P.O.

Box 840687, Houston, Texas 77284

Phone: 713 896 6500 Fax: 713 896 6611

26 June 2000

Introduction
Read instruction manual and safety rules carefully.
This manual has been compiled to give the operator and maintenance personnel information
regarding the care, operation, and maintenance of SeaTrax® marine hydraulic cranes.

Load rating charts, mounted near the operator’s console, define the lifting limitations of this
particular crane. It should be understood that on a pedestal mounted lifting crane, the maximum
loads listed on the load rating plate are limited by factors other than tipping, such as structural
strength, wire rope, etc. Even though the machine may appear capable of lifting loads greater
than those listed on the load rating charts, never exceed the loads and/or conditions stated on
these plates.

For convenience, this instruction manual has been written in sections. Familiarize yourself with
this manual so you can easily locate any needed information.

The safety rules included with this manual represent a minimum set of standards for safe
operation. Every operator should be familiar with these rules and follow them at all times.
Written rules however, cannot cover all situations that might occur on the job. Consequently,
operators must supplement the rules with their own good judgement and experience.

Operation
This is the most important area relative to safety since it involves the greatest frequency of
exposure to hazards. The operator should be of sound mind and body and able to understand
and apply established operating safety rules. He should be able to exercise good judgment in
dealing with the many situations that cannot be anticipated and covered herein. Since the
manufacturer has no direct control over machine application or operation, compliance with good
safety practice in this area is the responsibility of the user and their operating personnel.

Capacity Ratings
Never exceed manufacturer's ratings. The stipulations pertinent to these ratings must always be
carefully observed. If required conditions are not present, the full standard capacity ratings
cannot be used and ratings must be adjusted downward to compensate for special hazards.

Ratings Based on Hydraulic or Structural Competence

All of the ratings shown on the load rating charts are based on machine's hydraulic or structural
competence rather than stability. It is unsafe to apply any load that is greater than the rated load
shown on the chart for that radius and condition.

Intro Page 1 of 14
 Inspection and Maintenance
Components on any machine are subject to wear, deterioration, or damage, which limit their
useful life. When new, all parts have built-in reserve strength against unknown conditions and
reasonable loss of strength due to gradual deterioration. However, if maintenance and
lubrication are neglected, these parts can eventually reach a condition where they become a
safety hazard. Failure to maintain correct adjustments of the various mechanisms to assure
proper performance of the crane can also be a safety hazard. Hydraulic relief valve settings
should never exceed specified pressure without the consent of the manufacturer. Re-adjustment,
when necessary, should be performed by a competent and qualified person. Since the
manufacturer has no direct control over field inspection and maintenance, safety in this area is
the responsibility of the user and his operating personnel.

A regular schedule of inspection and preventive maintenance should be established so that any
apparent troubles are discovered and corrected before extensive damage is done to the crane.
Guidelines are provided in the Inspection and Maintenance section of this manual, but the wide
variation in usage and ambient conditions makes it impossible for us to develop a standard
inspection procedure applicable to all cranes. Therefore it is the responsibility of the owner to
assign experienced personnel the task of developing and implementing an inspection and
maintenance program suitable for each particular crane.

Lubrication
Regular and systematic lubrication must be maintained in accordance with the lubrication charts
and general recommendations contained in this manual. Stop all machinery while lubricating
except in cases where the machinery is in motion and the instructions so state. Before resuming
operations, replace any guards or panels that must be removed for access to some points for
lubrication or inspection.

Adjustments, Replacements, and Repairs

Any conditions disclosed by the inspection requirements above which are considered to
constitute safety hazards, must be corrected before operation of the machine is resumed

Replacement Parts
All replacement parts should be obtained from the original equipment manufacturer in order
that the strength and quality of the original machine may be maintained.

Maintenance Tools
Routine maintenance tools should be available at all times and should be clean and in good
repair.

Fire Extinguisher
A carbon dioxide or dry chemical hand fire extinguisher must be kept on board the crane at all
times.

Intro Page 2 of 14
 P.O. Box 840687, Houston, Texas 77284
Phone: 713 896 6500 Fax: 713 896 6611

SeaTrax® Design Features

Fail-Safe Features for Hoists with Contracting Band Drum Brakes
SeaTrax® hoists are driven by individual hydraulic motor units consisting of the following
major components:

• High Speed, Low torque Hydraulic Motors, either of the "Gear", "Vane", or "Axial Piston"
type depending on crane and hoist models.

• Connected to the inlet port of each Hydraulic Motor is a "Fail Safe" spring applied,
pressure released Dynamic Brake Valve direct.

• Planetary Gear Reduction connecting the Hydraulic Motor to the Drum Shaft.

• One piece, solid Drum Shaft supported on both ends by Anti-Friction Bearings and
driving the Hoist Drum through a hardened spline connection.

• "Fail Safe" spring applied, pressure released Static Parking Brake acting directly on the
Hoist Drum.

SeaTrax® cranes use Open Loop hydraulic systems. The Hoist portion of this hydraulic system
schematic is shown in Figure 1. The entire system consists of the following major components.

• Fixed or Variable displacement Pumps. Individual pumps are provided for each of the three
primary crane motions of Hoist, Luff, and Slew. The hydraulic oil passes through the "Inlet
Strainers" in the Hydraulic Tank on its way to the Pumps. Depending on the pump, the oil
will be discharged to the Directional Control Valves, for the main system, or the pressure
relief valve, for the control (pilot) system.

• 4 way, 3 position, spring centered, spool type Directional Control Valves are provided to
control each primary motion. These valves select either "Up" or "Down” depending on
control input. Lack of control input causes the springs to automatically center the valve to the
"Neutral” or stopped position. Therefore these Directional Control Valves are "Fail Safe".
These valves are equipped with "Motor Spools" which connect both "up" and "down" hoist
lines to each other and to the Hydraulic Reservoir whenever the spool is in "Neutral".

