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MAN

UAL

WAF

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F64

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196.

REINTJES GmbHD-31784 HamelnFederal Republic of GermanyPhone +49 51 51 1 04-0Telefax +49 51 51 1 04-300

BV2025.en 2004-04Subject to alterations

The operating manual present applies to all standard

gearboxes of type LAF / WAF 642-196.

The last figure in the gearbox designation is variable

(eg. WAF 1961, LAF 1962).

In this operating manual the last figure is marked

by a dot, if the data apply for all gearboxes with

identical figures for the first 2 or 3 digits

eg. WAF 643 →→ WAF 64.

LAF 1171 →→ LAF 117.

1

1.0 General Information1.1 Introduction 31.2 Important Notes 31.3 Safety Information 31.4 Fire and Explosion Prevention 51.5 Before-operation Checks 6

2.0 Installation and Alignment2.1 Lifting Equipment 72.2 Alignment 72.3 Marine Gear Installation and Alignment 72.4 Connection to Engine 72.5 Propeller Shaftline Check 82.6 Seat Chocks and Foundation Bolts 82.7 Installation of Gearbox with

Longitudinal Mounting Arrangement 82.8 Alignment Check 9

3.0 Function and Operation3.1 General Information 93.2 Name Plate Arrangement 93.3 Hydraulic System 103.4 Gearbox Actuation 123.5 Pressure Limiting Valve 123.6 Function of Series WAF/LAF 143.7 Sectional Drawing WAF/LAF 153.8 Description of Power Take Off 163.9 Recommended Lubricants 173.10 Initial Operation 173.11 Operating Instructions 173.12 Engagement Recommendations 183.13 Trailing Operation, Engine STOP

and Propeller Rotating 183.14 Emergency Operation 19

4.0 Maintenance4.1 Maintenance Recommendations 194.2 Conversion Factors 204.3 General Torque for Metric Fasteners 204.4 Maintenance Schedule 214.5 Maintenance Task Descriptions 224.6 Completed Maintenance 274.7 Troubleshoothing 284.8 Preservation of the Gearbox 29

5.0 Disassembly and Assembly5.1 General Information 305.1.1 Seals 305.1.2 Screws 305.2 Screw Locking 305.3 Glued Connection 315.4 Instructions for Hydraulic Assembly/

Disassembly with Taper 1:30 315.5 Bearing Adjustments 335.6 Lubrication of Discs 355.7 Recommended Maintenance

Procedures for Heat Exchangersof BLOKSMA Make 36

6.0 Spare PartsOrdering Notes 41

WAF/LAF 64. – 196. 42Piping and External Parts 43Housing 45Input Shaft 47Intermediate Shaft 49Output Shaft 51Power Take Off K21 53Power Take Off K31 55Power Take Off K41 57Power Take Off K51 59

Service Repair KitsA 1 Heat Exchanger Typ P 130 60A 1 Heat Exchanger Typ OKTS/OKS 60A 3 Duplex Filter Typ RFLD 61A 3 Duplex Filter Typ Pi 21.. 61E 19 Oil Pump Typ KF 2/..,3/...,4/.. 62H 1069/ H 1074 Operation Delay Pot withV 232 Connection Plate 63H 768 Operation Delay Pot PTO clutch 63V 247 Intermediate Plate 64K 8 Emergency Operation Screw 64V 1 Control Valve (4/3 pneum.) 65V 1 Control Valve (4/3 electr.) 65V 1 Control Valve (4/2 pneum.) 66V 1 Control Valve (4/2 electr.) 66V 114 Control Valve (4/2 pneum.) PTO clutch 67V 114 Control Valve (4/2 electr.) PTO clutch 67

Table of Contents

2

1.1 Introduction This manual contains general information and safetyinstructions, installation instructions, operating, control and maintenance information.

Illustrations guide the operator through the marinegear initial operation, operation and inspection procedures.

Operational procedures described in this manual areapplicable to standard installations. Application-specific procedures may differ slightly.

Your safety and the safety of others depends oncareful and correct operation of the equipment. A good operator is the best possible accident-prevention measure.

On-going improvements and advancements in product design may have resulted in modifications to your marine gear which are not covered by this manual.

If you have any questions regarding your marinegear or this publication, please consult the REINTJES Service Department.

1.2 Important Notes The marine gears are subject to the REINTJES warranty conditions as agreed upon in the purchasing contract.

Modifications of the gearbox are permissible onlyin consultation with REINTJES.

REINTJES will only consider warranty claims when- The gear has been installed, operated, supervised

and maintained in accordance with our instructions.

- The oils employed are in accordance with our Recommended Lubricants List.

- Power data and characteristics are in accordance with those quoted on the name plate.

As supplier of only one component in the completepropulsion plant, REINTJES is not responsible forvibration problems resulting from the overall system.REINTJES does not, therefore, accept any responsi-bility for any complaints or damage caused by suchvibration.We recommend that a vibration analysis be carriedout, taking into account the different load states ofthe gearbox as well as the rotating, mounted andadd-on parts.

1.3 Safety Information The majority of accidents which occur during operation, maintenance and repair are caused byfailure to observe basic safety rules and accident-prevention precautions. Accidents can often beavoided by correct advance assessment of potentially hazardous situations. The operating personnel must, at all times, be alert to potentialhazards. Furthermore, personnel must be fullytrained, skilled operators provided with the necessary tools and equipment required to perform these functions correctly.

Basic safety precautions are repeated in the operating manual.

REINTJES cannot possible anticipate all situationswhich may constitute a potential hazard. The warnings contained in this manual and on the actualproduct are therefore not all emcompassing. Shouldyou employ tools and equipment, procedures oroperating techniques not specifically recommendedby REINTJES, it is mandatory to ensure that theseinvolve no risk to yourself or others. It is also essential to ensure that the product cannot be damaged, or operational safety detrimentally influenced, by the lubricants, operating, maintenanceand repair techniques employed.

Prior to commencing any services, ensure that youare in possession of the complete and most up-to-date information available.

Supplementary to operating manual all generallyvalid legal and other binding regulations for accidentprevention and pollution control have to be observedand adhered to!

1.0 General Information

3

WARNING

Incorrect operation, lubrication, maintenance orrepair of this product can be dangerous and mayeven lead to injury.

Do not operate or perform any maintenance orrepair on this product, unless you have carefullyread and understood the operation, maintenanceand repair instructions.

General The gear has been built according to latest develop-ments in engineering and established safety rules.Nevertheless, during operation dangers to life and limb of operator or third party may occur.Restrictions to gearbox and other materials may also limit its use.

The gearbox must only be operated in perfect technical condition as well as in accordance withregulations.

The operator must be aware of rules for safety andhazards and must follow the operating manualincluding regulations concerning inspection andmaintenance.

Faults which may impair safety must be eliminatedwithout delay!

Authorized and trained staff only are entitled to operate, maintain and repair the gearbox.

The staff must not have long loose hair nor wearloose clothing or jewellery incl. rings. There is a danger of injury e.g. by getting stuck or pulled in.

Unless otherwise specified, always shut down theengine before carrying out repairs or adjustments tothe engine and driven machinery.

Attach a “DO NOT START, WORK IN PROGRESS” or similar notice to the engine starting switch, or button, before working on the marine gear.

Ensure that the propulsion engine remote startingsystem is deactivated.

Prior to commencing work on the engine or marinegear, disconnect and insulate the engine batteryearth cable to prevent accidental starting.

To avoid injury, provide all exposed drive shafts, beltpulleys or similar rotating parts with safety guards.

When checking or working on open marine gears,secure the propeller and shaftline against uncontrolled rotation.

Relieve pressure from all associated air, oil, fuel orwater systems prior to releasing or removing, pipes,subassemblies etc. When removing componentsfrom a pressureoperated system, ensure that it isnolonger pressurized. Do NOT check for pressureleaks with your hand.

When checking for leaks. a piece of cardboard orsimilar material should be used. Fluids escapingunder pressure, especially from a “pin-hole” leak,can penetrate skin tissue and may lead to serious oreven fatal injury. If fluid penetrates the skin tissue,consult a doctor familiar with such injuries as soonas possible and within a few hours at the latest.

Remove covers carefully. The last two, opposed,cover or subassembly securing screws, or nuts,must be loosened (not removed) slowly and evenly.Release the cover to relieve any possible spring- orother pressure before finally removing the last twoscrews or nuts.

4

Before commencing any kind of service work, ensurethat all tools are in perfect condition and that you arefully conversant with their use. Ensure that all tools,electrical cables and other loose objects areremoved before returning the marine gear to service.Make sure that no foreign substances can fall intothe gearbox.

Where necessary, always wear a helmet, face protectors, protective clothing, safety shoes, breathing equipment or take other, suitable safetyprecautions.

Wear goggles and protective clothing when workingwith compressed air.

To avoid hearing damage, always wear ear protectors when working on running machinery in an enclosed area.

1.4 Fire and Explosion Prevention

Lubricating oil or fuel sprayed onto a hot surfacemay catch fire causing personal injury and damageto property. Check all lines and pipes for wear anddamage; ensure that they are correctly routed, supported and secured. All connections must betightened to the specified torque.

Fluids must be drained into suitable containers andall oil, fuel or coolant splashes must be cleaned up.Accumulations of grease or oil constitute a fire hazard.

Oil-soaked rags must be kept in the containers provided. Do not leave rags or cleaning cloths on the marine gear.

When replacing oil filter elements, ensure correctinstallation and tightening. All lubricants must bestored in clearly marked containers. Filter elements and waste oil must be disposed of as recyclable material or special waste.

Diesel fuel and all lubricants are highly flammable.Do not weld fuel or lubricant carrying lines or pipes;these must be thoroughly cleaned with a non- flammable solution prior to welding.

Compliance with all “SMOKING PROHIBITED”notices is mandatory.

Loose, damaged or otherwise leaking oil, fuel orcoolant lines and pipes may lead to overheatingand/or fire.

Do not bend or strike high-pressure lines. Do notinstall distorted or damaged lines or pipes. Do notreplace steel pipes with copper tubing.

Flexible hoses must not be damaged by mechanicalinfluence, they have to be checked monthly forcracks and damage. Open fire, acid or etching liquids have to be kept away from flexible hoses.

Do not allow used components, dirt or foreign materials to accumulate on, or around, the engineand marine gear. Overheating or fire could result.

It is essential to ensure that wiring is maintained in good condition, correctly routed and secured, at all times. All cables must be checked at regularintervals for wear and damage. Loose, disconnectedand unneccessary cables must be removed. Allcables must have the specified cross-section and, ifnecessary, be protected by fuses. Use of cables ofsmaller-than-specified cross-section and bypassfuses is forbidden.

