alignment and installation procedure for uw eqpts[1]

2-10 Cochin 77 - 80 - a1 (working)4 February 2009

Installation Planning InstructionsDBAA914593- - Propulsion arrangement drawing

Cochin 77 - 80 - a1 (working) 2-554 February 2009

Installation Planning InstructionsDAAE075352- - Connection flywheel / flexible coupling

2-56 Cochin 77 - 80 - a1 (working)4 February 2009

Installation Planning InstructionsDAAE075354- - Power take off at free end

Rev. E Page 1 2/06/2009

INSTRUCTION MANUAL

ULSTEIN HINZE RUDDER - FB

CONTENTS LIST

CONTENTS LIST _______________________________________________________ 1

GENERAL INFORMATION ______________________________________________ 2 MANUFACTURED BY: _________________________________________________________ 2 WHEN ORDERING SPARE PARTS, PLEASE SPECIFY THE FOLLOWING:_____________ 2 SERVICE AND SPARE PARTS THROUGH: ________________________________________ 2 SALES THROUGH: _____________________________________________________________ 2

TECHNICAL SPECIFICATION ___________________________________________ 3 MAIN DATA: __________________________________________________________________ 3 RUDDER DATA: _______________________________________________________________ 3 RUDDER COUPLING DATA: ____________________________________________________ 3 RUDDER TRUNK DATA:________________________________________________________ 3

CLEARANCE AND WEARING SHEET ____________________________________ 4

INSTALLATION OF RUDDER TRUNK ____________________________________ 5

INSTALLATION OF RUDDER ____________________________________________ 6

LOCKING OF STAY PIN_________________________________________________ 8 1.0 Purpose_____________________________________________________________________ 8 2.0 Installation __________________________________________________________________ 8 3.0 Welding of locking bar ________________________________________________________ 8 4.0 Classification of welding rod ___________________________________________________ 8

DISMOUNTING OF RUDDER BLADE _____________________________________ 9 BOLT TORQUES ______________________________________________________________ 10

LOCKING OF HYDRAULIC NUT ________________________________________ 10

HATCH IN RUDDER BLADE ____________________________________________ 11

COUPLING FEEDER ___________________________________________________ 12

CATHODIC PROTECTION______________________________________________ 13

LUBRICATION IN TRUNK______________________________________________ 14 MARKING OF INLETS _________________________________________________________ 14 FIRST TIME FILLING__________________________________________________________ 14 RECOMMENDED GREASE TYPES ______________________________________________ 14 AUTOMATIC LUBRICATION SYSTEM __________________________________________ 14 MANUAL LUBRCATION_______________________________________________________ 14

MARKING OF RUDDER PARTS _________________________________________ 15

PRESERVATION OF COMPONENTS_____________________________________ 16

DRAWING LIST _______________________________________________________ 17

NORDLOCK WASHERS ________________________________________________ 18

Rev. E Page 2 2/06/2009

GENERAL INFORMATION

MANUFACTURED BY:

Rolls-Royce Marine AS

N-6060 HAREID, NORWAY

IN THIS INSTRUCTION MANUAL FB IS USED AS AN ABBREVIATION FOR FLAP

BULBOUS.

WHEN ORDERING SPARE PARTS, PLEASE SPECIFY THE FOLLOWING:

- NAME OF SHIP/NAME OF OWNER AND ADDRESS

- RUDDER NO.

- DESCRIPTION OF THE SPARE PARTS

- DRAWING NO. AND POS. NO. (GENERAL ASSEMBLY)

SERVICE AND SPARE PARTS THROUGH:


Dept. Rudders

N-6060 HAREID

NORWAY

TLF: +47 815 20 070 TELEFAX: +47 70 01 40 21

MOBILE: +47 908 94 674

E-MAIL: [email protected]

SALES THROUGH:


Dept. Rudders

N-6060 HAREID

NORWAY

TLF: +47 815 20 070 TELEFAX: +47 70 01 40 21

Rev. E Page 3 2/06/2009

TECHNICAL SPECIFICATION

MAIN DATA:

RUDDER NO. FB 2871 - 2872 OWNER/ YARD Tebma

PRODUCTION YEAR 2009 NAME OF VESSEL Yard no. 130

RUDDER TYPE FB 1750 GENERAL ASSEMBLY 20891

RUDDER DATA:

RUDDER AREA: 5,6 m² MAX. RUDDER ANGLE: 45 °

CHORD LENGTH: 1,75 m MAX. REL. FLAP ANGLE: 55 °

HEIGHT: 3,2 m BALANCE RATIO: 34,3%

PROFILE THICKNESS: 32,4%

RUDDER COUPLING DATA:

-ALL NECESSARY DETAIL INFORMATION ABOUT COUPLING DATA IS TO BE FOUND IN

THE GENERAL ASSEMBLY DRAWING.

RUDDER TRUNK DATA:

AMOUNT OF GREASE IN TRUNK: 90 ltr

Rev. E Page 4 2/06/2009

CLEARANCE AND WEARING SHEET

Ref. sketch below. FIG NO. CODE RECOMM. MAX.

CLEARANCE

CLEARANCE

1. MOUNTING

CLEARANCE LATER INSP.

Date Date Date

FIG 1 NECK

BEARING

- LONGITUDINAL

--------

- TRANSVERSE

M1-1

-----

M1-2

2,5 mm

----------

2,5 mm

FIG 2 FLAP STAY

BEARING

- FRONT BEARING

--------

- ASTERN BEARING

M2-1

-----

M2-2

2,5 mm

----------

2,5 mm

FIG 3

UPPER

FLAP

BEARING

M3-1

1,3 mm

FIG 4

INTERMEDIATE

FLAP BEARING

(IF FITTED)

M4-1

1,3 mm

FIG 5

LOWER FLAP

BEARING

M5-1

1,3 mm

Use a dial gauge arranged to measure the movement between the Rudder Stock and the Rudder

Trunk - for checking Neck Bearing clearances.

Force the rudder in transverse direction using a jack or a hoist pulley – set point of zero - and

force the rudder in opposite direction. Log the travel by reading off the dial gauge. Repeat this

operation in longitudinal direction. It is important to install the dial gauge as close to the bearing

as possible.

Make similar arrangement to check Rudder Flap Bearing clearances.

Rev. E Page 5 2/06/2009

INSTALLATION OF RUDDER TRUNK

Rudder trunk is delivered without any connected parts assembled. Neck bearing is installed. The vessel

must be prepared with a hole in steering gear deck according to top plate or upper pipe in trunk, and a

similar hole in the hull. The trunk is designed to suit the aft-ship structure according to received

drawings from yard or ship consultant. Find enclosed drawing for Rudder Trunk Complete.

1. Lift the trunk into the vessel to correct height is reached, and align the direction between centerline

trunk and centerline of the vessel. Do not exceed +/- 1o.

Note 1: For vessels with twin rudders, both trunks are to be installed as shown below.

Note 2: Large divergence may cause severe damage to the linkage system.

2. Welding of trunk according to sketch 3D.10267. Heating around the Neck Bearing must not

exceed 100oC. “Temperature Marking Chocks” should be used. High heat input may cause ovality

and misalignment in the Neck Bearing.