• Pressure Relief Valves are built into each Directional Control Valve. Whenever the preset
pressure is exceeded, the relief valve direct surplus pump flow to the Hydraulic Reservoir.

Intro Page 3 of 14
• The "Slew Directional Control Valve" discharge port flows to the Return Line Filter. Fluid
continues to the "Oil Cooler", then to the Hydraulic Reservoir. The discharge ports of both
"Hoist Directional Control Valves" are connected directly to the Hydraulic Reservoir.

Hoist dynamic braking on a SeaTrax®

hoist is accomplished by the Dynamic
Brake Valve. This 2 way, 2 position,
normally closed, spring offset, throttling
spool valve is directly bolted to the "Up"
port of the Hydraulic Motor. The
following are major components of this
valve:

• Free flow Check Valve

• Throttling Spool
• Return Spring
• Pilot Orifice
• Spring Cavity Vent

The Dynamic Brake Valve functions as

follows:

• When the Directional Control Valve

spool moves into the "Up" or "Hoist"
position, fluid flows from the
Directional Control Valve through
the Dynamic Brake Check Valve,
and rotates the Hydraulic Motor in
the "Up" or "Hoisting" direction.
The Check Valve allows fluid to
bypass the Throttling Spool and the
system behaves as if the Dynamic
Brake Valve is not present.

• When the Directional Control Valve

spool is returned to "Neutral", the
"Up" and "Down" hydraulic lines
are connected together inside the Figure 1
valve, and fluid is sent to the
Reservoir. Pressure in these hydraulic lines equalizes to a very low value. The load on the
hoist cable will now try to fall (we will ignore the Static Parking Brake for now). The
Hydraulic Motor attempts to rotate in the "Down" direction as the load drives the drum.
In order for this rotation to occur, fluid must escape past the Dynamic Brake Valve. Both
the Check Valve, and the Throttling Spool, prevent escape of fluid, or reverse flow, when
closed.

Intro Page 4 of 14
 • When the Directional Control Valve spool is moved into the "Down" or "Lowering"
position, the Pump attempts to force fluid to flow through the Directional Control
Valve and Hydraulic Motor. However the Hydraulic Motor cannot rotate because of
the Check Valve and Throttling Spool. Pressure in the "Down" side of the circuit will
then increase. Pressure is transmitted through the small pilot line connecting the
"Down" side of the circuit to the Pilot Orifice. The Pilot Orifice permits the pressure
signal to push the end of the Throttling Spool, compressing the Return Spring, and
open the Dynamic Brake Valve. As the Throttling Spool opens, the load on the hoist
cable rotates the Hydraulic Motor in the "Down" direction permitting the load to lower.
Rotation speed will increase as the load tries to fall. As this happens, the load will try to
"Overrun" the system by attempting to force more fluid through the Hydraulic Motor
than is being supplied by the Pump through the Directional Control Valve. This action
will cause pressure in the "Down" side of the circuit to decay as the Hydraulic Motor
tries to suck more fluid than is supplied. This reduction in pressure allows the Return
Spring to move the Throttling Spool toward it's closed position, thereby retarding the
rotation of the Hydraulic Motor by reducing fluid flow from the Dynamic Brake Valve
and thus, the speed of descent of the load.

• This "Modulation" action of the Dynamic Brake Valve then keeps the speed of descent
of the load "in step" and proportional to the flow rate of the fluid passing through the
Directional Control Valve. Energy absorbed by retarding the speed of descent of the
load is converted to heat in the hydraulic fluid as fluid is forced past the Throttling
Spool. The Oil Cooler then removes this heat from the hydraulic fluid.

• The Dynamic Brake Valve is "Fail Safe" because it is bolted directly to the port of the
Hydraulic Motor without the use of pipes, tubes, or hoses. If pressure in the "Down"
side of the circuit is lost for any reason, the Return Spring will close the Throttling
Spool and stop descent of the load.

This means the load will stop if any of the following events occur in any combination:

• The spool in the Directional Control Valve is returned to the "Neutral" position for any
reason.

• The prime mover stops, thus stopping fluid flow from the pump.

• A hose or pipe ruptures. This applies to All hoses, pipes and tubes in the system.

• A pressure-containing device, other than the Hydraulic Motor or the Dynamic Brake
Valve, ruptures.

• If the Dynamic Brake Valve or other system components are contaminated by dirt or
other foreign materials.

Intro Page 5 of 14
 The Dynamic Brake Valve is "Fail Safe" to contamination because the Pilot Orifice is
larger than the Spring Cavity Vent. If a particle cannot pass through the Pilot Orifice, then
the Throttling Spool cannot open. If a particle passes through the Pilot Orifice, then around
the Throttling Spool, but cannot fit through the Spring Cavity Vent, fluid is trapped in the
spring cavity and the Throttling Spool cannot open. Likewise, as wear increases the
clearance between the Throttling Spool and body of the valve, more fluid will flow into the
spring cavity than can be evacuated through the Spring Cavity Vent. Then the Throttling
Spool cannot open because the fluid pressure helps the Return Spring keep the Throttling
Spool closed.

The design and construction of the Dynamic Brake Valve also makes it impervious to
changes in temperature and fluid viscosity.

SeaTrax® hoists are also furnished with a Static Parking Brake. This brake is a "Fail
Safe", spring applied, pressure released, non-self energizing, external band type of brake
acting directly on the Hoist Drum. This brake will hold more torque, even with wet and oil
soaked linings, than can be the hoist drive can develop. This brake system consists of the
following major components:

• Brake Band lined with conventional, non-asbestos, friction lining and constructed with a
rotary bearing on the "low tension" end and a threaded anchor on the "high tension" end.