Secure connections, specified wiring and correctlytreated cables all contribute to the prevention of arcing or sparking which, in turn, could cause a fire.

A fire extinguisher should always be kept readilyavailable and its use must be practiced. Compliancewith the manufacturer’s inspection and maintenanceintervals, as shown on the instruction plates, orlabels, must be observed.

Lubricant draining should be carried out withextreme care. Hot lubricants can cause personalinjury; allow the marine gear to cool completelybefore commencing maintenance or repair work.

Remove plugs, lubrication fittings, pressure connections, venting filters and drain plugs with caution. To prevent spraying or splashing by pressurized fluids, cover lubrication fittings andplugs during removal.

5

1.5 Before-operation Checks Ensure that all protective guards and covers are correctly installed. To prevent accidents, alwaysexercise extreme care when working around rotatingcomponents. Check the marine gear frequently forpotential hazards.

Do not, under any circumstances, start an engine oroperate the controls when a warning notice isattached. Prior to starting the engine and operatingthe marine gear, ensure that no work is in progresswithin the immediate vicinity.

Model View and Specifications

Control Valve (1)Oil Filter (2)Oil Cooler (3)Oil Pump (4)Output Shaft (5)

Input Shaft (6)Intermediate Shaft (7)

WAF/LAF Reduction app. WeightRatios

WAF LAF64. 2,483 : 1 to 4,409 : 1 1400 kg 1300 kg66. 4,560 : 1 to 5,950 : 1 1800 kg 1650 kg67. 6,417 : 1 to 7,476 : 1 2300 kg 2100 kg74. 2,467 : 1 to 3,952 : 1 1800 kg 1700 kg76. 4,625 : 1 to 5,750 : 1 2300 kg 2100 kg77. 6,153 : 1 to 7,455 : 1 2900 kg 2650 kg84. 2,091 : 1 to 3,905 : 1 2300 kg 2050 kg86. 4,458 : 1 to 5,842 : 1 3100 kg 2850 kg87. 6,153 : 1 to 7,455 : 1 4200 kg 3950 kg

114. 1,966 : 1 to 3,909 : 1 2800 kg 2600 kg116. 4,500 : 1 to 5,810 : 1 3600 kg 3300 kg117. 6,087 : 1 to 6,810 : 1 4500 kg 4200 kg154. 2,032 : 1 to 3,857 : 1 3900 kg 3700 kg156. 4,429 : 1 to 5,955 : 1 4500 kg 4400 kg194. 2,059 : 1 to 3,952 : 1 4200 kg 4000 kg196. 4,467 : 1 to 5,952 : 1 5650 kg 5300 kg

6

2.1 Lifting Equipment The gear dry weight (without oil but with specialaccessories) is stamped onto the name plate. Thelifting rig must be attached to the lifting eyes provided by means of shackles.

Under no circumstances must lifting equipmentbe attached to shaft ends, pipework or otherexternally mounted equipment. The lifting equip-ment must be secured against tilting.

2.2 Alignment A basic prerequisite for trouble free operation of apropulsion plant is careful alignment of engine andgearbox to the propeller shaft. Accurate alignment tothe engine is also necessary for flexible couplings,since every alignment error has a disadvantageouseffect on the service life of the driving elements oraccesories. Only high flexible couplings must beused.

On request, REINTJES will supply all data requiredfor alignment calculation (such as temperatureexpansion curve, mass and stiffness distribution ofthe gearbox output shaft and allowable bearingloads).

If the customer or shipyard is in possession of analignment calculation for the complete propulsionplant, then plant alignment must be completed inaccordance with such calculation. A copy of thealignment calculation should, however, be submittedto REINTJES for information.

Propulsion plant alignment diagrams are generatedby superimposing the fullload temperature characteristics of the engine crankshaft, the gearboxinput and output shafts and the propeller shaftline.These full-load temperature shaft-displacement characteristic curves permit precision cold-statealignment for optimized fullload operating conditions.

If alignment calculation for the complete propulsionplant has not been made, it is mandatory to complywith REINTJES instructions when aligning the marinegear.

2.3 Marine Gear Installation and Alignment

During gearbox installation it is essential to ensurethat sufficient free is space provided for disassemblyof housings, shafts, etc during later maintenance.The gearbox has to be installed onto an adequatestrengthened foundation so that no housing distortion can occur.The installation, or foundation, drawing includes allnecessary marine gear mounting face dimensions.Applicationspecific deviations must be confirmed inconsultation with the factory.

For propulsion plant alignment, it is mandatorythat the vessel be afloat with absolutely no contact to the sea bed.

Alignment of the gear output shaft-to-propeller shaftline connection, the engine to the gear inputshaft and the auxiliary units to the additional gearbox(PTO) shafts must be made in compliance with manufacturer’s instructions.Vertical alignment of gearbox to propeller or intermediate shaft is effected by alignment screwslocated in the gearbox seating.For horizontal alignment we recommend fixing alignment screws on the foundation.

2.4 Connection to Engine Engine power transmission from the engine to themarine gear must be via a torsionally flexible coupling. Based on our experience we recommendthat when selecting a torsionally flexible coupling forthe propulsion plant, the torsional flexible factor chosen be such as to ensure that the resonancespeed of the 1. grade vibrational form exited by themain rotational harmonics of the engine is so farbelow the lowest specified operational speed that it is only transgressed during engine startup andshutdown.Alternatively care must be taken to ensure that, with-in reasonably acceptable limits, the plant operatingrange be kept free of torsionally critical speeds.Selection of the flexible coupling is generally madeby the engine manufacturer. The gearbox datarequired for torsional vibration calculation is suppliedby REINTJES together with the associated order -referenced torsional vibration diagram.

If the coupling is specified by the engine manufac-turer or the shipyard and is supplied assembled with the marine gear, REINTJES cannot acceptresponsibility for the suitability or durability of theflexible coupling. Compliance with the appropriateinstructions is mandatory for assembly/dismantlingof the coupling flange (hub).

The propulsion engine is normally resiliently mounted; the gearbox may be rigidly or resilientlymounted onto the foundation. The torsionally flexiblecoupling used must also be capable of accommo-dating the the axial misalignment between theengine and gearbox shafts at the specified operatingspeeds. Referenced to the gearbox, the flexibility of theresilient engine mounts must be such as to allowengine-to-gearbox alignment accuracy whichensures that there is no possibility of appreciablereactive forces at the bearings of the connectedgearbox shafts when operating temperatures prevail.

2.0 Installation and Alignment

7

2.5 Propeller Shaftline CheckRadial and axial run-out

A prerequisite for correct propeller shaftline-to-marine gear connection is that the propeller and/or intermediate shaft does not “sag” and is in the operational position.Radial and axial run-out must not exceed 0.05 mm.

Radial and Angular Misalignment

For these checks the coupling flange centeringrecesses must be disengaged. Secure the dial gaugecarrier to the gear flange so that the stylus of onegauge is in radial contact with the periphery of theblocked propeller, or intermediate shaft flange andthat of the 2nd gauge is in axial contact with theflange face.

With the plant at operating temperature and underfull-load operating conditions, the maximum permissible deviations of both flanges towards each other are as follows: Radial misalignment 0.05 mm (centerline run-out 0.025 mm) Angular misalignment 0.05, referenced to 300 mm flange diameter.

Order-specific instructions are applicable to universalshaft alignment.

2.6 Seat Chocks and Foundation BoltsSeat Chocks

Only rectangular seat chocks can be used.Round discs or shim plates arranged one uponthe other are not permissible.

Seat chocks must be adequately dimensioned andclosely fitted. They are to be made in accordancewith the rules of the classification societies.

Fitting Bolts

The fitting bolts used must be of tensile strength 8.8 in accordance with ISO 898.The fitting bolt bores are predrilled.

Through Bolts

Through bolts must be of the same tensile strengthas the fitting bolts.

The foundation bolts must comply with requirementsof the particular application and be tightened to thespecified torque.

2.7 Installation of Gearbox with Longitudinal Mounting Arrangement

On completion of alignment, the gear must beattached to the foundation in such a manner that it issecured against displacement and that the propellerthrust is transmitted and led into the foundation.

Foundation with Steel Seat Chocks

There are various combination possibilities whichmay be used for the attachment of marine gears withside mounting faces (longitudinal foundation):

1. Seat chocks with fitting screws and collision chocks.

2. Seat chocks with fitting screws,without collision chocks.

3. Seat chocks with collision chocks and foundation screws constructed as through screws.

8

Foundation with Cast Resin

If cast-resin seat chocks are used, collision chockswill be necessary to transfer the propeller thrust tothe ship´s frame. In this case, the foundation boltshave to be through bolts. If no thrust is to be transferred, through bolts and at least 2 fitted boltswill be sufficient.

Other possibilities for transferring the propellerthrust must be approved by REINTJES.

After the thermosetting of cast-resin, the alignment screws must be backed-off out of contact with the foundation.

Important

Planning, calculation and installation of cast-resinfoundation should only be carried out by an authorized company which is also in a position tosubmit the necessary drawings, calculations andmaterials to the Classification Societies for approval.

2.8 Alignment Check On completion of alignment and after the engine and marine gear foundation bolts have been finallytightened to specified torque, a check of the mating accuracy of both marine gear flanges is recommended whereby the flange securing screws must be removed. We accept no claims under warranty arising from exceeding alignment tolerances of both gearbox connecting flanges.

3.1 General Information The Series WAF and LAF gearboxes constitute ashaft offset marine gear family. The Series WAF aremarine reverse-reduction gears whereas the LAFunits are marine reduction gears with one clutchonly.

The marine gear reduction ratios are identical forAhead and Astern propulsion, the transmissiontorque is thus the same for both output directions of rotation.

The marine gears are available with either identicalrotation or counter rotation input/output shafts.

Marine gear control can be effected from either theengine room or the control room. Either an electricalor a pneumatical control valve is mounted on the gearbox.The service life of the gearbox depends upon thecorrect completion of the recommended operatingand maintenance services and the use of recom-mended lubricants.

3.2 Name Plate Arrangement The name plate is attached to the gear housing.

For parts ordering or other inquiries in respect ofyour marine gear, the following information isrequired from the name plate:

Gearbox No.

Type

Input power

Input speed

3.0 Function and Operation

9

3.3 Hydraulic SystemThe hydraulic system comprised of a geartypepump, an oil filter, heat exchanger, pressure limitingvalve, control valve, pressure oil system with clutchengaging delay pot and lubrication oil system.