3. Check horizontal and vertical alignment of the trunk after finished welding. Ovality in Neck

Bearing and misalignment in Trunk must be checked and recorded.

Ovality Abeam Alongside

Top

Middle

Bottom

Abeam Alongside

Misalignment

4. Install lubrication pipes with fittings as shown below. The inlets in the end of the pipes must be

prepared for a grease-filling device, and we recommend a swan’s neck pipe in the ventilation hole.

Check that grease is penetrating through the inlets. Leakage test to be performed.

5. After installation the trunk must be cleaned inside and paint fixed with a two component zinc

substantial epoxy primer. Make sure that the neck bearing and the grease inlets are not painted.

Rev. E Page 6 2/06/2009

INSTALLATION OF RUDDER

MOUNTING OF RUDDER BLADE

Our delivery consists of three main parts. Those are the trunk, the rudder stock and the rudder blade. In

addition you will find several loose items enclosed. See also chapter “Equipment for taper fitting”

below, for this purpose.

P. S. Apply liquid gasket on all flange connections and grease all O-Rings.

1. Clean the rudder stock, and check threads and cone surfaces for wounds and scratches.

2. Lift the rudder stock into the trunk using the lifting eye in the upper end. Normally the rudder

stock is lifted from underside of vessel. If lowered from top of trunk, the trunk has to be specially

prepared for this. The rudder stock is to be adjusted to approx. correct height.

3. Prepare the hull with brackets, according to sketch below.

4. Clean the cone surface in the rudder blade. Insert both mating cone surfaces with hydraulic oil.

5. Assemble the Seal ring with O-Ring to top of the rudder blade.

6. Assemble the Seal housing with O-Ring and sealings to trunk without tightening the screws. Make

sure the Stay pin for link mechanism fit the housing in trunk. NB: It is very important to -set the

sealings in with -and fill grease between the sealings before installed in housing.

Rev. E Page 7 2/06/2009

7. Lift the rudder blade using brackets welded to the hull, connected to shafts through the holes in the

blade.

8. Lift the blade till the rudder stock is entering the hub.

9. Lower the rudder stock into the rudder blade hub and mount the hydraulic nut and pressure

washer.

10. Remove the plug for the P1 inlet.

11. Connect one pump to the P2 inlet and reach the P2 pre-pressure.

12. Connect one pump to the P1 inlet(s). Use of one inlet is sufficient – but then the second inlet is to

be plugged.

13. Start pumping pressure in the P1 inlet, and continue increasing pressure in both P1 and P2 until the

required pull-up length is reached. Use measure gauge. Pull-up length is found in “Rudder

Coupling Data” in the enclosed Rudder Arrangement drawings.

NB: Hydraulic oil to be used: The pumps have to be filled with oil that is suitable for hydraulic mounting. The oil has a viscosity of

30 cSt at 50°C. To avoid problems it must be controlled that in case of replacement of the oil, an

equivalent type is used.

14. Pump pressure and pull-up length should be recorded.

RUDDER COUPLING -

CONTROL SHEET

1. TIME MOUNTING LATER MOUNTINGS

MAX. PRESSURE P1

MAX. PRESSURE P2

PULL-UP LENGTH "A"

15. When correct position is reached, drain the pressure from P1 and disconnect oil hoses. Install

enclosed drain plugs.

16. Keep pressure in P2 for about 60 min. after pressure in P1 is drained.

17. Drain the P2 pressure in the nut.

18. Tighten the nut with approx. 500Nm, lock with flat-iron (see procedure “Locking of Hydraulic

nut”) and assemble the cover. Install drain plugs.

19. Connect the front end of stay on link-mechanism to the Stay pin as the rudder and rudder stock is

lifted to the Seal ring is in contact with the trunk.

20. Fasten Nut on Stay pin, and secure by welding a st. less rod to nut/stay pin.

IMPORTANT: use enclosed WI 1002.

21. Tighten screws for the Seal housing. Make sure Nordlock washers are used.

22. Lower the rudder stock and blade to reach the given jumping lock distance. Use measure gauge.

23. Install the steering gear according to separate procedure.

NB: The steering gear is to be centered in proportion to trunk to avoid leakage in rudder

sealings. Accepted tolerance between centerlines is +/- 0,2 mm.

Note 1:

For vessels with twin rudders, make sure that rudder stock is corresponding to correct rudder blade. See

“Marking of rudder parts” below.

Note 2: The Rudder is designed for an operation angle of +/- 45o. Make sure that both rudder blade and flap are

at “0” position at same time. If adjusting is required, please see the chapter Coupling Feeder.

Rev. E Page 8 2/06/2009

WI no.: Name:

1002 LOCKING OF STAY PIN

1.0 Purpose

The instruction applies for FB rudders only and gives instruction for locking of stay pin.

2.0 Installation

Install the Bearing and Stay Pin in

accordance to drawing "General Arrangement"

The locking bar is welded on the flap side when

delivered from manufacturer.

3.0 Welding of locking bar

1. The locking bar to be welded as shown on sketch.

2. Throat thickness for fillet welds min. 3,5 mm.

3. Discontinue the welding in the threaded area.

4. To compensate for the high mix of ferrite the

welding consumables (rod) is to be of the

Cr - Ni type (309).

Minimum 23 % Cr and 13% Ni

4.0 Classification of welding rod

Welding rod in accordance with one of the following classifications are recommended:

ISO 3581-76 E23.12.LR23

AWS A5.4-92 E309L-17

DIN 8556-86 E23.12LR23

BS 2926-84 23.12 LR

Locking bar

Stainless steel

10x10

Nut

Rev. E Page 9 2/06/2009

DISMOUNTING OF RUDDER BLADE

If the rudder has heel connection or wire guard, this has to be removed as a first step in this procedure.

Further for dismounting the rudder blade, please follow steps below.

1. Loosen nut for Stay pin on front end of link mechanism.

2. Open both hatches in rudder blade and remove nut cover. Loosen the locking device between

rudder stock and nut.

3. Open the nut to the distance of the pull-up +2-3 mm.

4. Connect pump to P2 inlet and reach the recorded P2 pressure form last mounting.

5. Connect a second pump to P1 inlets and reach recorded P1 pressure.

6. Discharge the P2 pressure and keep a pressure in P1.

7. The hub will now slide from the shaft taper and the cone coupling will be disconnected.

8. Prepare the hull according to the sketch below.

9. Remove plugs from holes in rudder blade, and insert shafts. Connect these shafts to brackets in the

hull with wires and tackles.

10. Remove the nut and lower the rudder blade

Note: Make sure the stay will follow the rudder blade when lowered.

Rev. E Page 10 2/06/2009

BOLT TORQUES

QUALITY A4-80

Given figures are with no lubrication. If lubrication is used multiply with 0,84.

SIZE TORQUE [Nm]

M10 47

M12 81

M16 197

M20 385

M30 1310

LOCKING OF HYDRAULIC NUT

After the hydraulic nut is tightened it must be secured. For this purpose a flat iron is connected between

the nut and lower end of the rudder stock.