• One Piece Camshaft used to apply force to the "low tension" end of the Brake Band.

• Lever Arm used to apply torque to the Camshaft.

• Link Bar used to connect the Lever Arm to the Output Rod of the Brake Actuator.

• Brake Actuator consisting of a Conical Spring, an Output Rod, and a Hydraulic

Release Cylinder.

• Three position, spring centered, pilot operated, Shuttle Valve used to control operation
of the Brake Actuator.

This Static Parking Brake functions as follows:

• When the Directional Control Valve spool is in "Neutral", pressures in both sides of
the circuit will be roughly equal and low. Pilot sections of the Shuttle Valve are
connected one to the "Up", and one to the "Down" side of the circuit. Approximately
equal pressures, acting in combination with the centering springs, hold the spool of the
Shuttle Valve in the center position. This connects the pressure side of the Hydraulic
Release Cylinder to the Reservoir. The Conical Spring in the Brake Actuator is then
able to apply it's full force to the Output Rod and the Lever Arm. This applies torque to
the Camshaft resulting in a tension load applied to the low-tension end of the Brake
Band, which sets the brake.

Intro Page 6 of 14
 • When the Directional Control Valve spool is moved to either the "Up" or "Down"
position, the difference in pressures between the two sides of the circuit will cause the
spool in the Shuttle Valve to shift to the low pressure side. This will cause fluid to flow
from the higher-pressure side of the circuit to the Hydraulic Release Cylinder. This
cylinder will retract “caging” the Conical Spring and releasing the Static Parking
Brake.

• The pressure required to release the Static Parking Brake is normally less than that
required to open the Dynamic Brake Valve. This assures that the Static Parking Brake
will release first and set last. Therefore, in normal operation, this Static Parking Brake
does not operate against a moving drum. Hence, there is little or no lining wear.

However, this Static Parking Brake is capable of stopping a "runaway" load in the unlikely
event that there is a failure in the drive train connecting the drum to the Hydraulic Motor.
Because this brake is not self-energizing, it can perform this function in a controlled manner
without inducing undue shock loads into the crane structure.

This Static Parking Brake is also "Fail Safe" because the Conical Spring will
automatically set the brake whenever positive pressure is not present in the Hydraulic
Release Cylinder.

SeaTrax® hoists have Dual Load Paths. It should be noted that the two "Fail Safe" braking
devices on SeaTrax® hoists operate through two distinctly separate load paths. The
Dynamic Brake is connected to the Hoist Drum through the drive train. The Static Parking
Brake acts directly on the Hoist Drum.

This means that there is no mode of failure that can render both braking systems
inoperative at the same time.

Certifying Authority and Regulatory Compliance:

The above "Fail Safe" braking systems fully comply with API Spec 2C, Fourth Edition,
1988 paragraphs 6.1.1.3 and 6.1.1.4b.

Additionally, the United States Coast Guard, Eighth District, reviewed this system in 1981.
They concluded this system would be classified as "Fail Safe" and therefore our Hydraulic
System and all attendant hydraulic plumbing can be classified as a "Miscellaneous fluid
power system" under the requirements of 46 CFR Subchapter F.

Intro Page 7 of 14
 P.O. Box 840687, Houston, Texas 77284
Phone: 713 896 6500 Fax: 713 896 6611

SeaTrax® Design Features

Method of Support and Slew Bearing Arrangement

All SeaTrax® cranes are based on the

well-proven "Kingpost" concept.
This basic design consists of a
stationary or fixed "Kingpost" and a
Revolving "Superstructure" which
fits over, and revolves around, the
stationary post. The boom,
machinery house, operators cabin,
hoists and slewing machinery are all
fitted to the Revolving
Superstructure.

With this design, the Overturning

Moment is resolved by means of two
(2) vertically spaced Radial Bearing
assemblies, each carries an equal and
opposite horizontal (radial) load. All
Vertical Loads (self weight of crane
plus lifted load) are carried into the
stationary Kingpost by means of a
concentric Thrust Bearing.

One way to visualize this concept is

to consider a simple ball point pen
with a cap as shown in Figure 1.
Imagine that the "pen" is the
Kingpost and that the "cap" is the
Revolving Superstructure.

It is impossible for the "Cap" to

become detached from the "Pen" due Figure 1
to the application of an Overturning Moment and a Vertical Load. The "Bearings" only
provide a means of support for rotating the "Cap" about the body of the "Pen".

This analogy is translated into the patented SeaTrax® mounting concept shown in Figure 2.

Intro Page 8 of 14
 With this design, the Structural and Bearing functions are distinctly separate. In other
words, a bearing failure cannot result in separation of the Revolving Superstructure
from the stationary Kingpost.

The Kingpost is mounted to the Platform Pedestal by welding. A bolted joint is not
required.

More than 1,000 Kingpost cranes

have been installed on offshore
drilling rigs and production
platforms since 1955. In nearly 40
years of offshore service, there has
never been an incident of a
Kingpost crane detaching from its
mount due to an overload. This
cannot be said for any other
offshore crane design.

The SeaTrax® implementation of

the Kingpost design has been in
continuous production since 1977
with over 500 examples installed
worldwide. An exclusive feature of
SeaTrax® design is the patented
non-metallic upper and lower
bearing assemblies. These bearings
will several thousand hours with
minimum maintenance before
replacement is necessary. When
replacement is required, all slew
bearings SeaTrax® crane can be
easily changed in place, using
common hand tools, and without
the assist of any other crane. It is
never necessary to dismount a
SeaTrax® crane for bearing
inspection or replacement.