Oil supplied by the pump is filtered and then conducted through the heat exchanger to keep the oil temperature from rising above the normaloperating temperature. The heat exchanger consists of a tube bundle insidea mantle. The oil flushes around the tube bundle, thecooling water flows through the tube bundle.

The oil pressure is regulated to operating pressureby the pressure limiting valve.

The pressure gauge on the gearbox indicates theoperating pressure. When the engine is running atfull speed, the clutch engaged and the gearbox atnormal operating temperature, the pressure shouldbe within the green area on the gauge.

The normal operating pressure for WAF/LAF 64. – WAF/LAF 196. is approx. 21-25 bar(2100 – 2500 kPa or 304,5 – 362,5 psi).

Exception:WAF/LAF 1141 – WAF/LAF 1961 is approx. 16-20 bar(1600 – 2000 kPa or 232 – 290 psi).

With the control valve in STOP position (neutral position) the oil not needed to maintain pressure atthe pressure limiting valve is used for cooling theclutch discs and lubrication of all bearing points andtooth meshings.

If the control valve is actuated into position AHEADor ASTERN, the pressure oil is flowing from the control valve to the appropriate clutch and the pressurizing valve. The excess oil is used for lubrication.

If the oil pressure exceeds the factory-set pressure in the pressurizing valve, this valve opens and oil is flowing into the operation delay pot. While fillingthe delay pot, the pressure in the clutch pressure oilsystem raises to the adjusted operating pressureand the clutch is force locked.

When changing the control valve position to theother side, the oil pressure in the engaged clutch willbe released. The clutch disengages and the oildrains into the sump. Engagement of the other clutch is achieved with thesame delay function.

The engaging delay system allows smooth clutchengagment in consideration of the propeller inertia.The pressurizing valve is set at the factory and normally will not require adjustment.

10

Hydraulic Diagram

11

3.4 Gearbox ActuationThe complete shift unit for marine gear control, comprised of the pressure limiting valve and thecontrol valve, is mounted to the gearbox housing.

Control Valve with Emergency ActuationThe control valve is mounted onto the pressure limiting valve and can be easily replaced after releasing screws and the control connections. The valves used are axial slide valves whereby the required control position is achieved by axial displacement of a piston. Depending upon the version installed the piston is displaced either electrically or pneumatically.

Emergency OperationIn the event of pneumatic or electric control (actuation) failure, the control valve can be displacedmanually by means of the manual emergency control.

The pneumatic control valve emergency actuationis done via the control lever, the engaged positionwill rest.

For electric control valves, there are different manual actuation possible depending on functionand design.

A) Reverse reduction gearbox with clutch engagement AHEAD - STOP - ASTERN, 4/3 way valve, STOP position spring returned (without detent):

1. The pin at the solenoid end cap is pushed inwards by hand and locked in this position by insertion of a locking pin into the transverse bore in the end cap.

2. The mushroom-like button at the solenoid end cap is pushed inwards by hand and locked in this position by a bracket.

3. The end cap (location handle) is pushed inwards by hand and turned radial for fixation.

To disengage release fixed position, the valve springwill push the piston back into STOP (NEUTRAL)position.

B) Reduction gearbox with clutch engagement ON / OFF, 4/2 way valve, with detent (without return spring):

1. The pin at the solenoid end cap is pushed inwards by hand but is not locked in position, the valve is going to secure itself.

Before a manual control is carried out please checkcarefully the reason for this and ensure that faultyoperation is impossible.

Note:The electr. valve should not be cleaned withdegreasant and water afterwards. Use a dry cloth for cleaning the control valve.

3.5 Pressure Limiting ValveThe operating pressure is regulated by a spring-loaded pressure limiting valve and set by adjustment screw V 13.For readjustment purposes, the nut V 12 must beslackened off. Pressure is increased by turningadjusting screw V 13 clockwise and decreased byturning it anticlockwise.

12

Intermediate Plate V247

Warning

The adjustment screw is not secured against turningout of the valve block and must not be removed byscrewing it out.Oil will leak out if screw V 13 is removed while oil isunder pressure (engine STOP)!

The setting screw should only be screwed in until the top is even with the lock nut.

Turning the setting screw in further will block thevalve. (At valves with hexagon screw, the screwcan be turned in so that the hexagon head isagainst the lock nut).

Hot oil can cause personal injury. Do not allow hotoil or hot parts to contact skin.

Before a re-setting of the pressure limiting valve is intended due to changed pressure readings, possible causes must be checked carefully.

The pressure gauge on the gearbox indicates theoperating pressure. With the engine running at fullspeed, the clutch engaged and the gearbox at normal operating temperature, this pressure shouldbe within the green area on the gauge.

The normal operating pressure for WAF/LAF 64. – WAF/LAF 196. is approx. 21-25 bar(2100 – 2500 kPa or 304,5 – 362,5 psi).

Exception:

WAF/LAF 1141 – WAF/LAF 1961 is approx. 16 - 20 bar(1600 – 2000 kPa or 232 – 290 psi).

13

3.6 Function of Series WAF/LAFEngine power is transmitted to the input shaft W 1 via the engine-to-marine gear coupling. When theinput shaft is rotating, the oil pump E 19 provides thepressurized oil for lubrication and clutch operation.

The disengaged disc clutch will be supplied withlube oil. Shearing of cooling oil flowing to the outsidebetween the friction surfaces of the clutch results inan idling torque.

Note for LAF gearboxes:

At disengaged clutch the secondary parts may rotate(output shaft, PTO), provided the idling torque ishigher than the initial friction torque of the drivenparts. The idling torque depends on the presentoperating conditions.

Path of Drive at Counter Rotation

Input shaft W 1 - clutch housing K 15 - clutch discs K 22 and K 23 - carrier K 30 - pinion R 1 - gear R 2 - output shaft P 1.

Path of Drive at Identical Rotation

Input shaft W 1 - clutch housing K 15 - clutch housing K 16 - intermediate shaft W 17 -clutch discs K 22 and K 23 - carrier K 30 - pinion R 119 - gear R 2 - output shaft P 1.

Stop Position

In the Stop position the oil is lead to the lube oil lines and the sump. The annular piston K 17 is held in position by the return springs K 6. Bothclutches are disengaged and the output shaft P 1 is stationary.

IMPORTANT

Engaging of the clutch at full speed of the engineis inadmissible.The engaging speed range specified in the orderacknowledgement has to be observed. Anyincrease intended afterwards must be approvedby REINTJES.

In the case of propulsion with controllable pitch propellers, clutch engaging is only permissible withthe propeller at zero pitch.

14

3.7 Sectional drawingWAF/LAF 64. – 196.

15

3.8 Description of power take off

PTO-drive non-controllable (K31)

Attached to the gearbox is a PTO gear i.e. to drive a hydraulic pump.

At running engine and turning input shaft the non-controllable PTO shaft is turning independently ofdisc clutch engaged er disengaged.

The sense of rotation of the power take-off is identical to the input shaft.

Path of drive:

Input shaft W 1 – wheel R 113 – pinion shaft R 114

PTO non-controllable (K41)

Above the input shaft a non-controllable power take off is built-in.

At running engine and turning input shaft the non-controllable PTO shaft is turning independently ofdisc clutch engaged or disengaged.

Sense of rotation:

Opposite the engine rotation.

Path of drive:

Input pinion shaft R 1 – wheel R 118 – PTO shaft W 241

PTO controllable (K51)

Above the input shaft a controllable power take-off is built-in.

The sense of rotation is opposite to the engine.

The PTO clutch is operated by oil pressure.

Stop Position

Annular piston N 14 is moved into its original position by the return springs N 55. The PTO clutchis disengaged.

The disengaged disc clutch will be continously supplied with lube oil.

Shearing of cooling oil flowing to the outsidebetween the friction surfaces of the clutch platesresults in an idling torque.At disengaged clutch the secondary parts of thePTO may rotate, provided the idling torque is higherthan the initial friction torque of the driven parts.

The idling torque depends on the present operatingconditions.

Engaging

The running input shaft W 1 with the clutch housing K 15 drives the wheel R 117 with the shaft N 198and the carrier N 16 with the inner discs N 80.

The engaged control valve leeds the oil flow throughthe pipes to the oil distributor E 483, which deliversthe pressure oil through the shaft N 1 behind the piston N 14. The piston N 14 presses the inner discsN 80 and outer discs N 79 together, the clutch isforce locked and the power is transmitted to thePTO shaft N 1.

When the control valve is switched into STOP position, the pressure oil is drained from the clutch.

IMPORTANT

The engaged speed range specified in the orderacknowledgement has to be observed. Any increase intended afterwards must be approved by REINTJES.

16

3.9 Recommended Lubricants The oil companies are responsible for determinationof the oil types stated in the lubrication chart. REINTJES is not liable for correctness of these datanor for any amendments occuring. REINTJES doesnot accept responsibility for any damages due touse of unsuitable oils.

Refill Capacities(Approximate)

Refill CapacitiesWAF/LAF Liters U.S.Gal. ImperialModel Gal.

64. 50 13.0 10.866. 65 16.9 14.767. 90 23.4 19.574. 70 18.2 15.276. 75 19.5 16.277. 100 26.0 21.684. 90 23.4 19.586. 90 23.4 19.587. 120 31.2 26.0

114. 110 28.6 23.8116. 125 32.5 27.7117. 150 39.0 32.5154. 150 39.0 32.5156. 150 39.0 32.5194. 215 55.9 46.6196. 215 55.9 46.6

3.10 Initial Operation Oil Filling Prior to shipment, the marine gear is preserved internally. In the case units have been hermeticallysealed, the sealing plug must be removed and theventing filter (supplied loose) must be installed. Thepreservation oil must be drained, minor oil residueswill mix with the service oil.

The amount of oil required is stamped into the nameplate. Fill oil as specified into the marine gear untilthe upper mark on the dipstick is reached. The oillevel can only be checked with the plant shut downand using the dipstick.

After installation check and prior to sea trial a shorttest run under limited load must be carried out. Asthe hydraulic system will be filled with oil then, theoil level must be re-checked on the dipstick and ifnecessary oil must be filled up.

Installation Check In the course of this last check prior to initial operation, it is essential to ensure that all necessaryconnections have been made as specified. All necessary data must be recorded on the "AlignmentCertificate" which must be signed.

Having confirmed that the gearbox is in an operationally safe condition and that the propulsionplant is ready for service, initial operation may bedone.

On completion of the test-run the propulsion plantalignment should be checked and the foundationbolts must be checked for tight fit.