Sketch above showing underside of the hydraulic nut. Flat-iron to be connected to underside rudder

stock by bolts or welding (spec. on GA).

Sketch is for guidance only, but by welding the length per weld (4 pcs.) on underside rudder stock to be

min. 20%

Rev. E Page 11 2/06/2009

HATCH IN RUDDER BLADE

Closing and opening of hatch according to illustration below. The hatches are a part of our delivery.

Rev. E Page 12 2/06/2009

COUPLING FEEDER

The torque between link mechanism and flap is transmitted through a coupling on top of the flap. To

disconnect or adjust the flap this coupling has to be opened.

Please find procedure for installation and removal on following page.

Order of tightening below.

Rev. E Page 13 2/06/2009

CATHODIC PROTECTION

As for the hull itself, cathodic protection has to be performed also for the rudder blade. We recommend

1kg anode per 1m2 of the rudder blade area, for two years operation. This is 0,5kg per 1m

2 surface area.

Placing of anodes for a 7 m2 rudder:

• Rudder blade: 4 pcs a 1kg anodes divided on both sides

• Rudder flap: 3 pcs a 1 kg anodes divided on both sides

For this example, see recommendation of placing below:

The quantities will vary according to rudder blade area (b x h) and required lifetime.

Note: If the vessel has installed an impressed current system, make sure that the current is

transmitted also to the flap. An additional cathodic protection is not required, but should still be

considered.

Rev. E Page 14 2/06/2009

LUBRICATION IN TRUNK

This chapter is provided pipe installation according to the chapter “Installation of Trunk”. In the

steering gear room it will now be one inlet (1) for lubrication of neck bearing, one inlet (2) for first

time filling and outlet (3).

MARKING OF INLETS

We recommend marking the inlets in the steering gear room. This is to simplify and assure future use.

The marking should be made at a visible spot near the inlet.

Inlets to be marked as shown above.

FIRST TIME FILLING

Before first time filling of grease, make sure the inside of the trunk is sufficiently cleaned. Find

recommended grease types below.

Use a grease pump and carry out following procedure:

1. Make sure the ventilation on top (marked 3) is open.

2. Connect grease pump to “Neck bearing” inlet (marked 1) and fill 2-3l.

3. Plug the Neck bearing inlet and connect grease pump to the “Filling of trunk” inlet (marked 2).

4. Fill until grease is leaking from the ventilation hole.

5. Plug the “Filling of trunk” inlet, and plug or mount a swan’s neck pipe in ventilation hole.

Make sure that the trunk is complete filled with grease as long as the rudder is mounted in the

vessel.

RECOMMENDED GREASE TYPES

Below you will find our recommendation of grease types. If any other types are preferred, please

contact us for approval.

Maker Type NLGI-grade

Esso Cazar K2 2

Mobil Mobilgrease XHP222 2

Castrol Spheerol SX2 2

Shell Alvania EP(LF) 2 2

Starplex EP 2 2 Texaco

Multifak EP2 2

BP MP-MG2 2

Statoil Chassis Grease Winter 2

AUTOMATIC LUBRICATION SYSTEM

If an automatic lubrication system is delivered, an addition will be part of the manual regarding

technical information. A sketch for installation of this system is also added.

When this device is installed, it is very important to not plug the ventilation (marked 3). We

recommend installing a receiver for the overflow grease.

Periodically control of function is demanded.

MANUAL LUBRCATION

Manually lubricate the Neck Bearing, approx once a week, by loosen the Ventilation plug (marked 3)

and pump grease through the Neck Bearing inlet (marked 1) until grease is leaking from the ventilation

hole.

Rev. E Page 15 2/06/2009

MARKING OF RUDDER PARTS

Main parts, including the hydraulic nut, are marked with classification certificate identification number.

When delivered the numbers will be encircled with a mark pen.

According to sketch above, the marking is found as following:

• Rudder blade: -Starboard side of blade, in upper-front section

• Rudder trunk: -Side of lug.

• Rudder stock: -On the top end

• Hydraulic nut: -On the side of nut (not required).

All numbers shall be identical with certificate or rudder numbers.

Rev. E Page 16 2/06/2009

PRESERVATION OF COMPONENTS

Preservation of components is prepared for transport and short storage only. Please check the

expiration date of this preservation on labels following the shipment. This is yellow stick-on labels as

shown below:

Preservation used on all surfaces - not primed nor painted - is Cortec VCI-369. This is a corrosion

inhibitor prepared for temporary coating.

The preservation needs only to be removed in contact areas. It can easily be removed using soap and

water or similar.

Rev. E Page 17 2/06/2009

DRAWING LIST

Below is a list of enclosed drawings.

20891 -Rudder Arrangement (General Assembly)

20894 - Rudder Trunk Complete

21025 -Rudder Complete

3D.10267 -Installation of Rudder Trunk

Rev. E Page 18 2/06/2009

NORDLOCK WASHERS

As showed on General Arrangement drawing, NordLock Washers are used for safety locking of screw

connections.

Following page will show a technical description of this locking principle.

INSTALLATION MANUAL

Art. No. INSTRB-MEK003-GB

Rolls-Royce Marine AS, dept. Steering Gear – Tenfjord, N-6264 Tennfjord, Norway

1 INSTALLATION

1.1 Rudder actuators JR2.130 and JR2.160

5.1.1 Mounting procedure. 1 The piston rod must be treated with care during installation of the cylinder. If it is

damaged then the oil seals can also be damaged, and cause an oil leakage.

2 Place the cylinder on the foundation as shown on the measurement diagram 3 Drill the foundation holes and brush for dowel bolts. Fasten the cylinder to the

foundation and lock the bolts. 4 Place the rudder pin in position on the rudderstock. The tightening torque for the

bolts is given in the technical information 5 Install the connecting rod and adjust the lengths within tolerances shown on

installation drawing of the system. (dim. sketch.) TIGHTENING TORQUE FOR LOCKING BOLTS: 88 Nm

6 Mechanical stoppers should be mounted.

Page 1 of 37

Sign., date, rev. KN, 08.12.2005, rev. 1

E-mail: [email protected] www.rolls-royce.com

INSTALLATION MANUAL



1.2 Rudder actuators SR562L and SR562

5.2.1 Mounting procedure 1 The following items must be removed from the rudder actuator before installation

is started; (ref. ass. drwg.) A) Screws pos. 37, and top cover pos. 8. B) Transport safety ring pos. 54.

2 The expansion rings are located in the rotor during transport and must be removed before the rudder actuator is installed. The rudderstock, expansion rings and the bore in the rotor must be thoroughly cleaned with a solvent such as white spirit, and then lubricated with thin oil (steering gear oil). The top edge of the rudderstock must be properly chamfered, and the rudderstock must not have any sharp edges or groves that can damage the o-ring, pos. 46, during installation.

3 The rudder/rudder stock is to be positioned amidships, lifted to the required level, and locked outside the hull during installation of the rudder actuator. Take cares that the o-ring pos. 46 is in position and not damaged. The rudder actuator is lowered over the rudderstock until the distance between the foundation and the rudder actuator is the same as the desired thickness of the foundation spacers. Align the rudder actuator with the amidships marks on the rudder actuator/rudder. See fig. 8 below. The valve block should normally point forward.

