________________________________________________________

_________________________________________________________________________________________________

ZF Padova S.p.A.
Via Penghe, 48 – I-35030 Caselle di Selvazzano (PD) – ITALY 131
Tel. +39-049 8299-311 – Fax +39-049 8299-550 – www.ZF-Marine.com
Date
ZF Commissioning Report
Section 11

7. RUN AT SEA TRIALS

7.1 Oil leakage?

䡺 YES 䡺 NO

7.2 After turning off the engine open inspection cover:

Internal condition of the gearbox:

good:
corroded:
defects:

7.3 Remarks
_________________________________________________________________________________________________

_________________________________________________________________________________________________

ZF Padova S.p.A.
132 Via Penghe, 48 – I-35030 Caselle di Selvazzano (PD) – ITALY
Tel. +39-049 8299-311 – Fax +39-049 8299-550 – www.ZF-Marine.com
Section 12
Date
Appendices
Section 12

Appendices

12.1 CONTROLS:

12.2 HYDRAULICS

12.3 STERN TUBE, SEALS AND BEARINGS

12.4 SHAFT ALIGNMENT CALCULATION

ZF Padova S.p.A.
Via Penghe, 48 – I-35030 Caselle di Selvazzano (PD) – ITALY 135
Tel. +39-049 8299-311 – Fax +39-049 8299-550 – www.ZF-Marine.com
Date

Remarks
_________________________________________________________________________________________________

_________________________________________________________________________________________________

ZF Padova S.p.A.
136 Via Penghe, 48 – I-35030 Caselle di Selvazzano (PD) – ITALY
Tel. +39-049 8299-311 – Fax +39-049 8299-550 – www.ZF-Marine.com
Section 13
Date
Drawings
Section 13

Drawings:
The following drawings are enclosed:

3405_218_039

3405-011-010-B. OUTLINE DRAWING NIVEKO (SEHLA 51) KH1200

ASSEMBLY HUB 3405011010_2

ASSEMBLY OD BOX 3405108082

P0360102

P0360103

SHAFT LINE 3405011010_3

PIPING DIAGRAM SIMPLEX

ZF Padova S.p.A.
Via Penghe, 48 – I-35030 Caselle di Selvazzano (PD) – ITALY 139
Tel. +39-049 8299-311 – Fax +39-049 8299-550 – www.ZF-Marine.com

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