Use of the Gearbox within the European UnionIn case the operation has to comply with the safetyregulations stipulated by the European Union, themanufacturer of the complete plant will be responsible for the CE-certification.

3.11 Operating Instructions Safety and maintenance are prerequisites for troublefree operation, maximum performance and a long service life.

Safety is, initially, an abstract definition and can not, in all cases, be defined by regulations. The necessary safety measures can normally be determined by experience and intelligence.

Be alert at all times.

Observe possible danger sources.

Take all necessary precautions.

Safety is EVERYBODY’S business.

This Operating Manual includes descriptions ofmaintenance services which have to be completedperiodically. Familiarize yourself with the“Maintenance” chapter.

Periodic supervision and registration of measuredparameters provides a duty profile for the engine andmarine gear. If certain conditions change then achanged display may indicate a potential problem.The necessary repairs can be performed before anactual failure occurs with resultant non-scheduleddown time.

17

3.12 Engagement Recommendations The gearbox control is principially factory set atidling speed.

The maximum engaging speed is stated in the orderacknowleddgement. The engagement proceduresdescribed in the following are important for safe control and economical operation of the completepropulsion plant.

Engagement

If the control valve is set to NEUTRAL and the propeller shaft stationary or turning only very slowly:

Set engine to engaging speed, engage the desiredpropulsion mode and remain in this status forapprox. 3 seconds. Then increase engine revolutionsto the desired propulsion speed.

Propulsion Mode Reversal at Low Speed

Set engine to engaging speed and disengage gearbox into STOP position, for reverse the propulsion mode and remain at that status forapprox. 3 seconds, before increasing engine revolutions to the desired propulsion speed.

Propulsion Mode Reversal at High Ship’s Speed

Reduce engine speed to engaging speed withmarine gear clutch engaged to utilize engine brakingeffect at the propeller. Only when the engine speed has dropped to 1.2 xthe engaging speed, swiftly reverse gearbox viaSTOP position. Remain at that status for approx. 3 seconds beforeincreasing engine revolutions to the desired propulsion speed.

Emergency Manoeuvre (Crash-Stop)

It must be noted that propulsion mode reversal at high engine speed does not increase safety.

A reduction of the STOP distance cannot beachieved, or at best only to a minimal extent.

At the same time, the marine gear and completepropulsion plant are subjected to extremely heavyloads.

Frequent crash-stop manoeuvres lead to anincreased wear of the propulsion plant.

3.13 Trailing Operation, Engine STOP Propeller Rotating

This condition covers all operating conditions inwhich the propulsion plant is shut down and the propeller, the shaftline and the gearbox shaftsare caused to rotate by entrained water.

Restricted Trailing Operation

With the standard marine gear without an additionaltrailing oil pump, this is possible without any specialprecautions.

Should this condition last longer than 12 hours allmarine gear lubrication points must be lubricated forat least 5 minutes. This can be achieved by startingthe propulsion engine or by activating the electricstand-by pump.

If the above mentioned shortterm lubrication is notpossible, the propeller shaft must be locked.

Unrestricted Trailing Operation

In this case the marine gear must be equipped witha trailing oil pump.

The trailing oil pump is mounted at (or in) the marinegear housing, depending on the operating conditionsand marine gear version. The trailing oil pump isdriven by the gearbox output shaft. Irrespective ofthe direction of rotation, this pump always forces oilinto the system in the same direction and thusensures the marine gear lubrication oil supply.

Another possibility is the installation of an electricpump to supply the gearbox lubrication oil system.

18

3.14 Emergency Operation In the event of pressure oil supply failure, emergencyoperation is possible in that only one clutch is to betightened mechanically.

It is imperative to note that only the AHEADclutch is to be tightened mechanically.

First the engine must be stopped and securedagainst unintentional starting.Secure the propeller shaft and marine gear outputshaft against unintentional turning. Determine which clutch is to be engaged: for gearboxes with AHEAD as opposite sense of rotation the clutch is located on the input shaft;for gearboxes with AHEAD as identical sense ofrotation, the clutch is located on the intermediateshaft.Remove the associated cover.

After removing the locking wire, tighten the screws K 8 evenly and diagonally. The disc pack is thuscompressed and the clutch is frictionally engaged.Set the control valve to the NEUTRAL position and,for safety reasons, do not move from that position.

The propeller shaft will now turn immediately theengine is started, the propeller direction of rotationcan not be reversed and in order to stop the propeller, the engine must be shut down.

Note:

Extreme care must be exercised during emergencyoperation; operation must be at the lowest possibleengine speed (below 70 % of rated speed). With theemergency screws K 8 in service, transmission ofmaximum torque is not permissible.

If emergency operation is no longer required, thescrews K 8 must be returned to their original settingand wire-locked. On arrival in harbour the clutchdiscs must be checked for damage and the screwsK 8 must be replaced. In the case of exceptionallyhard emergency service (complete loss of oil pressure) the gearbox should be disassembled and all bearings and gear components thoroughlyinspected.

Operational safety, reliability and low maintenancecosts can only be achieved by maintenance andcare in compliance with our instructions.

Furthermore, only trained maintenance personnel,should work on the gearbox, and only correct tools,original spare parts and lubricants in accordancewith our recommendation should be used.

Filter elements and waste oil must be disposed ofas recyclable material or special waste.

If required, our Service Department is available at alltimes to provide advice and assistance.

4.1 Maintenance Recommendations Has the “Function and Operation” chapter been readand understood?

Operator alertness provides the best protectionagainst possible dangers.

The operator must comply with safety instructionsand be familiar with all precautionary measures.

Run a maintenance log book. Regular registration of recorded data can provide indication of internalchanges. Rectify minor faults before they can develop into major repairs.

Keep the marine gear clean and dry at all times, thisfacilitates early recognition of any possible leaksthus preventing subsequent extensive damage.

As a matter of principle, never use chemical detergents to clean rubber or synthetic components.Wipe with a dry cloth only.

4.0 Maintenance

19

4.2 Conversion Factors

4.3 General Torque for Metric FastenersBe very careful never to mix metric with customary(standard) fasteners.Mismatched or incorrect fasteners will cause marinegear damage or malfunction and may even result inpersonal injury.

Original fasteners removed from the marine gearshould be saved for reassembly whenever possible.If new fasteners are needed, they must be of thesame size and grade as the ones that are beingreplaced.

The material strength identification is usually shownon the bolt head by numbers (8.8, 10.9 etc.).

The following chart gives general torques for boltsand nuts with Grade 8.8 and 10.9.

Approximate Conversion Factors

Multiply by To Get

Temperature conversions

°C=(°F-32) : 1,8

°F=(°Cx1,8) + 32

mm

inch

kg

lb

kPa

psi

psi

bar

Nm

lb ft

Nm

lb in

Liter

U.S. Gal.

U.S. Gal.

inch

mm

lb

kg

psi

kPa

bar

psi

lb ft

Nm

lb in

Nm

U.S. Gal.

Liter

Imp. Gal.

0,03937

25,4

2,2

0,454

0,145

6,89

0,0689

14,5

0,74

1,36

8,9

0,113

0,26

3,79

0,833

Metric ISO-Thread 2)

M 5

M 6

M 8

M 10

M 12

M 14

M 16

M 18

M 20

M 22

M 24

M 27

M 30

M 36

M 39

M 42

M 45

M 48

5 + 1

9 + 1

21 + 2

41 + 4

71 + 7

113 + 12

170 + 20

245 + 25

350 + 35

470 + 47

600 + 60

880 + 90

1190 + 120

2100 + 210

2700 + 270

3300 + 330

4100 + 410

5000 + 500

4 + 1

7 + 1

16 + 2

30 + 3

52 + 5

84 + 8

126 + 13

181 + 18

259 + 26

348 + 35

444 + 44

650 + 65

880 + 90

1550 + 155

1990 + 199

2442 + 244

3034 + 303

3700 + 370

Thread SizeMetric Nm 1 )

Grade 8.8 Standard Torque

lb ft

Metric ISO-Thread 2)

M 5

M 6

M 8

M 10

M 12

M 14

M 16

M 18

M 20

M 22

M 24

M 27

M 30

M 36

M 39

M 42

M 45

M 48

7 + 1

13 + 1

30 + 3

60 + 6

104 + 10

165 + 16

250 + 25

350 + 35

490 + 50

670 + 67

850 + 85

1250 + 125

1700 + 170

3000 + 300

3800 + 380

4700 + 470

5800 + 580

7000 + 700

5 + 1

10 + 1

22 + 2

44 + 4

77 + 8

122 + 12

185 + 19

259 + 26

363 + 36

496 + 50

630 + 63

925 + 93

1260 + 126

2210 + 221

2800 + 280

3478 + 348

4292 + 429

5180 + 518

Thread Size Metric Nm 1 )

Grade 10.9 Standard Torque

lb ft

1) Newton Meter (Nm) is approximately the same as 0,1 mkg.

2) ISO-Internationale Standard Organization.

20

4.4 Maintenance Schedule The Maintenance Schedule summarizes the maintenance services which are sub-divided intoMaintenance Stages.

Particularly arduous service conditions may requiremodification of the Maintenance Schedule (reducedintervals).

Maintenance Stage 1 Daily before engine start

Check oil level

Maintenance Stage 2 Daily with engine running

Check operating pressure,oil temperature,heat exchanger cooling water temperature,duplex filter contamination indicator,visual checks and running noises

Maintenance Stage 3 After first 200 operating hours

Change oil,replace filter element,check threaded connections incl. foundation,check connection to engine and propeller and bolts of intermediate housing,tighten swivel nuts and banjo bolts of threaded,pipe connections in case of leakage,check heat exchanger for leakage.

Maintenance Stage 4 After each operating period of 2000 hours or 6 months

Change oil,replace filter element

Maintenance Stage 5 After each operating period of 5000 hours or 1 year

Check threaded connections incl. foundation, connection to engine and propeller and bolts of intermediate housing,check heat exchanger for leakage and replace seals, if necessary.

Maintenance Stage 6 After each operating period of ........... hours or 10 yearsor in conjunction with an engine major overhaul

Pay attention to the operating hours intervals matching your marine gear size. Conjunction withthe engine maintenance intervals is permissible provided that the operating hours specified are not excessively exceeded.