SeaTrax® cranes are also offered in Figure 2

a slightly different configuration for use on "Liftboats" or Self Elevating Barges. In this
patented configuration, as shown in Figure 3, the Barge Jacking Tower becomes the
stationary Kingpost and the crane revolves around the Jacking Tower at an elevation above
the Jack House. This allows the leg to pass through the center of the crane without
interference. This configuration offers several advantages, not the least of which is that
valuable deck space need not be sacrificed to the crane. Another advantage of this
arrangement is the crane can easily slew 360 degrees without fouling a leg.

Intro Page 9 of 14
 In summary, the SeaTrax® Slew Bearing Arrangement offers the following advantages:

• The proven Kingpost design

assures the crane cannot separate
from its mount due to slew bearing
failure.

• All bolted connections between the

crane and the platform (or rig)
have been eliminated.

• There is no possibility of crane

separation due to a bolt failure.

• The use of non-metallic bearings

assures that the bearings cannot
wear or degrade the structural
integrity of the Kingpost or other
structures that they contact.

• Slew bearings can be easily

changed in place, using common
hand tools. Assistance from
another crane is not required.

• Hence, this design is exempt from

all certifying authority
requirements for periodic removal
and inspection of slew bearings.

Figure 3

Intro Page 10 of 14
 P.O. Box 840687, Houston, Texas 77284
Phone: 713 896 6500 Fax: 713 896 6611

SeaTrax® Design Features

Patented API 2C Anti "Two-Block" System
One of the historical causes of accidents during crane operations has been the unintentional
contact between the Hook Block or Ball and the boom point. This is sometimes referred to as
"Two-blocking" while lowering the boom or "Booming Down into the Block".

"Two-Blocking" on most cranes in because the hoist drum is mounted on the Revolving
Superstructure as shown in Figure 1.

With this arrangement,

the distance between
the hoist drum and the
Boom Tip Sheaves
increases as the boom is
lowered. This increase
causes the Lower Block
(hook block) to drawn
closer to the Upper
Block (boom tip
sheaves).

When these two blocks

touch, "Two-blocking"
has occurred.

If the boom is lowered

past the point where
"Two-blocking" occurs,
the load will transfer
from the Multi-part
Boom Line to the
Single Part Hoist Line. Figure 1
This load transfer will
usually cause the Hoist Line to break and drop the load.

Because of this, most all Crane Specifications or Regulations require that a crane be fitted with
some means to prevent "Two-blocking".

Intro Page 11 of 14
 For cranes with the load hoist located as shown in Figure 2, the means to prevent “Two-
blocking” is most often a switch or valve which interrupts power to the load hoist and/or the
boom hoist, thus stopping the offending motion. The Hook Block actuates this switch, or valve,
as the Block approaches the Boom Tip Sheaves. This is usually done by means of a weight
hanging from a rope or chain. This weight normally has a hole through which one of the lines to
the Hook Block passes. When the block is hoisted to a predetermined position, it "lifts" the
hanging weight, thereby actuating the switch or valve.

In offshore service, this type of solution to the problem has proven to be marginal at best.

SeaTrax® ® cranes solve

the problem through
geometry, not gadgetry.
Hoists are located in the
base section of the Boom
instead of on the
Revolving Superstructure.

With this arrangement, as

shown in Figure 2, the
Hook Block cannot be
drawn into the Boom Tip
Sheaves as the boom is
lowered. The Hoist moves
with the boom, therefore
the distance between the
Hoist and the Boom Tip
Sheaves never changes.

Therefore the problem of

"Two-Blocking" while
lowering the boom
cannot exist with a Figure 2
SeaTrax® ® crane. No
external power source, switches, valves, hanging weights, or other gadgets are required to defeat
this problem. This is solved by the basic design.

There is however, another way that "Two-Blocking" can occur. This can happen if the crane
operator "over hoists" the Hook Block or Auxiliary Hook regardless of the position or angle of
the boom. In other words, the operator simply runs into the boom point by accident. This is
also a serious problem.

As before, most all Crane Specifications or Regulations require fitting cranes with some means
to prevent "Two-blocking".

Most crane manufacturers accomplish this with the same "Gadgets" as previously mentioned.

Intro Page 12 of 14
 However, with all SeaTrax® cranes, the problem is solved with our standard system shown in
Figure 3, 4, and 5.

This extremely simple system

takes advantage of the fact
that all hoists on SeaTrax®
cranes are powered by
hydraulic motors. Therefore
the maximum line pull
developed by the hoist is
limited to a safe value by the
hydraulic system pressure
relief valves. In other words,
the hoist just cannot produce
sufficient pull to break the
line, even when stalled.
Therefore, rather than
attempting to prevent the
operator from "running into"
the boom if the blocks are
over hoisted, the SeaTrax®
system provides "bumpers"
allowing this to happen in a
controlled manner without
causing any damage.

This simple system includes a

special "Swinging Bumper
Frame" which follows the
Figure 3
angle of the Main Block and a
mating "vee" shaped "Bumper Frame" fixed to the Main Block. This allows the Main
Block to come into contact with the "Swinging Bumper Frame" as shown in Figure 3
without causing damage to any component.

In a similar manner, a "Bumper Frame" is provided on the Jib to receive the Auxiliary Hook
Weight as shown. The wedge socket is enclosed inside of, and protected by, the special
"Overhaul Ball".

A hoist location that completely eliminates the possibility of increasing tension in the hoist
ropes by lowering the boom, coupled with the patented SeaTrax® “Bumper Frame”, solves
all "Two-Blocking" problems associated with offshore crane operations.