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INSTALLATION MANUAL



4 The rudder actuator/rudder is levelled in relation to the rudderstock by means of

the adjusting screws located close to the foundation bolts. The lower expansion ring is pushed down into position. Check the alignment by using a measuring clock between the rudderstock and the bore in the rotor where the expansion rings are to be situated. See fig. 8. The rudderstock is held in position by three adjusting screws. See fig. 8.

5 Since contact pressure and friction between functional surfaces transmit the torque, the condition of the contact surfaces and proper tightening of the locking screws is of the utmost importance. Tighten the locking screws lightly and check the alignment of the rotor, fig. 8.

6 Tighten the screws in diagonally opposite sequence, and in several steps until the prescribed tightening torque is reached. Rudder stock diameter : 120 - 160 mm Screw dimension dG : M12 x 35 Auxiliary thread dimension dD: M14 (for dismantling) Tightening torque MA : 125 Nm

Page 3 of 37



INSTALLATION MANUAL



7 Re-check the tightening torque of each screw. Installation of the expansion ring is not completed until all the screws have the prescribed torque. Re-check the alignment of the rotor before fitting the remaining expansion rings. Adjusting screws, fig. 8. should be used during installation of the two lower expansion rings. Fill the space between the rotor and the rudderstock with steering gear oil to prevent the expansion rings from rusting.

8 Measuring as shown on fig. 8 checks the alignment of the actuator housing.

9 Fit the spacers for the foundation bolts. These must be made as shown on drawing no. H-5636. If "chock-fast" is used take care to follow the manufacturers instructions. Max. allowable load of the rudder actuator is shown on fig. 2 chapter 2.1.

10 Drill the holes for the foundation bolts. Bolt the rudder actuator to the foundation as shown on proposed foundation design drawing, ref. Appendix B.. Tighten the foundation bolts and secure with lock nuts.

11 When the rudder actuator is fastened to the foundation, assemble the top cover pos. 8, and the feed back unit and linkage.

12 We recommend that a jumping collar be fitted between the neck bearing and the rudder flange to restrict any eventual vertical movement to max. 1 mm. See fig. a-7225 below. Excess vertical forces will thus be transferred to the hull.

Page 4 of 37



INSTALLATION MANUAL



Page 5 of 37



INSTALLATION MANUAL



1.3 Rudder actuators SR622, SR642 and SR662

5.3.1 Mounting procedure. .

1 The rudder actuator is supplied on a foundation for consignment and storage at the yard. The expansion rings and different other equipment are normally supplied in a separate box. The feedback unit and top seal arrangement is completed from the factory. The rotor is locked in mid. position by a special locking device, which should not be removed before after finished the installation of the expansion rings. See fig. A-7206. All components should remain in the original packing until transported to the sight of installation. The top edge of the rudderstock must be properly chamfered and the surface of the rudderstock must not have any sharp edges or grooves that may damage the o-ring in the rotor bore. Any surface damage has to be smoothed down carefully by hand file and emery paper.

2 The rudder & rudder stock is to be positioned amidships, lifted to determined level and supported outside the hull during installation of the rudder actuator. The rudderstock, locking assemblies and the bore in the rotor are to be thoroughly cleansed using solvent such as white spirit. Lubricate the rudderstock with thin oil, steering gear oil.

3 Lower the rudder actuator over the rudderstock until the distance between the foundation and the rudder actuator corresponds to the determined thickness of the foundation spacers. Take cares that the o-ring in the rotor is in position and not damaged. Align the rudder actuator with the amidships marks on the rudderstock. See fig. A-7205. The distributing valve should normally point forward

4 Alignment between the rotor bore and the rudderstock is adjusted by the screws provided in the foundation brackets close to the foundation bolts. The lower expansion ring is pushed down into position. Check the alignment by using a measuring clock between the rudderstock and the bore in the rotor where the expansion rings are to be situated. See drwg.No. A-7205. The rudderstock is held in position by three adjusting screws. See fig. A-7205.

5 Since contact pressure and friction between functional surfaces transmit the torque, the condition of the contact surfaces and proper tightening of the locking screws is of the utmost importance. Tighten the locking screws lightly and check the alignment of the rotor, fig. A-

Page 6 of 37



INSTALLATION MANUAL



7205.

6 Tighten the screws in diagonally opposite sequence, and in several steps until the prescribed tightening torque is reached. (Tightening torque is given in Appendix A.

7 Re-check the tightening torque of each screw. Installation of the expansion ring is not completed until all the screws have the prescribed torque. Re-check the alignment of the rotor before fitting the remaining expansion rings. Adjusting screws, fig. A-7205, should be used during installation of the two lower expansion rings. Fill the space between the rotor and the rudder stock with steering gear oil to prevent the expansion rings from rusting

8 Measuring as shown on fig. A-7205 checks the alignment of the actuator housing..

9 Fit the spacers for the foundation bolts. These must be made as shown on our proposal to foundation drawing.

10 Drill and broach the holes for the foundation bolts. Bolt the rudder actuator to the foundation as shown on our proposal for foundation drawing. Tighten the foundation bolts and secure with lock nuts

11 When the rudder actuator is fastened to the foundation, assemble the top cover, V-ring, the feedback unit and linkage

12 We recommend that a jumping collar be fitted between the neck bearing and the rudder flange to restrict any eventual vertical movement to max. 1 mm. See fig. below. Excess vertical forces will thus be transferred to the hull.

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INSTALLATION MANUAL



13 REMOVAL OF THE LOCKING ASSEMBLIES. The locking assembly is not self-blocking.

Loosen locking screws in several stages and in diametrically opposite sequence. The loosened connection can now normally be removed. If necessary, the front and rear trust rings are to be disassembled as shown below. The pullout threads located under the three bright screws have 3-5 threads and are not suitable for high pulling forces. They are to be used only for removal of the locking assembly by means of long pullout bolts. The dimensions of the pullout threads (dD) are shown in Technical specification, Appendix A.

NOTE: After the installation of rudder actuator is completed, some classification authorities recommend that two alignment marks should be stamped, one on rudder stock and one on rotor, eventually on rotor cover. This is easier to observe if the connection should slide a bit (if the rudder for instance has touched the bottom).

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INSTALLATION MANUAL



14 The Neck Bearing is to be mounted according to drawings of the Neck Bearing,

ref. Appendix B.