Gear Size Operating Hours

WAF/LAF 64.– 67. 30 000 hoursWAF/LAF 74. – 77. 40 000 hoursWAF/LAF 84. – 87. 40 000 hoursWAF/LAF 114. – 117. 40 000 hoursWAF/LAF 154. – 156. 60 000 hoursWAF/LAF 194. – 196. 60 000 hours

Observe the general notes as well as instructions forhydraulic assembly/ disassembly of taper press hubs with 1:30 taper. Some special tools arerequired to perform the overhaul. Please contact the REINTJES Service Department for information.

Check: shafts for run-out,bearing seats for damage,carriers,gear and pinion teeth,annular piston, carrier pins,oil distributor,pressure gauge

Replace: clutch discs,rectangular rings, screws and return springs for annular piston,O-rings,snap rings,all clutch housing screws *8,anti-friction bearings,thrust bearing screws and springs,shaft seals and bushes,oil filter elements and seals,oil pump,inspection cover gaskets,o-rings for control valve /pressure limiting valve,flexible hoses,clean the complete gearbox

21

4.5 Maintenance Task Descriptions

Maintenance Stage 1 Daily before engine start

Oil Level Check

The oil level can only be checked at the dipstick,with the propulsion plant shut down and the outputshaft stationary.

The oil level must be between the marks on the dipstick.

If the oil level is low, fill up suitable oil until the levelreaches the upper mark on the dipstick.

Determine and rectify the cause of oil loss.

For filling in the oil, remove the venting filter markedOEL (OIL).

Maintenance Stage 2 Daily with engine running

Operating Pressure Check

With the engine running and clutch engaged, themaximum operating pressure is indicated on thegearbox-mounted pressure gauge.

Oil viscosity, operating temperature and differentdelivery rates of the oil pump, due to varying enginespeeds, have only a minor affect on the operatingpressure and the pressure build-up time.

With the clutch engaged, gearbox at operating temperature and engine at full-load speed, the normal operating pressure is WAF/LAF 64. – WAF/LAF 196. approx. 21-25 bar

Exception:WAF/LAF 1141 – WAF/LAF 1961 approx. 16-20 bar

The operating pressure is regulated by a spring-loaded pressure limiting valve and set by adjusting screw V 13.

Note:

During propulsion with the electrically operatedtrolling valve the operating conditions are so different so the abovementioned pressures arenot applicable.

Pay attention to the supplementary descriptionswhen the marine gear is engaged for trolling propulsion mode.

Oil Temperature Check

The normal operating oil temperature after the heatexchanger will be in the range of approx. 30 - 50 °Cand can be read off at the thermometer.

If the oil temperature is higher than the normal operating temperature, determine the possible causeand initiate the appropriate remedial measures.

Cooling Water Temperature

Normally the cooling water temperature differenceacross the oil heat exchanger should be 3 to 5°C (5 to 9°F).

An increase of the cooling water temperature difference indicates contamination of the water side of the oil heat exchanger or an insufficient cooling water flow rate.

22

Oil Filter Contamination Indicator Typ RFLD

Experience has shown that the contamination indicator must be closely observed during the first 100 operating hours.

The differential pressure increases when the filterbecomes more contaminated. Hereby a pin will bepressed upwards and the indication changes fromgreen to red.The differential pressure is higher where the viscosityof the oil is higher and when the oil is cold in thestarting phase.If the indication responds on cold starts only, it is notnecessary to change the element.

In the case of the (optional) electrical contaminationindication, the NC contact of the sensor opens. If theelectrical signal actuates an indication for a longerperiod of time, the filter element is contaminated.

In both cases the change over lever must be operated to direct the oil flow through the alternativefilter bowl.

The filter element must be replaced as describedunder “Maintenance Stage 4”.

Oil Filter Contamination Indicator Typ Pi 21..

Experience has shown that the contamination indicator must be closely observed during the first 100 operating hours.

With high viscosity or cold oil a high pressure difference may be effective during the warm-upphase. This can lead to a temporary false alarm indication.

Check the visual alarm indication by pressing downthe red pin. If the pin is again ejected immediately,the filter element is contaminated.

If the NC contact of the transmitter opens and a prolonged electrical audio alarm signal is initiated,the filter element is contaminated.

In both cases the change over lever must be operated to direct the oil flow through the alternativefilter bowl.

The filter element must be replaced as describedunder “Maintenance Stage 4”.

Visual check and running noise

Check the gear assembly for leaks and insecureparts. Ensure that only normal running noises areaudible.

Changes may indicate possible faults or malfunc-tions which can include, among others, misalignmentbetween engine-gear-propeller shaft.Investigate all malfunctions. Where possible, rectifyall faults immediately or after shutting down theengine. Be alert! Beware of danger!

Maintenance Stage 3 After first 200 operating hours

This oil change with changing filter elements is to be firstly carried out on all new or completelyoverhauled marine gears. All following oil changesare to be completed at the intervals specified forMaintenance Stage 4.

Oil Change

Change the oil when engine is shut down and the oilis warm (cooled down from operating temperature).

Warning

Hot oil or components can cause injury. Avoidskin contact with hot oil and components.

Remove the oil drain plug G 3 and allow oil to draininto a suitable container or pump the oil from thegearbox into the container. Clean the drain plug andreinstall it with a new sealing ring. Tighten plug tospecified torque.

Refill the gearbox with a recommended oil into untilthe oil level reaches the upper mark on the dipstick.The oil capacity is indicated on the gearbox nameplate. Replace the oil filter elements.

23

On completion of all maintenance tasks, start theengine and run for 5 to 10 min. Shut down theengine and recheck the oil level. The level mustremain at the upper mark on the dipstick. Do notoverfill the gearbox.

Compliance with the oil change intervals specified inthe Maintenance Schedule is mandatory, especiallythe initial oil change. Prolongation of the oil changeintervals is only permissible when regular and reliableanalyses are carried out.

In addition to ageing checks the lubricating capability must be checked. The above mentionedintervals relies on a operating temperature after theheat exchanger of approx. 60°C. If these tempera-tures are exceeded, the oil change intervals arereduced and must be determined in consultationwith REINTJES.

Independent of the oil change intervals we recommend to check the flexible hoses monthly for cracks and damage.

Maintenance Stage 4After each operating period of 2000 hours or 6 months

This maintenance stage determine the standardintervals of oil change and oil filter element replacement. Adhering to these intervals the oilsludge must be checked for metallic residues.

Filter Element Replacement Typ RFLD

Prior to carrying out the following maintenancetasks, the filter element to be replaced must betaken out of service. The change over lever (1) isclosest to the filter element which is in operation.

Direct the oil flow to the currently inoperative filter bymoving the lever (1) away from the filter element tobe replaced.

Slowly release the vent screw (2) and allow all pressure to escape. Remove the vent screw and O-ring.

Remove the drain plug (4) and O-ring from the filterhousing. Allow the oil and contaminant deposits todrain from the filter housing.

Remove the cover securing screws. Turn the cover(3) through 45° and carefully remove the cover andO-ring.

Remove the filter element (5).

Remove the filter element (5) out of the housing byturning it clockwise while pulling.

Clean the filter housing and drain plug.

Prior to filter system reassembly, check all O-ringsfor damage; replace damaged O-rings.

Install the drain plug (4) and O-ring.

Install the new filter element with O-ring. Take carenot to damage the O-ring.

Install the filter cover (3) and O-ring. Ensure that theO-ring is correctly seated.

Insert the vent screw (2) with O-ring loosely. With the vent screw loose, move the diverter lever (1)approx. 10° towards the centre; in this position thefilter housing will be filled with oil. Hold the lever (1)in this position until bubble-free oil is discharged at the vent screw (2). Tighten the vent screw tospecified torque and set the change over lever forsingle-filter operation.

24

Filter Element Replacement Typ Pi 21..

When contamination has been established, the filterhas to be changed over to the other filter element.Operate and hold pressure equalizing lever (9) located in the changeover lever (2). At the same time swivel changeover lever and engage the catchon the other side. Now the lever is positioned at thesame side as the element to be replaced. Placetrough or drip pan underneath to collect leaking oil.

Loosen vent screw (3), maximum back out againstsafety stop (filter support).

Unscrew filter bowl (5) anticlockwise and clean witha suitable medium.

Pull down filter element (6) by slight movements toand fro, replace element.

Before assembling the element check O-rings fordamage. Replace, if necessary.

Push element (6) onto the seat (7) (with O-ring).

Firmly screw (5) in the bowl (with O-ring (8)).

Important

Care must be taken to ensure that the filter bowl,after it has been tightened up, is slackened off by1/8 up to 1/2 a turn.

Operate only the pressure equalizing lever (9) longenough until the oil emerge bubble-free from the vent bore. Tighten vent screw (3). Check filter forleaks by operating the pressure equalizing lever once again.

25

Maintenance Stage 5 After each operating period of 5000 hours or 1 year

Threaded Connections

The screw tightening torques should be checkedwith the gear cold. Particular attention must be paidto the following connections:

Engine - flexible coupling - marine gear.

Marine gear output shaft flange - propeller shaft.

Marine gear mountings - foundation.

Swivel nuts and banjo bolts of threaded pipe connections.

Check the rubber elements of the flexible couplingfor porosity, cracking or other signs of damage.

Check the heat exchanger for leakage and replacethe seals, if necessary.

Maintenance Stage 6 After each operating period of ......... hours or 10 years or in conjunction with engine major overhaul

Pay attention to the operating hours intervals matching your marine gear size.

Conjunction with the engine maintenance intervals is permissible provided that the operating hoursspecified are not excessively exceeded.

Gear Size Operating Hours

WAF/LAF 64. – 67. 30 000 hoursWAF/LAF 74. – 77. 40 000 hoursWAF/LAF 84. – 87. 40 000 hoursWAF/LAF 114. - 117. 40 000 hoursWAF/LAF 154. - 156. 60 000 hoursWAF/LAF 194. - 196. 60 000 hours

Observe the general notes as well as instructions forhydraulic assembly/ disassembly of taper press hubswith 1:30 taper. Some special tools are required toperform the overhaul. Please contact the REINTJES Service Departmentfor information.

Part Checks (and replacement as necessary):

Shafts for run-out,bearing seats for damage,carriers,carrier pins for annular piston,gear and pinion teeth,oil distributor,pressure gauge

Replace:

Clutch discs,rectangular rings, screws and return springs for annular piston,O-rings,snap rings,all clutch housing screws *8,anti-friction bearings,thrust bearing screws and springs,shaft seals and bushes,oil filter elements and seals,oil pump,inspection cover gaskets,O-rings for control valve and pressure limiting valve,flexible hoses

Thoroughly clean the gear housing, vent filter and all other parts which are to be reused.

Our Service Department is available at all times, toanswer any questions you may have.