Again, the solution is accomplished by Design and Geometry, not Gadgetry.

In summary, the optional, patented, SeaTrax® Anti Two-Block System provides the
following operational advantages:

Intro Page 13 of 14
• Prevents damage to any component in the event that the Auxiliary Hook is over hoisted.

• Prevents damage to any component in the event that the Main Block is over hoisted.

• Provides a "parking place" for the Auxiliary Hook and positively prevents fouling of the
Auxiliary Hook with the Main Block when the Auxiliary Hook is not in use.

• Provides a "parking place" for the Main Block and positively prevents fouling of the
Auxiliary Hook with the Main block when the Main block is not in use.

• Permits raising or lowering the boom without regard to the position of either the Auxiliary
Hook or Main Block. No damage can occur during this operation because the hoist
drums are mounted in, and move with, the boom.

• Provides a "caged" path for both the Main and Auxiliary lead lines, hence protecting the
operator and other personnel in the event of wire rope breakage.

• Allows checking of the Weight Indicator and maximum lift capability of the crane prior to
each lift by pulling the Main Block into it's "parking place".

• Performance of the engine and hydraulic

system can be checked in the same manner,
as this action will cause the hydraulic
pressure to rise to the relief valve setting and
safely place the machinery under full load.

Figure 4 Figure 5

This Seatrax Patented Anti “Two-Block” System has been used since 1977 and is accepted by
international Certifying Authorities, including ABS, DNV, and Lloyds. Additionally, this system
meets the requirements of API Spec 2C, 5th edition paragraph 12.6.

Intro Page 14 of 14
 P.O. Box 840687, Houston, Texas 77284
Phone: 713 896 6500 Fax: 713 896 6611

11 September 2000

Basic Operating Instructions

7 Marine Cranes
Applicable to all SeaTrax7
Crane Operator:

• Cranes should be operated only by the following personnel:

• Operators designated by the employer.

• Trainees under the direct supervision of designated operators.

• Maintenance / Test personnel or Inspectors in performance of their duties.

Crane Operator Qualifications:

• Operators should be able to read and understand instructions.

• Operators should be fully qualified through training and experience.

• Operators should pass a practical examination.

• Operators should have 20/30 - 20/50 vision and have good depth perception.

• Operators should be able to distinguish red, green, and yellow.

• Operators should have hearing adequate for the specific operation.

• A history of epilepsy or a disabling heart condition should be sufficient reason for

disqualification.

Operator Cab:

• Necessary clothing and personal belongings should be stored in such a manner as to not
interfere.

• All loose articles should be properly stored.

• There should be no obstructions to clear vision.

BOI-SOI 4289 Page 1 of 14

 Refueling
• Cranes should not be refueled with the engine running.

• Fuel tanks should be filled in a manner that fuel spills or overflow will not run onto
engine, exhaust, or electrical equipment on the rig.

Fire Extinguisher:

• Charged fire extinguishers should be in the cab or vicinity of the crane.

• Operating and maintenance personnel should be familiar with the use and care of the fire
extinguisher provided.

Pre Start-Up Inspection

This inspection should be performed every time the crane is started up. It does not take the
place of the required Level 1 inspection (see Section C, Inspection Checklist). A pre-startup
inspection should take less than ten minutes to perform.

The Operator should visually check for damaged or sub-standard items as follows:

• At boom tip:
• Slings, shackles, or chains to be used.
• Load block and overhaul ball.
• Wire rope path on sheaves at block and boom tip.
• Main rope and corresponding wedge socket.

• Along full length of boom:

• Loose or hanging items.
• Loose or missing boom connection bolts.
• Connection pads between boom sections have no gaps.
• Leaks on Main / Aux assembly

• On gantry:
• Cracked / worn sheaves or broken thrust washers.
• Electric / air swivel for freedom of movement or damage.
• Wedge socket and corresponding wire rope.

• At base of crane:
• Disconnected utilities such as electrical or pneumatic lines.
• Oil spills.
• Condition of front shoe bearings.

BOI-SOI 4289 Page 2 of 14

 • On crane deck:
• Hydraulic / fuel leaks or spills.
• Out of service signs.

• At engine:
• Engine oil level.
• Pump drive oil level.
• Fuel, oil, or coolant leaks.
• Suction pipe valves are completely open.
• Out of service signs.

• Start engine:
• Check controls and pressures for proper operation.
• Remove any obstructions to clear vision.

Crane Operating Practices:

• Operator should familiarize himself with the equipment and its proper care.

• An operator should not operate when physically or mentally unfit.

• An operator should not start crane if a "warning sign" is located on crane.

• Before starting engine, operator should see that all personnel are in the clear.

• Operator will test all controls at the start of a new shift.

• An operator must never divert attention while operating.

• The operator must have the authority to stop and refuse to handle the load until safety has
been assured. The operator is ultimately responsible for safe operation.

• Before leaving cab, operator should:

• Land any attached load.
• Set the slew (swing) brake.
• Pull up the “Hydraulic Controls@ knob in the console.
• Stop prime mover and reset kill cable (if equipped).

• Operator should report defects, adjustments, or repairs required to supervisor and next
operator upon changing shifts.

• When extensions are added to the boom, the Load Rating Charts must be changed.

• To reduce unnecessary stress, boom up to maximum angle before stopping the prime
mover. The boom rest should only be used during transportation or in high winds.

BOI-SOI 4289 Page 3 of 14

 • When setting the boom in the rest, lower the boom until it barely touches the rest.
DO NOT slacken the cables! Easing the cables risks A bird nesting@@ the rope on the
drum.

Hand Signals

• A hand signal chart, similar to the one included in this section, should be posted
conspicuously.