15 The Top Trunk Seal is to be mounted according to drawings of the Top Trunk Seal”, ref. Appendix B.

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INSTALLATION MANUAL



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INSTALLATION MANUAL



Page 11 of 37



INSTALLATION MANUAL



1.4 Rudder actuators SR722, SR723, SR742 and SR743

5.4.1 Mounting procedure RUDDER ACTUATOR TYPE W/HYDRAULIC COUPLING

PRIOR TO INSTALLATION Each rudder actuator has it’s own serial number stamped on the sign fastened to the upper housing. The hydraulic coupling, i.e. sleeve and mounting piston corresponding to the actual actuator are stamped with the same serial number. For twin installations it is important that the correct hydraulic coupling is connected to the correct actuator. (The sleeve has it’s serial no. in the lower end and the mounting piston on top). REQUIRED AVAILABILITY OF MEN Three (3) to four (4) skilled fitters are required to operate the injectors and mounting pump, during assembly of the coupling. It is of vital importance that all fitters have studied and clearly understood the prescribed procedure before any attempts of mounting or dismantling are made. PREPARATION The upper cylindrical part of the rudder stock to be checked having correct diameter and tolerance g7. The hydraulic coupling, i.e. the sleeve and mounting piston is supplied in a separate box during consignment. The covers covering the actuator rotor bore to be removed. Prior to installation the sleeve, mounting piston, rotor bore and rudder stock has to be thoroughly cleaned, de-greased and inspected carefully. The parts has to be handled with great care to avoid any damage. All scores and marks have to be removed carefully by polishing. Even small grooves etc. on the sleeve might drain the oil film to be provided by the injection pumps. Without being able to maintain a sufficient oil film, the sleeve and rotor will come in contact when the sleeve is driven up by the mounting pump. This may cause scuffing of the surfaces and the coupling will get stuck before the prescribed pull up length is obtained. The seal between the nut and sleeve is provided by steel against steel contact and has to be handled with great care. After thorough inspection, polishing and cleaning, lubricate the outside of the sleeve with oil. IMPORTANT Avoid any lubricant between the sleeve and rudderstock. This may cause the coupling to slip.

ASSEMBLY The rudder stock to be installed at correct level and aligned. To be locked and secured by chain tackles outside the hull.

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INSTALLATION MANUAL



Fit the mounting piston to the sleeve and lift the assembly by eyebolts in the bores provided in the mounting piston. Take care of the o-ring provided for the groove in the upper end of the sleeve. Re-check the surface of the rudderstock and sleeve bore, and enters the sleeve over the rudderstock. Lower it carefully until the lower end of sleeve is approx 150 mm below top of foundation and support it by flat steel stripped to the rudder stock (see fig. H-6344). Remove the mounting piston. Lubricate rotor bore by oil and centre the actuator hanging in chain tackles over the rudderstock as accurate as possible. Check that alignments of rudder stock and rotor centre line is as close as possible. Lower the actuator carefully over the rudder stock until it sits lightly on the sleeve’s cone. Do not allow the actuator to sit on the sleeve by its full weight. Lubricate threads on sleeve/mounting piston by Moly Coat (MoS2). Fit the o-ring into the groove in sleeve upper end. Lower the mounting piston and turn it carefully tight against the sleeve by the wrench provided for the purpose and knock it tight lightly by a hammer. Make sure that the o-ring is in good condition before. Remove the flat steel supporting the weight of the sleeve. The actuator must remain hanging in the tackles during the further procedure. Check that the level of the rudderstock is correct and adjust level of actuator in order to obtain clearance between foundation and bed plate equal to height of spacers plus “pull-up” length. Fill up all injector pumps and the mounting pump with prescribed oil and connect them to the rotor and mounting piston by the supplied extension hoses. See fig. A-9606 below. Bring the sleeve to stern against the rotor by operating the mounting pump. Do not exceed 10 bars at this stage. Fit a dial micrometer to monitor relative vertical movement between the top edge of the rotor and the rudderstock. Build up the oil film between the sleeve and rotor by operating the injectors. PULLING UP The rotor is locked mechanically in cero-position by transport brackets during consignment and assembly. This to remain the rotor in place until the hydraulic coupling is fitted. Start to operate the mounting pump and injectors simultaneously and slowly. The point is now to find and mark the reference height, “zero- point”, when the sleeve is tight against the rudder stock. This can be found by moving (rotating) the actuator forward and backward a little during the pulling. Correct “cero-point” is when the actuator is tight (fixed) and the injector pressure is drained. At this level/point the distance between base of actuator and top of foundation should be the actual “pull-up” plus the thickness of chockfast/spacer. Start to operate the mounting pump and injectors simultaneously and slowly. The chain must be lowered simultaneously during “pull-up”. When the actual effective “pull-up” is reached the operation to be stopped and injection pressure to be drained Use a rag over the by-pass screw for protection. Remain the mounting pressure for half an hour and re-check “pull-up” distance. Bleed the pressure and re-check distance. By measuring the drive-up this way it is independent of the initial clearance between sleeve and rudderstock.

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Note that the reference mark applied to the nut is valid for future dismantling and assembly of the coupling. The drive-up length will differ from one coupling to another depending on the rudder stock diameter and classification requirement Confer also technical information.

WARNING

If the sleeve enters in steps, i.e. jumping, when the mounting pump is operated, this indicates that the oil film between the sleeve and rotor is not sufficient. This may cause scuffing of the surfaces. Stop operating the mounting pump while operating all injector pumps to restore the oil film. Before continuing to operate the mounting pump. The travel of the sleeve shall be smooth and even. It is important to work with all injector pumps as long as the mounting pump is worked with. Those who operated the injector pumps will notice an increase of pressure as long as the rotor enters the sleeve. The pressure developed by the mounting pump is monitored by the pressure gauge.

WARNING Do not exceed the required drive-up as this may deform the coupling. Apply a reference mark on the piston below the zero point to indicate the obtained drive-up length. Neither load nor torque should be applied to the coupling within 24 hours after assembly. The bores for the injectors and mounting pump to remain open in order to evacuate the oil film and thus obtain the required friction between the surfaces. 24 hours after assembly closes the bores by the plugs provided for the purpose.

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DISMANTLING THE COUPLING: The principles for dismantling are that the oil injection pumps will expand the rotor and build up an oil film between the rotor bore and the sleeve. When the parts are separated the coupling sleeve will shoot down, driven by the tension and taper until arrested by the mounting piston. In order to perform a controlled lowering of the coupling the mounting cylinder has to be filled up with oil to hold the sleeve when free. Operate the rudder to mid position. NOTE In order to lower the sleeve during dismantling the rudderstock has to be lowered relatively to the actuator. The necessary travel corresponds to the original pull up length of the sleeve and stock. Arrangement for carrying the weight of the rudder and rudderstock and to perform controlled lowering has to be provided. Check that the mounting piston can be turned loose on the sleeve by the wrench provided for the purpose. If the mounting pump should be found stuck on the sleeve it should be checked while the sleeve is still locked to the shaft. Re-tighten the nut by hand only. Fill up the mounting pump with clean oil and connect the hose to the bore leading to the cylinder formed by the mounting piston and the rotor. Fill up the cylinder with the pump. Breathing of cylinder can be performed by inserting a thin feeler gauge passed the seal. Fill up the oil injectors and breath carefully. Connect the injectors via the enclosed extension hoses to the bores leading to the surface between the sleeve and the rotor, ref. figure A-9606 below. Breath further the injectors by taking a few pump strokes with the by-pass screw open, until air-free oil is flowing from the screw. Build up a pressure of 30 - 40 bars at the mounting pump, and maintain this pressure by compensating for possible leaks. Now start to work the injectors slowly to spread an oil film between the sleeve and the rotor. If the pump shafts have a spring action, breathe further. Be aware of the fact that it takes a certain time to spread the oil film, and that a too rapid and inpatient pumping at this step might damage the coupling. It shall be possible to notice a gradually increase of the required force to operate the injectors. When the oil film is spread, and the rotor is loose, the pressure at the mounting pump might have a sudden increase from the pre-set pressure of 30 - 40 bars to 90 - 100 bars. Continue to maintain the film by working the injectors slowly. Lower the coupling sleeve and rudderstock by throttling the by-pass and cock on the mounting pump. Note that the rudderstock will drop free when the sleeve is lowered the original pull up length. Suitable arrangement to be provided to avoid damage.