26

4.6 Completed Maintenance

Gearbox No.

Type

Operating- Maintenance Stage Date Initialshours

27

4.7 Troubleshooting

Disturbance

Probable Cause Remedial Action

1) Gear noise

Idle speed in critical range Raise idle speed

Anti-friction bearing damaged Check gear security and alignment, (possibility of metallic residues in filter) inspect gear (replace bearings)

Hydraulic noise, pump sucks in air see Item 2)

2) Pump sucks in air

Oil level in gearbox too low Determine and rectify cause of oilloss, top-up oil to max. mark

Suction line leaking Tighten threaded connection, or flange, replace seals or pipe

3) Oil loss

Shaft seals (normal wear) Replace

Pipework Rectify leak

Housing cover Clean mating faces, renew gaskets

Plugs, oil drain plug Tighten, replace sealing ring

Heat exchanger leaking Replace sealings

4) Gear temperature too high

Oil level too high Rectify

Cooling water flow rate too low Adjust to correct rate

Heat exchanger contaminated Clean

Antifriction bearing damaged Inspect (replace bearings)(possibility of metallic residuesin filter)

Gear overload Reduce input load

Clutch slipping, operating see Item 5) pressure too low

5) Operating pressure too low, fluctuating

Pump sucks in air see Item 2)

Pump drive or pump defective (wear) Repair or replace

Pressure limiting valve blocked Repair or replace

Non-return valve to electric pump Clean or replacedefective

Incorrect brand oil Check viscosity, change oil

28

Probable Cause Remedial Action

6) Operating pressure too high

Pressure limiting valve blocked Repair or replace or defective

Oil cold Carry out gear warm-up procedure

Incorrect brand oil Check viscosity, change oil

7) Clutch slipping

Operating pressure too low see Item 5)

8) Clutch does not engage

Control valve not correctly Check engagement sequence andpositioned position

9) Clutch does not disengage

Control defective Check disengagement sequence, disengage manually (Check output shaft free movement)

Discs defective or seized Check emergency operation status,separate if necessaryCheck oil brandReplace discs and inspect thoroughly

4.8 Preservation of the GearboxPreservation MeasuresFrom outside the gearbox is protected from corrosion by adequate packaging for transportationand the storage period stated in the contract.All openings of the gearbox are sealed.

For preservation of the inner parts the gearbox isoperated with preservation oil during the test run.After the test run BRANOROL (VCI preservation oil)is filled into the gearbox. This is indicated by theplate on the gearbox:

Gearbox preserved with BRANOROL.For initial operation drain off BRANOROL,fill in oil and screw in venting filter.

The instructions on the plate must be strictlyobserved!

Before putting the gearbox into operation, thepreservation oil must be drained (residual quantitiesmay remain in the gearbox). The gearbox must thenbe filled with the indicated quantity of operating oil.Never clean the interior of the gearbox with water orother chemicals.

Packaging, Storage, Standstill PeriodsThe effectiveness of the preservation measuresdepends on the packaging and the storage conditions. Defective packaging and unfavorable storage conditions, e.g. high atmospheric humidity, saliferousair or extremely changing temperatures etc., willhave a negative effect on the permissible storageperiod.

On reception the gearbox packaging has to bechecked for transport damages immediately. In theperiod after removal of the original packaging andbefore initial operation adequate measures have tobe taken to ensure optimum protection of the gearbox from environmental influences and externaldamage.All openings of the gearbox have to be kept sealed.

Additional anticorrosion measures according to BV 1945 are necessary,

- if the packaging has been damaged or is taken off more than 4 weeks before initial operation,

- if the gearbox is to be stored longer or under less favorable conditions than stated in the contract or

- if installed gearboxes are to be taken out of service for a longer period.

REINTJES Customer Service will provide furtherinformation upon request.

29

5.1 General InformationDismantling may be carried out by trained personnelonly.Please pay attention to the information contained inSection 1 of this operating manual.

All safety regulations must be complied with.

Please make sure that the engine cannot be startedaccidentally. All cooling water valves must be closed.The oil must be drained off before the gearbox isdisassembled.

All covers must be marked before being removed sothat they can be replaced correctly.The lubrication oil bore holes must also be consid-ered, all parts must be marked before beingremoved (e.g. pinion shaft carrier, lubrication ofdiscs).

5.1.1 Seals

Some parts have been fitted with O-rings, e.g. the control valve.

Flat gaskets have been used for the inspection covers.

All other single parts are assembled with a liquid surface sealant (anaerobic sealant) having almost noinfluence on the dimensions.These sealing areas must be cleaned and driedbefore assembly. The sealing material must beapplied on one part in the form of a continuous band(2-3 mm - 0.1”) along the centre line and inside pastthe drill holes.

5.1.2 Screws

All screws connecting parts with torque transmission, e.g. input shaft - clutch housing or output shaft - counter flange on propeller side, must not be reused after disassembly. They are marked *8 in the spare parts lists.

5.2 Screw LockingFor assembly use screws with screw-locking glue. The glue is applied either as a green coating on thescrews, or medium-strength screw glue must beused.

Prior to using the new screws the threaded holeshave to be freed from glue remains by using the corresponding tap.

Note:

Use always screw-locking, medium-strength metalglue for locking:- shaft nuts, screws (without green coating),

nuts mounted in the gearbox without securing elements

- all external screws connecting the housing parts (near bearings)

- all screws which are transmitting force to other parts, e.g. bearing housing

- fixing screws for heat exchanger, filter, pump etc.

Example for application of glue

Pay attention to the following charts for tighteningtorques. Screws are only sufficiently secured by using glue ifthey are tightened with the proper torque (assemblytorque).

After dismantling and when re-assembling thesescrews, nuts and shaft nuts have to be free fromglue remains. The threaded holes have to be cleaned as well.

5.0 Disassembly and Assembly

30

5.3 Glued ConnectionInput Shaft - Clutch Housing

The contacting surfaces of the connection inputshaft - clutch housing have to be assembled using a liquid sealant (anaerobic glue).

First the contact surfaces are cleaned with a solvent.Then an activator is sprayed onto both sides. Afterthe activator evaporated the contact surface of theinput shaft is coated with the anaerobic glue. Thenthe parts are assembled and screwed up.

5.4 Instructions for Hydraulic Assembly/Disassembly with Taper 1:30

Instructions for Hydraulic Assembly

ATTENTION

Operations involving pressurized oil involve no danger provided strict compliance with operatinginstructions is observed and correctly-fitting accessories in perfect condition are used.

Please observe the following instructions:

- Prior to service, carefully check the pump, H.P. pipe and all other accessories. Do not, under any circumstances, use pump components which show even the slightest signs of damage or damaged accessories which are not designed for pressures of at east 300 MPa (3000 bar).

- Make sure that the pump and the high-pressure pipe are completely filled with oil and that all air has been expelled from the pump.

- The pipe must not be bent or otherwise subjected to violent treatment when pressurized. Mishandling of the pipe can lead to accidents.

- The pressures required for expansion and force-on must permanently be checked with pressure gauges.

- Ensure that adequate safety precautions are taken when working with high-pressure hydraulic systems.

- Oil under extreme pressure can cause injuries.

- Always wear protective goggles.

- Oil under pressure must not be allowed to come into contact with the skin.

Inspection of Individual Components

Prior to assembly of the individual components (e.g.shaft and gear, shaft and flange) it is necessary tocarefully inspect the taper surfaces. Ensure thattaper surface and oil distribution groove transitionsare free of burrs. Remove all burrs and rectify anyother damage found.

Instructions for Repair:

During repair operations, the nature and extent ofthe damage may require that shaft concentricity,taper surface and bearing seating be checked.

Pressurizing Media and Assembly Preparations

Expansion of the component to be mounted (gear,flange, etc.) is to be effected using SAE 10 oil (viscosity 32 cST at 40°C).

The oil used for expanding operations must beabsolutely free of contaminants and EP additives.

The components to be assembled should be at thesame temperature, i.e. wherever possible assemblyshould be carried out at ambient temperature.

All taper surfaces are to be thoroughly cleaned with a degreasing agent and thinly coated with the SAE 10 hydraulic oil used for assembly (viscosity 32 cST at 40°C).

Force-on Dimension Check

Information for force-on dimension and expansionpressure will be given by REINTJES service department on request.

The force-on dimension is stated in mm and comprised the nominal dimension and a permissible tolerance, e.g. 13.3 + 1.2 mm.

To determine the force-on dimension push the component to be mounted (gear, flange, etc.) onto the shaft.

The first checking dimension, required to establishthe force-on dimension of the component to bemounted, is calculated from that point at which the taper faces are in full contact with each otherwithout any pressure applied.

In order to be able to complete further force-ondimension checks it is now necessary to select anadditional reference point. A reference lip (shoulder)on the shaft is recommended for this purpose.

Note the checking dimension thus obtained.

Position the assembly jig (hydraulic nut) hand-tightagainst the component to be mounted; ensure thatall threaded assembly jig elements are fully engagedwith each other and that the piston of the hydraulicnut is in its original position.

31

Connect hydraulic pumps as follows:pump for expansion pressure to connection „B“pump for force-on pressure to connection „A“

Pressure Connectionswhen starting the force-on process

Expansion and Force-on of Component to beInstalled (Gear, Flange, etc.)

In order to be forced-on, the component to beinstalled must first be expanded.

In order to do this oil is forced between the taperfaces until it emerges at the ends of the connection.

The force-on action is achieved by repeatedlyincreasing and alternating the expansion and force-on pressures until the component is forced-oninto its final position acc. to the specified force-ondimension.

During the force-on procedure the expansion pressure increase should not be allowed to exceed100 bar over a 3 minute period; this is necessary toavoid localized exceeding of the max. permissibleyield point value.

When the component is in its specified position theexpansion pressure at connection “B” must berelieved to allow the oil film between the taper surfaces to disperse. The force-on pressure must bemaintained at connection “A” for at least one hour.

Approximately 24 hours should be allowed to passbefore the assembly is subjected to maximum load.This time delay is necessary to ensure that allexpansion fluid has been expelled from the component mating faces.

NOTE

In this case of components with two connectingpoints for expansion pressure one of these mustbe effectively plugged.

Instruction for Hydraulic Disassembly

ATTENTION

Hydraulically assembled components are underextremely high pressure and can cause injurywhen released. As the component to be removedcan be suddenly released at great force it ismandatory that this part be provided with a stop(hydraulic nut) as a safety measure.

In order to remove the subject component (gear,flange, etc.) from the shaft, the installation / removaljig (hydraulic nut) and hydraulic pumps must beassembled in the same positions and manner asused for component assembly.