• One designated person should be assigned to give signals before the load is lifted.

• The operator should respond to signals only from the appointed signal man, but should
obey an "emergency stop" signal at anytime, no matter who gives it.

• No response should be made unless signals are clearly understood.

• For operations not covered by standard signals or for special conditions, additions or
modifications to the standard signals may be required. In such cases these signals should
be agreeing on in advance by operator and signal man and should not be in conflict with
standard signals.

• If instruction must be given to the operator by other than by the established signal system,
crane motions should be stopped.

• Operator should never start machine movement until signal man or complete load is
within his range of vision.

Attaching the Load:

• Do not wrap hoist rope around the load.

• Load should be attached to hook by means of slings or other approved devices.

• All hooks should have safety latches.

• Inspect slings daily.

• Immediately remove defective slings from service.

• Provide protection between sling and sharp surfaces.

• Provide proper storage for slings while not in use.

• Do not choke slings in a splice.

• Unused legs of a multi-leg sling should be secured.

BOI-SOI 4289 Page 4 of 14

 Moving the Load:

• Before the lift, the person directing the lift should determine that:

• Hook is brought over load in such a manner as to minimize swinging.

• Hook is centered over load. NOTE: Depending on the weight of the load, the hook
may need to be up to two feet closer to the post when lifting. This will take into
account the deflection of the crane during heavy lifts.

• Multiple part lines are not twisted.

• Rope is properly seated on sheaves if there is a slack rope condition.

• Load is secured and properly balanced.

• Lift and swing paths are clear.

• Load is free to be lifted.

• During lift, Crane Operator should insure:

• Crane is NOT used to drag load.

• Acceleration and deceleration of moving load is accomplished in a smooth manner.

• Controls are engaged smoothly to avoid excessive stress on crane components.

• Load, boom, or other parts of crane do not contact any obstruction.

• No external force side loads the boom.

• No personnel ride on the load unless in a personnel carrier.

• NEVER carry a load over personnel.

• Hoist brakes are tested each time a load approaching the rated load is to be handled.

• A minimum of five full wraps of wire rope should remain on all hoist drums at all
times.

• Sudden starts and stops are avoided when rotating. This will reduces stress on the
structure and avoids swinging the load.

• Tag lines are used to control the load.

BOI-SOI 4289 Page 5 of 14

 Holding the Load:

• The operator will not leave his position at the controls while the load is suspended.

• Do not permit personnel to stand or pass under a suspended load.

Personnel Transfer:

• All hooks should have a safety latch and latch should be closed securely.

• Load should be under power both up and down.

• Crane should not be operated until proper pre-determined hand signals have been given.

• If crane operators' view of primary signal person is obstructed, an additional signal person
should be provided to relay signals to crane operator.

• While transferring personnel, raise personnel carrier just high enough to clear all
obstructions, swing over the water in such a manner as to minimize swinging, raise or
lower it smoothly, position it slightly above the landing area and gently lower it to the
deck.

• Do not raise or lower a loaded personnel carrier directly over a vessel.

• Personnel carriers should be designed for the intended purpose.

• Personnel to be lifted on a personnel carrier should use an approved personnel flotation

device.

• Personnel riding on a net type personnel carrier should stand on the outer rim facing
inward.

• Loaded personnel carrier weight must not exceed:

• 1/3 the static rated load at the specific radius.

• 1/10 the braking strength of the hoist rope times the parts of line used.

• Load blocks and overhaul balls are stamped with the rated personnel capacity.

BOI-SOI 4289 Page 6 of 14

 On-Platform Lift Procedure

• Center load block over load

• Use Static Load Chart to verify crane capacity at the required working.

• Lift load slowly (about 6 to 12 inches) off deck, stop and check hoist brake

• Lift load a safe height (about 3 to 4 feet) off deck

• Make sure path is clear, never move load over personnel.

• Move load slowly across deck

• When load reaches an obstacle, lift load high enough to clear the obstacle, swing over the
obstacle and lower the load to a safe height. This will reduce the possibility of excessive
damage to the load, deck, or other items if a failure were to occur.

• Move load to final position

• Slowly lower load to deck

Platform to Boat Lift Procedure

• Center load block over load

• Check load charts to verify crane capacity at the required working radii by Dynamic Rated
Load Chart applicable to the current operating condition.

• Lift load slowly (about 6 to 12 inches) off deck, stop and check winch brake.

• Lift load to a height sufficient to clear any nearby obstructions.

• Make sure path is clear - never move load over personnel.

• Slowly move load across deck.

• Once load clears edge of platform, lower load to 20 feet above water (never lower load
over boat).

• Swing load to deck of boat.

• Lower load to deck.

• Make sure slings have sufficient slack to avoid jerking the load back off deck in swells.

BOI-SOI 4289 Page 7 of 14

 Boat to Platform Lift Procedure

• Verify weight of load

• Set boom angle to safe crane capacity by using the appropriate Dynamic Rated Load Chart
applicable to the current operating condition.

• Center load block over load

• Increase engine speed to maximum

• When boat hits valley of wave, take slack out of slings.

• Increase hook speed as boat rises to peak of wave

• Lift load off boat about 15 feet

• Swing load clear of boat.

• Lift load only high enough to safely clear edge of platform deck.

• Make sure path is clear.

• Swing slowly over platform

• Lower load to safe height off deck.

• Swing load slowly into position.

• Boom out to the required radius without exceeding the maximum radius for the specific
load as indicated on Static Rated Load Chart.

• Lower load slowly to deck

BOI-SOI 4289 Page 8 of 14

 P.O. Box 840687, Houston, Texas 77284
Phone: 713 896 6500 Fax: 713 896 6611

Hand Signals for Crane Operators

The above signals are basic for operating boom equipment. Any other signals to be used
during operation should be agreed upon by the operator and signalman beforehand. These
signals should not be in conflict with the basic signals.