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During lowering of the sleeve, the injectors are to be worked rapidly as it takes all the delivery of oil they can give to maintain the oil film when the coupling slides down. It is EXTREMELY IMPORTANT to maintain the oil film at this stage as contact between the sleeve and rotor bore may score the surfaces. Operate the injectors until the sleeve can be turned on the shaft. WARNING: Do never attempt to remove the coupling without the mounting piston properly fitted and 30 to 40 bars on the mounting pump. If this is omitted the sleeve and shaft will shoot off by an acceleration force in way of 60.000 kp. (Approx. value for rudderstock diameter of 395 mm). RE-INSTALLATION OF THE RUDDER STOCK

It may be possible to enter the rudderstock while the actuator remains on the foundation. However, the condition of the total contact surface of the sleeve and rotor bore has to be cleaned and thoroughly checked after each dismantling. Note that the sleeve can easily be damaged when attempting to enter the rudderstock. We therefore advice to dismantle the pipe connections, foundation bolts and lift the actuator free from the foundation and remove the sleeve from the rotor bore. Further procedure for installation according to section 3.1.

RECOMMENDED OIL FOR INSTALLATION OF THE HYDRAULIC COUPLING

The mounting pump and the injector pump shall use the same oil. The oil provides lubrication of the outside of the sleeve during pull-up and lowering. Recommended viscosity is about 300 cst at 20°C at normal tempered conditions. Working at lower temperatures, the oil should be tempered or use thinner oil (100 cst at 50°C). Low viscosity oil will spread easier over the contact surfaces between rotor and sleeve. This is of vital importance both during assembly and dismantling of the coupling. The rudderstock may be wetted by marine diesel oil to simplify lowering of the sleeve.

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WARNING DO NEVER USE ANY LUBRICANT OTHER THAN MARINE DIESEL OIL BETWEEN THE SLEEVE AND RUDDERSTOCK. RECOMMENDED TOOLS: The table below contains documentation of recommended tools and equipment for assembling and dismantling of the hydraulic coupling:

SR722/SR723 SR742/SR743 High pressure pipes SKF 227957A 2 only 3 only Adapter block SKF 226402 2 only 3 only Injector pump SKF 226400 2 only 3 only Mounting pump* SKF TMJL 50 1 only 1 only Wrench for the mounting piston. See drawing. *There is no special requirements to this pump apart from that it shall be able to develop a minimum pressure of 360 bars. Recommended tank volume is approx. 3 litres. Flexible pressure hose with connection to the 1/4" BSP threaded bore on the mounting piston. INSTALLATION OF ACTUATOR

When the hydraulic coupling is assembled to correct pull-up length, mark position of mounting piston for future reference and complete installation of actuator as follows: Remove transport brackets and adjust level and alignment of actuator by the adjusting screws in the foundation brackets, ref. fig. A-9967, and according tolerances ref. fig. A-9603. below. Check alignment of rudder stock lower bearing(s), neck bearing to centre the actuator on the foundation. Do not apply turning force on housing, as this may disturb the zero angle position of the rotor. Re-check alignment of housing, lock temporary in position and drill for foundation bolts. Adjust spacers to correct thickness. Fit the spacers between bedplate of actuator and foundation. Prescribed dimensions of area are shown on corresponding proposal foundation design. Holes to be reamed together and fitted bolt to be machined accordingly. Fit foundation bolts and tighten nuts to correct torque Mt 4500 Nm when use of steel spacers. Nuts to be secured with counter nut. Note, if liquid chocking compound is used between bedplate and foundation, mind to follow manufacturers and supplier’s instructions for use. Follow recommendations applicable when used for steering gear installation. Calculations reviewing surface pressure due to weight of actuator, rudderstock, rudder and tension of foundation bolts to be submitted for approval by subject classification authority.

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NOTE After the installation of rudder actuator is completed, some classification authorities recommend that two alignment marks should be stamped, one on the rudderstock and one on rotor eventually on rotor cover. This to easier observe if the connection should slide a bit (if the rudder for instance has touched the bottom).

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INSTALLATION MANUAL



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1.5 Rudder actuator type SHV w/hydraulic coupling

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PRIOR TO INSTALLATION Each rudder actuator has it’s own serial number stamped on the sign fastened to the upper housing. The hydraulic coupling, i.e. sleeve and mounting piston corresponding to the actual actuator are stamped with the same serial number. For twin installations it is important that the correct hydraulic coupling is connected to the correct actuator. (The sleeve has it’s serial no. in the lower end and the mounting piston on top). REQUIRED AVAILABILITY OF MEN Three (3) to four (4) skilled fitters are required to supervise the installation and operating the injector and mounting pump, during assembly of the coupling. It is of vital importance that all fitters have studied and clearly understood the prescribed procedure before any attempts of mounting or dismantling are made. PREPARATION The upper cylindrical part of the rudderstock has to be checked for correct diameter and tolerance g7. The hydraulic coupling, i.e. the sleeve and mounting piston is supplied in a separate box during consignment. The covers covering the actuator rotor bore must be removed. Prior to installation the sleeve, mounting piston, rotor bore and rudderstock has to be thoroughly cleaned, de-greased and inspected carefully. The parts have to be handled with great care to avoid any damage. All scores and marks have to be removed carefully by polishing. Without being able to maintain a sufficient oil film, the sleeve and rotor will come in contact when the sleeve is driven up by the mounting pump. This may cause scuffing of the surfaces and the coupling will get stuck before the prescribed pull up length is obtained. The seal between the mounting piston and sleeve is provided by an o-ring in the groove on top of the sleeve. After thorough inspection, polishing and cleaning, lubricate the outside of the sleeve with oil. IMPORTANT Avoid any lubricant between the sleeve and rudderstock. This may cause the coupling to slip.