As a function of the max. force-on dimension, theannular piston must be forced out of the hydraulicnut 3-4 mm (see sketch) and, with a force-on pres-sure of 100 bar applied at connection “A”, broughtinto contact with the component to be removed.

The force-on pressure in the hydraulic nut must thenbe released and the hydraulic pump valve to thehydraulic nut connection “A” must be closed.

In order to be released, the component to beremoved must first be expanded via connection “B”.In order to achieve this, hydraulic oil is forced slowlybetween the component taper faces. Expansionpressure increases should not exceed 100 bar over a period of 3 minutes.

Component release is indicated by a rise in pressure in the hydraulic nut which is indicated at the pressure gauge of the hydraulic pumpassigned to connection “A”.

When the pressure rises in the hydraulic nut, the oilpump valve to connection “A” must be opened andthe pressure released. The expansion pressure must,however, be mantained by continuous operation ofthe hydraulic pump assigned to connection “B” untilthe component is completely released from itstapered seat.

32

ATTENTION

The component being removed may be releasedsuddenly when the pressure at connection “A” isreleased to zero, for this reason it is mandatorythat the hydraulic nut (safety stop) be correctlyinstalled.

If the max. expansion pressure is achieved and thecomponent to be removed is not released, proceedas follows:

- Increase expansion pressure at connection “B” by 10 %.

- Maintain this pressure for one hour.

- In addition, heat the component slowly and evenly. (temperature max. 140°C or 284°F)

- Mount an additional puller.

Pressure Connections

5.5 Bearing AdjustmentsOutput Shaft Thrust Bearing Axial Clearance

NOTE: Bearing axial clearance must be checked andadjusted any time bearings are changed.

Measure and Adjust

The thrust bearings consists of bearings (P 21) and (P 22). Zero clearance is specified without preloading.

33

Measurement of bearings overall height

1. Stack inner bearings races on each other and fasten the bearings together on a parallel plate. Turn the bearings approx. 5 times in both directions.Adjust innern and outer rings coaxial and fix them by a device (as shown in pict. 2) on the parallel plate. The bearings should have no clearance but make sure that it is still possible to rotate them. Ensure the case does not touch anything.

NOTE: It is necessary that part 1+2 are planeparallel.

Measure height (H) of the bearings at 6 points. Addthe measuements and divide the sum by 6 to findthe average height dimension (B).(as shown in pict. 2)

2. Measure distance (C) from housing’s mating surface to seat, of bearing outer ring (P 21).

3. Measure distance (D) from mating surface of cover E 202 to bearing outer ring (P 22).

4. Subtract distance (D) from (C) to obtain dimension (A). Dimensions (A) and (B) must be equal. (as shown in pict. 3)

ATTENTION

Bearing seat surfaces must remain parallel tomating surfaces in all cases.

If dimension (A) is smaller than dimension (B),machine the cover’s bearing seat surface (E).

If dimension (B) is smaller than dimension (A),machine the housing’s mating surface (F) (as shown in pict. 4).

34

5.6 Lubrication of DiscsThe discs are lubricated and cooled when clutch is disengaged. Lubrication and cooling of the discs is effected from inside to outside through radial bores in pinion and detachable carrier.

The oil flows between the sinusoidal inner discs and outer discs lined with sintered metal to the outside and is discharged through clutch housing bores into the gear housing.

Exemplary Arrangement WAF 443-47.

Assembly of carrier

The carrier is provided with threaded holes at one side only. The carrier has to be pushed onto the pinion splined shaft such that the threaded holes are visible, at front end.

By no means must the lubrication oil bores of carrier and pinion be misaligned.

The lubrication oil bores must radially overlap to guarantee clutch disc lubrication.

35

5.7 Recommended Maintenance Procedures for Heat Exchangers of BLOKSMA Make

36

1 Introduction In order to identify the heat exchanger please check the rating plate for the "BLOKSMA " marking. The ratingplate of the heat exchanger is located on one of the two cams of the oil inlet and/or outlet.

We recommend having spare parts for maintenance work on board. Anodes and sealing rings can be obtainedfrom the REINTJES service department upon specifying the gearbox number and type.

ATTENTION:

Checks of 2 Anodes and 3 Contamination Control shall be performed only with the propulsion system shut down and the cooling water pump switched-off.

The gearbox and the heat exchanger shall have cooled down to lukewarm temperature.

2 Anodes

For protecting the water chamber and the tube bundle from corrosion the heat exchangers are equipped with 3 anodes (A292): at water inlet, end cover and water outlet. The anode consumption can differ. It is dependent on the installation and operating conditions.

Based on the results of the first checks the precise intervals can be determined. Preventive inspections have tobe carried out regularly, as before.

The anodes have to be renewed when 60 % of their original volume have been consumed.

2.1 Intervals of Anode Checks

First inspection After 100 hours of operation

Inspections thereafter Every three months or on occasion of every cleaning

2.2 Visual Inspection

Cooling water circuit Shut inlet and outlet valves

Heat exchanger Drain cooling water

Anodes Screw out anodes and perform visual check

Result: OK Screw anode in hand-tight with new sealing ring

Result: Anode consumed Screw in hand-tight new anode with new sealing ring

Visual check finished - Open cooling water valves

- Switch on cooling water pump

- Vent heat exchanger

- Check anodes for waterproof installation

3 Contamination Control of Tube Bundle

3.1 Construction of Heat Exchanger

schematic drawing

1 Tube plate

2 O-rings

3 Fixing plate

4 Shell

5 Tube bundle

Both tube plates are identical:

- The outer O-rings seal the corresponding cover, - the inner O-rings seal the shell, - the central groove takes up the 4 fixing plates.

The fixing plates can be fitted at the open end cover or end cover alternatively.

Both covers can be mounted with rotated through 180° (accessibility of anodes).

Important

Never mount the covers to the wrong side.

The tube bundle has only one correct mounting position in the shell.Never mount the tube bundle laterally inverted or twisted.

37

3.2 Visual Inspection of Tube Bundle

The contamination of the tube bundle depends on the installation and operating conditions. Based on the resultsof the first inspections further intervals can be determined.

Note

Always loosen and tighten the bolts of the cooling water connection flanges and the covers of the heat exchanger crosswise.

For this simple visual inspection the hydraulic oil in the heat exchanger need not be drained.

Cooling water circuit Shut inlet and outlet valves

Heat exchanger Drain cooling water

Cooling water connections Screw off, sealing OK?, open end cover freely accessible

Covers Mark position of open end cover and end cover clearly with 1/1 and 2/2

Covers Loosen and screw off covers crosswise

Fixing plates Insert bolts from the other side, screw fixing plates tight with nuts

In the middle of the open end cover a nylon partition is inserted

Depending on the local installation conditions the tubes can be inspected and cleaned with a nylon tube brush

End cover Open end cover

Inspection: OK Continue with 3.5 Assembly of Cover

3.3 Disassembly of Tube Bundle

The tube bundle can be pulled out to either side. In this description the indication of sides A and B analogouslyapplies to the corresponding side of open end cover and end cover.

Heat exchanger Drain oil, dependent on installation conditions

Tube bundle Mark mounting position and check marking on open end cover side

Open end cover side Take partition from tube bundle

Fixing plates Screw off bolts and nuts, take off fixing plates

A - Push in tube plate flush with shell (or drive it in slightly using a piece of wood)

- Attention: Do not damage edges by hammer blows!)

B - Take off both O-rings

- Push in tube plate flush with shell (or drive it in slightly using a piece of wood)

38

A Take off both O-rings

B Push in tube bundle so far as to be able to seize the tube plate from behind on side A

(A) Pull out tube bundle carefully

Note: Lift and straighten tube bundle, take care not to bend the baffles on the tube bundle

Clean tube bundle according to the inspection result.

If it has to be cleaned chemically, please ask for detailed information to be sent.

A tube bundle can only be replaced together with the shell.

3.4 Re-assembly of Tube Bundle

Never use the old, dismounted O-rings. Always fit new O-rings.

For simple assembly and good sealing of the O-rings a special lubricant is required (soap-free grease, e.g. Molikote, silicone paste or Parker O-lube).

NoteNever use Vaseline or other, unsuitable types of grease.If unsuitable grease is used, any warranty claims will be refused.

Shell Clean sealing surfaces carefully, check for damages Apply thin layer of suitable lubricant to sealing surfaces

Tube plate Clean grooves carefully, check for damages Apply suitable lubricant to grooves

Assemble tube bundle In reverse order of disassembly, pay attention to markings

Positioned O-rings If necessary, apply lubricant to the outside

- Fit fixing plates, keep in position with bolts

- Fit partition on open end cover side

39

3.5 Assembly of Covers

First screw on the side with the fixing plates (example with open end cover).

Open end cover - Clean sealing surfaces, check for damages

- Apply thin layer of suitable lubricant to sealing surfaces

- Fit cover without applying force

- Take out bolts, insert them from the other side,screw on nuts (with spring washer) hand-tight

- Screw bolts tight crosswise

End cover As above (insert bolts from outside to inside)

Cooling water connections Fit, check for damaged sealings

After finishing the assembly fill and vent water circuit and hydraulic system and check for tightness.

3.6 Temporary Shutdown

If the system has been out of operation for more than two weeks, the water circuit should be drained and flushed. After that the heat exchanger should be filled with fresh water containing an anti-corrosion additive.

NOTE:

- The type of additives depends on the cooling system. In case of doubt please contact BLOKSMA, Holland, Phone: +31 36 549 23 00, Fax: +31 36 549 23 90.

40

Gearbox Identification

Data required for inquiries and/or ordering parts maybe taken from the name plate, in particular

1. Gear No.

2. Type

3. Input Capacity

4. Input Speed

The gear number is also stamped on the gearboxhousing near the engine.

Spare Parts

In addition to the gear identification data your ordershould specify - item number, - denomination of the part and - quantity.

The quantities indicated on the following pages refer to gearboxes of the WAF series.For LAF gearboxes this figures will differ dependingon the excecution counter or identical rotation.

Continuing improvement and advancement of product design may cause changes to your gearboxwhich may not be included in this manual.Each printed manual will be reviewed and revised, as required, to update and include these changes inlater editions.

Whenever a question arises regarding your REINTJES gearbox or this manual, please consult the REINTJES service department.

6.0 Spare Parts

Please transfer the data indicated on the name plate of your gearbox to this form.

41

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Inte

rmed

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76.

86.

116.

156.

196.

No.

Des

igna

tion

64.

74.

84.

114.

154.