Any one hand signal can be modified to indicate slow or cautious movement by placing
the palm of the unused hand a short distance in front of the direction-indicating finger. No
response should be given to unclear signals.

The operator is ultimately responsible for the safety and operation of the crane.

BOI-SOI 4289 Page 9 of 14

 P.O. Box 840687, Houston, Texas 77284
Phone: 713 896 6500 Fax: 713 896 6611

Specific Operating Instructions

7
Applicable to SeaTrax7
Cranes with Console Mounted Instruments
• Please refer to the Console Arrangement drawing at the back of this section.

Primary Motion Controls :

• This crane is equipped with low pressure, hydraulic remote Control Levers (Joysticks)
mounted in the armrests of the Operator's chair.

• These controllers are spring loaded to the neutral (center) position and provide
independent, proportional, infinitely variable speed control for all of the primary crane
motions.

• When performing simultaneous operations involving two or more of the primary motions,
the diesel engine should be operated at a constant speed between 1,800 and 2,200 rpm.
Individual joysticks should be used to independently control the speed of the various crane
motions.

• The “Left Hand” controller is a dual axis “Joystick” and controls the Swing (slew) and
Boom Hoist (luff) motions.

• The “Right Hand” controller has two independent single axis ”Joysticks.” The inside
Control Lever controls the Auxiliary Hoist. The outside Control Lever controls the Main
Hoist.

Swing (slew) Motion:

• The Left Hand Joystick is moved to the left of center to “Swing Left” (counterclockwise),
or moved to the right of center to “Swing Right” (clockwise).

• Speed of rotation is proportional to the amount of Control Lever movement from the center
position.

• Start and stop swing motion as slowly and smoothly as possible to avoid possible damage
to equipment or injury to personnel from a wildly swinging load.

• The crane is free to swing or drift when the joystick is in the center position, provided the
swing brake pedal and swing lock lever are not engaged.

BOI-SOI 4289 Page 10 of 14

 Boom Hoist (Luff) Motion:

• The Left Hand Joystick is “pulled” back to Raise the Boom (reduce the radius) or “pushed”
forward to Lower the Boom (increase the radius).

• Boom Hoist motion is always under the control of the hydraulic system and cannot overrun
or freewheel in the lowering mode. Please refer to our Description of Fail-Safe Features in
Section A for more information on this subject.

• The speed of movement, in both directions, is proportional to the engine speed and amount
of Control Lever movement from the center position.

• The Boom Hoist brake(s) automatically set and lock the boom in position when the Control
Lever is centered.

• Simultaneous operation of both above motions is accomplished by moving the left hand
joystick diagonally. Speed of operation of both motions is independently proportional to
the displacement of the Control Lever from the center position. For example, it is possible
to raise the boom at maximum speed while the crane swings very slowly to the left.

Main and Auxiliary Hoist Motions:

• The appropriate Right Hand Joystick is “pulled” back to Raise the Main or Whip Line (take
in cable) or “pushed” forward to Lower the Main or Whip Line (pay out cable).

• Hoist motion is always under the control of the hydraulic system and cannot overrun or
freewheel in the lowering mode. Please refer to our Description of Fail-Safe Features in
Section A for more information on this subject.

• The speed of movement, in both directions, is directly proportional to the amount of

Control Lever movement from the center position.

• Hoist brakes automatically set and lock Drums when the joysticks are centered. In
case of a mechanical failure, releasing the controls will set the brakes and stop drum
rotation.

Swing (slew) Brake(s):

• Dynamic braking is accomplished by ”Cross Controlling” the Left Hand Joystick. For
example; if the crane is swinging to the left at high speed and the joystick is then centered,
the crane will continue to “coast” to the left. Moving the joystick away from center to the
right will apply a "braking torque" to the crane motion, hence stopping rotation more
quickly.

BOI-SOI 4289 Page 11 of 14

 • The crane and it's associated Swing System machinery are protected from damage during
this operation by means of a torque limiting hydraulic valve mounted atop the Hydraulic
Swing Motor. This valve will limit the amount of swing torque available during
acceleration and deceleration of the crane. However, it is strongly recommended that swing
motion should start and stop as slowly and smoothly as possible to avoid possible damage
to equipment or injury to personnel from a wildly swinging load.

• The crane and load can be held in position against the wind by means of the Foot Pedal
Brake. This brake is capable of dynamic operation and has sufficient holding capability to
cause major damage to the Boom and Swing Machinery in the event that it is applied
suddenly. For this reason, caution is urged in the use of this brake for stopping the swing
motion. “Cross controlling”, as described above, is the preferred method for stopping
rotation.

• The crane may be locked in position indefinitely by means of the Swing Lock Brake Lever
mounted in the control console. When this lever is in the “Engaged” position, the crane is
locked against rotation. Any attempt to rotate the crane by means of the swing control
lever, while the lock is engaged, will result in the hydraulic swing motor being stalled
against the lock. This is not harmful and will not damage any portion of the Swing
Machinery.

Console Mounted Instruments and Controls :

• The “Load Hoist Pressure” gauge shows hydraulic pressure in the Main or Auxiliary hoist
circuit depending on which is in use.

• The “Boom Hoist Pressure” gauge shows hydraulic pressure in the Boom Hoist Circuit.

• The “Swing Motor Pressure” gauge shows hydraulic pressure in the Swing Circuit.

• The “Pilot Circuit Pressure” gauge displays hydraulic pressure in the Control Circuit.

• The “Air Pressure” gauge indicates accessories.