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ASSEMBLY The rudderstock has to be locked and secured by chain tackles outside the hull at the correct level and alignment. Fit the mounting piston to the sleeve and lift the assembly by eyebolts in the bores provided in the mounting piston. Take care of the o-ring provided for the groove in the upper end of the sleeve. Re-check the surface of the rudderstock and sleeve bore, and enter the sleeve over the rudderstock. Lower it carefully until the lower end of the sleeve is approx 150 mm below top of foundation and support it by flat steel stripped to the rudder stock (see fig. A-10071). Remove the mounting piston. Lubricate rotor bore by oil and centre the actuator hanging in chain tackles over the rudderstock as accurate as possible. Check that alignments of rudder stock and rotor centre line is as close as possible. Lower the actuator carefully over the rudderstock until it sits lightly on the sleeve’s cone. Do not allow the actuator to sit on the sleeve by its full weight. Lubricate threads on sleeve/mounting piston by Moly Coat (MoS2). Fit the o-ring into the groove in sleeve upper end. Lower the mounting piston and turn it carefully tight against the sleeve by the wrench provided for the purpose and knock it tight lightly by a hammer. Make sure that the o-ring is in good condition prior to this. Remove the flat steel supporting the weight of the sleeve. The actuator must remain hanging in the tackles during the further procedure. Check that the level of the rudderstock is correct and adjust level of actuator in order to obtain clearance between foundation and bedplate equal to height of spacers plus “pull-up” length. Fill up the injector and the mounting pump with prescribed oil and connect them to the rotor and mounting piston by the supplied extension high-pressure pipe/hose. See fig. A-10074 below. Fit a dial micrometer to monitor relative vertical movement between the top edge of the rotor and the mounting piston. Build up the oil film between the sleeve and rotor by operating the injectors. PULLING UP The rotor is locked mechanically in zero-position by transport brackets during consignment and assembly. This is to keep the rotor in place until the hydraulic coupling is fitted. Start to operate the mounting pump and injector simultaneously and slowly. The point is now to find and mark the reference height, “zero- point”, when the sleeve is tight against the rudderstock. This can be found by moving (rotating) the actuator forward and backward a little during the pulling. Correct “zero-point” is when the actuator is tight (fixed) and the injector pressure is drained. At this level/point the distance between base of actuator and top of foundation should be the actual “pull-up” plus the thickness of chockfast/spacer. Start to operate the mounting pump and injector simultaneously and slowly. The chain must be lowered simultaneously during “pull-up”. When the actual effective “pull-up” is reached the operation has to be stopped and injection pressure must be drained. Use a rag over the by-pass screw for protection. Remain the mounting pressure for half an hour and re-check “pull-up” distance. Bleed the pressure and re-check distance.

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By measuring the drive-up this way it is independent of the initial clearance between sleeve and rudderstock. Note that the reference mark applied to the mounting piston is valid for future dismantling and assembly of the coupling on the same shaft. The drive-up length will differ from one coupling to another depending on the rudder stock diameter and classification requirement. Confer also technical information.

WARNING

If the sleeve enters in steps, i.e. jumping, when the mounting pump is operated, this indicates that the oil film between the sleeve and rotor is not sufficient. This may cause scuffing of the surfaces. Stop operating the mounting pump while operating the injector to restore the oil film before continuing operating the mounting pump. The travel of the sleeve shall be smooth and even. It is important to work with injector pump as long as the mounting pump is worked with. An increase of pressures will be noticed on both pumps during the “pulling” and is monitored by the pressure gauges equipped.

WARNING Do not exceed the required drive-up as this may deform the coupling. Apply a reference mark on the piston below the zero point to indicate the obtained drive-up length. Neither load nor torque should be applied to the coupling within 24 hours after assembly. The bores for the injector and mounting pump has to remain open in order to evacuate the oil film and thus obtain the required friction between the surfaces. 24 hours after assembly close the bores by the plugs provided for the purpose.

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INSTALLATION MANUAL



DISMANTLING THE COUPLING: The principles for dismantling are that the oil injection pump will expand the rotor and build up an oil film between the rotor bore and the sleeve. When the parts are separated the coupling sleeve will shoot down, driven by the tension and taper until arrested by the mounting piston. In order to perform a controlled lowering of the coupling the mounting cylinder has to be filled up with oil to hold the sleeve when free. Operate the rudder to mid position. NOTE In order to lower the sleeve during dismantling, the rudderstock has to be lowered relatively to the actuator. The necessary travel corresponds to the original pull up length of the sleeve and stock. Arrangement for carrying the weight of the rudder and rudderstock and to perform controlled lowering has to be provided. Check that the mounting piston can be turned loose on the sleeve by the wrench provided for the purpose. If the mounting piston should be found stuck on the sleeve, it should be checked while the sleeve is still locked to the shaft. Re-tighten the nut by hand only. Fill up the mounting pump with clean oil and connect the hose to the bore leading to the cylinder formed by the mounting piston and the rotor. Fill up the cylinder with the pump. Breathing of cylinder can be performed by inserting a thin feeler gauge pass the seal. Fill up the oil injector and breath carefully. Connect the injector via the enclosed extension high-pressure pipe to the bore leading to the surface between the sleeve and the rotor, ref. figure A-10074 below. Breathe further the injector by taking a few pump strokes with the by-pass screw open, until air-free oil is flowing from the screw. Build up a pressure of 30 - 40 bars at the mounting pump, and maintain this pressure by compensating for possible leaks. Operate the injector slowly to spread an oil film between the sleeve and the inside rotor surface. If the pump shaft has a spring action, breathe further. Be aware of the fact that it takes a certain time to spread the oil film, and that a too rapid and inpatient pumping at this step might damage the coupling. It shall be possible to notice a gradually increase of the required force to operate the injector. When the oil film is spread, and the rotor is loose, the pressure at the mounting pump might have a sudden increase from the pre-set pressure of 30 - 40 bars to 150 - 200 bars. Continue to maintain the film by working the injector slowly. Lower the coupling sleeve and rudderstock by throttling the by-pass and cock on the mounting pump. Note that the rudderstock will drop free when the sleeve is lowered the original pull up length. Suitable arrangement has to be provided to avoid damage.

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During lowering of the sleeve, the injector has to be worked rapidly as it takes all the delivery of oil they can give to maintain the oil film when the coupling slides down. It is EXTREMELY IMPORTANT to maintain the oil film at this stage as contact between the sleeve and rotor bore may score the surfaces. Operate the injector until the sleeve can be turned on the shaft. WARNING: Do never attempt to remove the coupling without the mounting piston properly fitted and 30 to 40 bars on the mounting pump. If this is omitted the sleeve and shaft will shoot off by an acceleration force in way of 400kN. (Approx. value for rudderstock diameter of 360 mm). RE-INSTALLATION OF THE RUDDER STOCK

It may be possible to enter the rudderstock while the actuator remains on the foundation. However, the condition of the total contact surface of the sleeve and rotor bore has to be cleaned and thoroughly checked after each dismantling. Note that the sleeve can easily be damaged when attempting to enter the rudderstock. We therefore advice to dismantle the pipe connections, foundation bolts and lift the actuator free from the foundation and remove the sleeve from the rotor bore.

RECOMMENDED OIL FOR INSTALLATION OF THE HYDRAULIC COUPLING

The mounting pump and the injector pump shall use the same oil. The oil provides lubrication of the outside of the sleeve during pull-up and lowering. Recommended viscosity is about 300 cst at 20°C at normal tempered conditions. Working at lower temperatures, the oil should be tempered or use thinner oil (100 cst at 50°C). Low viscosity oil will spread easier over the contact surfaces between rotor and sleeve. This is of vital importance both during assembly and dismantling of the coupling. The rudderstock may be wetted by marine diesel oil to simplify lowering of the sleeve.