194.

E8

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ntity

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77.

87.

Item

66.

76.

86.

116.

156.

196.

No.

Des

igna

tion

64.

74.

84.

114.

154.

194.

E26

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11

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66

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53

54

Po

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Gea

rbox

77.

87.

Item

66.

76.

86.

116.

156.

196.

No.

Des

igna

tion

64.

74.

84.

114.

154.

194.

E34

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g1

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11

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11

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11

11

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11

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11

11

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55

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rbox

77.

87.

Item

66.

76.

86.

116.

156.

196.

No.

Des

igna

tion

64.

74.

84.

114.

154.

194.

E29

6C

over

11

11

11

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7H

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11

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11

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11

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88

88

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11

11

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11

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11

11

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11

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57

58

Po

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AF-

Gea

rbox

77.

87.

Item

66.

76.

86.

116.

156.

196.

No.

Des

igna

tion

64.

74.

84.

114.

154.

194.

E76

Hex

agon

scr

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88

88

8E

107

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r1

11

11

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112

Bea

ring

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11

11

11

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3H

exag

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88

88

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11

11

11

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11

11

11

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11

11

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11

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11

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11

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11

11

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11

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11

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1Th

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11

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Lock

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Hex

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11

11

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11

11

11

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11

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ntity

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F-G

earb

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m66

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6.15

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6.N

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11

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11

11

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11

11

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Car

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Lock

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11

11

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11

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Rec

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11

11

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88

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1212

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195

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ing

11

11

11

N19

6R

etai

ning

rin

g1

11

11

1N

197

Ant

i-fr

ictio

n b

earin

g1

11

11

1N

199

Ret

aini

ng r

ing

22

22

22

N20

0Fi

tted

dis

c1

11

11

1N

201

Ret

aini

ng r

ing

11

11

11

N20

2A

nti-

fric

tion

bea

ring

11

11

11

N20

3A

nti-

fric

tion

bea

ring

11

11

11

N30

5S

tar

sprin

g1

11

11

1

R11

7P

inio

n sh

aft

11

11

11

*8ha

ve t

o b

e re

new

ed o

n d

ism

antli

ng (s

pec

ial s

crew

)

59

A1

Hea

t E

xcha

nger

Typ

P 1

30

A28

2S

et o

f se

als

cons

istin

g of

1O

-rin

g(4

)A

289

Op

en e

nd c

over

1A

290

End

cov

er1

A29

1Tu

be

bun

dle

1A

292

Ano

de

1

A1

Hea

t E

xcha

nger

Typ

OK

TS

/OK

S

A28

2S

et o

f se

als

cons

istin

g of

1A

Gas

ket

(1)

BG

aske

t(1

)C

Gas

ket

(1)

DD

isc

(6)

EO

-rin

g(1

)F

Gas

ket

(2)

GG

aske

t(2

)A

287

Sup

por

t, c

omp

lete

2A

288

Hou

sing

1A

289

Op

en e

nd c

over

1A

290

End

cov

er1

A29

1Tu

be

bun

dle

1A

292

Ano

de

2O

KTS

: ga

sket

B a

nd C

mus

t su

it th

e co

ver

shap

e, m

odify

if n

eces

sary

OK

S:

sele

ct m

atch

ing

gask

et B

60

A3

Dup

lex

Filt

erT

yp R

FLD

A37

Filte

r el

emen

t w

ith O

-rin

g2

A43

Con

tam

inat

ion

ind

icat

orse

e ad

diti

onal

ord

erA

283

Set

of

seal

s co

nsis

ting

of1

AO

-rin

g(2

)B

O-r

ing

(2)

A32

3S

witc

h le

ver,

com

ple

te1

Ad

diti

onal

ord

er:

A43

Con

tam

inat

ion

ind

icat

or,

2vi

sual

alte

rnat

ivly

A43

Con

tam

inat

ion

ind

icat

or,

2el

ectr

ical

A3

Dup

lex

Filt

erT

yp P

i 210

A37

Filte

r el

emen

t2

A43

Con

tam

inat

ion

ind

icat

or1

Vis

ual s

tand

ard

A28

3S

et o

f se

als

cons

istin

g of

1A

O-r

ing

(2)

BO

-rin

g(2

)C

O-r

ing

(1)

DO

-rin

g(1

)A

323

Sw

itch

leve

r, co

mp

lete

1

Ad

diti

onal

ord

er:

A43

Con

tam

inat

ion

ind

icat

or,

1el

ectr

ical

61

E19

Oil

Pum

pT

ype

KF

2/..,

KF

3/..,

KF

4/..

E71

4S

et o

f se

als

cons

istin

g of

1A

Sha

ft s

ealin

g rin

g(1

)B

O-r

ing

(1)

CO

-rin

g(1

)D

Gas

ket

(1)

E72

5B

earin

g1

Not

e: m

ark

pos

ition

of

cove

r b

efor

e d

ism

antli

ng.

Whe

n as

sem

blin

g p

ay a

tten

tion

to c

orre

ct m

atin

g of

cov

er a

nd g

aske

t D

.

62

H10

69H

1074

Op

erat

ion

Del

ay P

ot

H10

72H

107

3S

et o

f se

als

cons

istin

g of

1A

O-r

ing

(1)

BO

-rin

g(1

)V

233

V23

4N

on-r

etur

n va

lve

1(A

erat

ion

valv

e)

V23

2C

onn

ecti

on

Pla

te

V23

5O

-rin

g2

V23

7P

lug

scre

w2

V23

7Th

read

ed p

in2

V23

7O

-rin

g2

V23

8B

all

4V

239

Sp

ring

2V

240

Sea

l loc

k nu

t2

V24

1A

dju

stin

g sc

rew

2V

305

O-r

ing

2

H76

8O

per

atio

n D

elay

Po

t

V19

8N

on-r

etur

n va

lve

(aer

atio

n va

lve,

1ex

ecut

ion

dep

end

s on

pot

siz

e)V

187

Sea

ling

ring

1

63

V24

7In

term

edia

te P

late

V12

Hex

agon

nut

(loc

k nu

t)1

V13

Thre

aded

pin

(set

scr

ew)

1V

20Va

lve

slid

e1

V21

Sp

ring

1V

250

Set

of

seal

s co

nsis

ting

of1

AO

-rin

g(1

)B

O-r

ing

(2)

CO

-rin

g(1

)D

O-r

ing

(1)

V25

1H

ousi

ng (f

or s

et s

crew

)1

V25

2P

isto

n1

K8

Hex

ago

n S

crew

(Em

erg

ency

Op

erat

ion

Scr

ew)

K61

Kit

lock

ing

wire

con

sist

ing

of1

Lock

ing

wire

(1)

Wire

soc

ket

(4)

64

V1

Co

ntro

l Val

ve (

4/3

WL

5-10

, pne

umat

ical

)

V22

3S

et o

f se

als

cons

istin

g of

1A

O-r

ing

(5)

BO

-rin

g(2

)C

O-r

ing

(2)

DTu

rcon

-ste

p s

eal

(2)

O-r

ing

(2)

EQ

uad

ring

(1)

FTu

rcon

-gly

d r

ing

(1)

O-r

ing

(1)

V26

3P

neuk

o p

isto

n, c

omp

lete

1V

264

Sea

l rin

g fo

r p

isto

n1

D a

nd F

con

sist

ing

of 2

par

tson

e fit

ting

into

the

oth

er

V1

Co

ntro

l Val

ve (

4/3

NG

10,

ele

ctri

cal)

V22

3S

et o

f se

als

cons

istin

g of

1A

O-r

ing

(5)

BO

-rin

g(2

)C

O-r

ing

(2)

DO

-rin

g(2

)V

259

Sol

enoi

d2

V26

0P

lug-

in c

onne

ctor

1V

261

Plu

g-in

con

nect

or1

V26

2M

anua

l em

erge

ncy

cont

rol f

or2

4/3

NG

10

with

sp

ring

retu

rn

65

V1

Co

ntro

l Val

ve (

4/2

WL

5-10

, pne

umat

ical

)

V22

3S

et o

f se

als

cons

istin

g of

1A

O-r

ing

(5)

BO

-rin

g(2

)C

O-r

ing

(2)

DTu

rcon

-ste

p-s

eal

(2)

O-r

ing

(2)

EQ

uad

ring

(1)

FTu

rcon

-gly

d-r

ing

(1)

O-r

ing

(1)

V26

3P

neuk

o p

isto

n, c

omp

lete

1V

264

Sea

l rin

g fo

r p

isto

n1

D a

nd F

con

sist

ing

of 2

par

tson

e fit

ting

into

the

oth

erD

etai

l X d

isc

inst

alle

d a

s S

TOP

V1

Co

ntro

l Val

ve (

4/2

NG

10,

ele

ctri

cal)

V22

3S

et o

f se

als

cons

istin

g of

1A

O-r

ing

(5)

BO

-rin

g(2

)C

O-r

ing

(2)

DO

-rin

g(2

)V

259

Sol

enoi

d2

V26

0P

lug-

in c

onne

ctor

1V

261

Plu

g-in

con

nect

or1

V26

2M

anua

l em

erge

ncy

cont

rol

24/

2 N

G 1

0 w

ithou

t sp

ring

retu

rn

66

V11

4C

ont

rol V

alve

(4/

2 W

L 5-

10, p

neum

atic

al)

V10

2S

et o

f se

als

cons

istin

g of

1A

O-r

ing

(5)

BO

-rin

g(2

)C

O-r

ing

(2)

DTu

rcon

-ste

p-s

eal

(2)

O-r

ing

(2)

EQ

uad

ring

(1)

FTu

rcon

-gly

d-r

ing

(1)

O-r

ing

(1)

V37

5P

neuk

o p

isto

n, c

omp

lete

1V

376

Sea

l rin

g fo

r p

isto

n1

D a

nd F

con

sist

ing

of 2

par

tson

e fit

ting

into

the

oth

erD

etai

l X d

isc

inst

alle

d a

s S

TOP

V11

4C

ont

rol V

alve

(4/

2 N

G 1

0, e

lect

rica

l)

V10

2S

et o

f se

als

cons

istin

g of

1A

O-r

ing

(5)

BO

-rin

g(2

)C

O-r

ing

(2)

DO

-rin

g(2

)V

368

Sol

enoi

d2

V36

9P

lug-

in c

onne

ctor

1V

370

Plu

g-in

con

nect

or1

V39

3M

anua

l em

erge

ncy

cont

rol f

or2

4/2

NG

10

with

out

sprin

g re

turn

67

Notes and remarks:

68

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