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INSTALLATION MANUAL



WARNING DO NEVER USE ANY LUBRICANT OTHER THAN MARINE DIESEL OIL BETWEEN THE SLEEVE AND RUDDERSTOCK. RECOMMENDED TOOLS: The table below contains documentation of recommended tools and equipment for assembling and dismantling of the hydraulic coupling:

Description of equipment SKF part no. SHV High pressure pipe SKF 227957A 1 only Adapter block SKF 226402 1 only Injector pump SKF 226400 1 only Mounting pump* SKF TMJL 50 1 only Wrench for the mounting piston. *There is no special requirements to this pump apart from that it must be able to develop a minimum pressure of 360 bars. Recommended tank volume is approx. 3 litres. Flexible pressure hose with connection to the 1/4" BSP threaded bore on the mounting piston. INSTALLATION OF ACTUATOR

When the hydraulic coupling is assembled to correct pull-up length, mark position of mounting piston for future reference and complete installation of actuator as follows: Remove transport brackets and adjust level and alignment of actuator by the adjusting screws in the foundation brackets, ref. fig. A-10073, and according to tolerances ref. fig. A-10072 below. Check alignment of rudder stock lower bearing(s), neck bearing to centre the actuator on the foundation. Do not apply turning force on housing, as this may disturb the zero angle position of the rotor. Re-check alignment of housing, lock temporary in position and drill for foundation bolts. Adjust spacers to correct thickness. Fit the spacers between bedplate of actuator and foundation. Prescribed dimensions of area are shown on corresponding proposal foundation design. Holes to be reamed together and fitted bolt to be machined accordingly. Fit foundation bolts and tighten nuts to correct torque when use of steel spacers. Nuts to be locked by counter nut. Note if liquid chocking compound is used between bedplate and foundation, mind to follow manufacturers and supplier’s instructions for use. Follow recommendations applicable when used for steering gear installation. Calculations reviewing surface pressure due to weight of actuator, rudderstock, rudder and tension of foundation bolts to be submitted for approval by subject classification authority.

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INSTALLATION MANUAL



NOTE After the installation of rudder actuator is completed, some classification authorities recommend that two alignment marks should be stamped, one on the rudderstock and one on rotor eventually on rotor cover. This to easier observe if the connection should slide a bit (if the rudder for instance has touched the bottom).

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INSTALLATION MANUAL



SHV – SERIES STEERING GEAR

HYDRAULIC COUPLING INSTALLATION METHOD

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1.6 Pump units

1.6.1 PU30 For dimensions, see dimension drawing ref. Appendix B. The unit is to be fitted on a rigid horizontal surface. The weight of the complete unit with electric motor and filled up with hydraulic oil is approx. 65 - 75 kg. (It depends on electric motor size) GENERAL RECOMMENDATION FOR INSTALLATION:

• The emergency steering controls on the manoeuvring valve must be readily accessible. • To be installed as close to the actuator as practically possible. • Necessary ventilation of the room has to be considered and provided. • Required space and access for dismantling the electric motor and filter assembly. • When locating the pump units keep also in mind the piping arrangement to limit the

length and No. of bends to a minimum.

1.6.2 PU45 For dimensions, see dimension drawing ref. Appendix B. The unit is to be fitted on a rigid horizontal surface. The weight of the complete unit with electric motor and filled up with hydraulic oil is approx. 265 kg. GENERAL RECOMMENDATION FOR INSTALLATION: • The emergency steering controls on the manoeuvring valve must be readily accessible. • To be installed as close to the actuator as practically possible. • Necessary ventilation of the room has to be considered and provided. • Required space and access for dismantling the electric motor and filter assembly. • When location the pump units keep also in mind the piping arrangement to limit the length

and No. of bends to a minimum.

1.6.3 PU50 For dimensions, see dimension drawing ref. Appendix B. The unit is to be fitted on a rigid horizontal surface. The weight of the complete unit with electric motor and filled up with hydraulic oil is approx. 980 kg. GENERAL RECOMMENDATION FOR INSTALLATION

• To be installed as close to the actuator as practically possible. • Necessary ventilation of the room has to be considered and provided. • Required space and access for dismantling the electric motor and filter assembly. • When locating the pump units keep also in mind the piping arrangement to limit the

length and no. of bends to a minimum.

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1.7 Oil reservoir

1.7.1 ET025, ET060 and ET120 For dimensions of the reservoirs, see dimension drawing ref. Appendix B. 1) The reservoir is to be fitted on a vertical bulkhead as close to the actuator and pump units as

practically possible. 2) In general we advice to position the reservoir above the pump unit and 0-2m measured

between bottom of the tank and top of the rudder actuator. 3) The reservoir is connected by separate pipes to each pump unit and one to the rudder

actuator. 4) The filter and filler cap situated on top of the reservoir must be easy accessible for oil filling. 5) The fixed storage tank for hydraulic oil is to be connected to one of the connections provided

on the sidewalls of the reservoir. 6) The oil level alarm is tested by removing the two fixing bolts and lifting it out of the oil. 7) The cocks flanged to the bottom of the tank must be easy accessible for operation in case of

emergency.

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1.8 Wheel pump For dimensions of the wheel pump, see dimension drawing ref. Appendix B. If wheel pump is supplied it is generally located to the steering gear room for emergency operation of the actuator. We advice to fit the column with pump on a rigid foundation, pump shaft pointing aft, in sight of the mechanical rudder actuator. When turning the wheel to starb’d, clockwise, the actuator will move the rudder to starb’d. Turning to port side, counter clockwise, give rudder travel to port side. The pump is connected by two pipes to the chocks flanged to the distributing valve on the rudder actuator and one pipe to the common expansion tank for the installation. Conf. piping diagram, ref. Appendix B. Apart from above and providing necessary access for operation, de-airing and maintenance the pump requires no special attention during installation.

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1.9 Pipe - layout See piping diagram, ref. Appendix B. All pipe dimensions and location & connections of the various components are shown on the pipe diagram. The components have nut and cone ring fittings in accordance with DIN 2353 or welding flanges. Cut the pipes at right angles and remove any burrs. Lubricate the fitting with oil before the nut and cone ring is pushed onto the pipe. Press the end of the pipe hard into the fitting to get the pipe into correct position. Tighten the nut so that the cone ring cuts into the pipe, and tighten a further 1 - 1,5 turns. Undo the nut and check that the cone ring has cut properly into the pipe. Re-tighten the nut. To adjust pipe dimensions to national standards, it may be necessary to use calliper pipes to enter the pipe couplings provided on the components. Approved welding flanges are recommended for large pipe diameters. All pipes should be laid with an incline to ease de-airing of the system. Avoid air pockets, where this is not possible, install de-airing plugs at the highest points. Cleanliness during installation is essential. All pipes must be thoroughly cleaned for swarf, dust, welding slag etc. before fitting to ensure safe and trouble free operation of the unit.

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alignment and installation procedure for uw eqpts[1]

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