• The “Oil Pressure” gauge shows diesel engine lubricating oil pressure.

• The “Water Temp.” gauge displays diesel engine coolant temperature.

• The “Tachometer” indicates diesel engine rpm.

• The “Alarm Silence” control silences the diesel engine low oil pressure alarm. The latch
must be reset immediately after the engine is shut down to prevent the horn from sounding
as oil pressure subsides.

• The green Engine “Start” Button energizes the pneumatic starting motor for the diesel
engine. The button is pressed to start the engine.

BOI-SOI 4289 Page 12 of 14

 • The “Hydraulic Controls knob disables the hydraulic controls. The Hydraulic control
should be disengaged when crane operations cease to prevent accidental use of the
main/auxiliary controls and the boom/swing controls. To immobilize the controls,
simply pull up on the Hydraulic Control knob.

• The “Swing Lock” Brake lever is used to engage and release the slew shaft brake. This
lever should be placed in the “engaged” position whenever the operator leaves the cab.
This lever must be placed in the "released" position to rotate the crane.

• The Upper Wiper control valve is used to start and stop the upper pneumatic windshield
wiper on the upper window (option).

• The Lower Wiper control valve is used to start and stop the lower pneumatic windshield
wiper on the main window.

• When the black “Horn” button is depressed, the horn, mounted below the cab, will sound.

• The “Speed Selector” knob is normally kept in the “LOW” position. If it is necessary to
operate the Load Hoist at a higher speed, rotate the knob to the “HIGH” position. This will
allow additional flow from a second pump section to flow through the motor. The
additional flow will cause the motor to turn faster, therefore increasing the speed of the
hoist.

• The “Emergency Stop” handle shuts down intake airflow to the diesel engine turbo
charger(s), thus choking the engine. This will render all of the Primary Control Levers
inoperative and lock all Hoist Brakes. The Emergency Stop Handle should only be used in
the event of an emergency. Pull the handle to apply. Reset turbo(s) after use.

• The “Engine Stop” handle is used to stop the diesel engine. When pulled out, this prevents
fuel from flowing to the intake system properly stopping the engine and disengaging the
hydraulic controls. Return handle to its original position after engine has stopped.

Other Controls:

• The Right Side Foot Operated Throttle Pedal controls the speed of the diesel engine.
SeaTrax recommends an engine speed between 1,800 and 2,200 rpm while performing
simultaneous operation of the primary crane motions.

• The Swing Brake Pedal is used to hold the crane against the wind. Do not suddenly apply
this brake while crane is rotating.

• On the right side of the cab near eye level is the Emergency Hoist Brake. If there is a
failure in some part of the hoist mechanism and the load or boom begins to free-fall, the
operator should REMOVE their hands from the controls. This automatically sets the
brakes and can slow/stop the falling load.

BOI-SOI 4289 Page 13 of 14

 In case of a falling load, operators have a tendency to pull back on the controls. This is the
WRONG action. Pulling the controls back signals to the brakes to release. To set the
brakes, an Emergency Hoist Brake knob has been fitted in the cab. Pushing this knob
dumps pilot system pressure and automatically applies all hoist brakes. The valve must be
reset before crane operations can resume. To do this, simply pull the knob up (it will only
move ¾”).

BOI-SOI 4289 Page 14 of 14

 P.O. Box 840687, Houston, Texas 77284
Phone: 713 896 6500 Fax: 713 896 6611

16 September 1999

Initial Start-up and Commissioning Procedure

INITIAL START-UP:
The testing of all functions will commence upon satisfactory completion of all fit-out
activities. (Complete all check sheets contract preferred items attached).

CRANE OPERATION:

SLEW DRIVE:

1. Verify the slew and kingpost gears have been lubricated.

2. Verify lube oil reservoir tank is ¾ full.

BOOM:

1. Verify that the Boom Point Sheaves have been lubricated.

2. Verify main hoist wedge socket is installed properly and the condition of the wire rope.

3. Verify the Anti Two Block Frame swings without excess force.

4. Verify all electrical connections on boom have been made.

5. Verify all boom connection bolts have been tightened to the correct torque using the
correct torque values. (See Bolt Installation and Inspection Procedure, Section C)

6. Verify gearbox lube levels. Refer to Section D, Lubrication.

7. Lubricate shaft bearing on hoist ends.

8. Verify that cable anchor “H” blocks are tight on hoist drums.

9. Verify that all tools and debris have been removed from the Boom.

10. Verify that the Boom Butt Pins have been greased and that the Safety Bolts have been
installed.

Commiss Procedure.doc Page 1 of 4

GANTRY:

1. Verify Gantry Sheaves have been lubricated.

2. Verify all ladders, safety gates, and platforms have been fitted correctly and secured.

3. Verify all Gantry & Upper Bearing bolts have been tightened to the correct torque
using the torque values. (See Section C)

4. Verify all tools and debris have been removed from the Gantry.

UPPERWORKS:

1. Verify Boom Hoist gearbox lube level.

2. Verify fuel and hydraulic tank levels.

3. Lubricate shaft bearing on hoist end.

4. Verify lower bearing shoes are installed and greased.

5. Verify Hoist drum cable anchors are tight.

6. Verify the Access Ladder has been fitted correctly and is secure.

7. Verify all walkways have been cleared of tools and debris.

RIGGING:

1. Verify luffing rope is reeved correctly, lubricated, and wire rope is undamaged.

2. Verify that Load & Aux rope is reeved correctly, lubricated, and wire rope is not
damaged.

3. Verify the Main block is reeved with the correct number of falls (2,4,6, or 8).

4. Check the Bridle Block Assembly sheaves are lubricated and reeved correctly (if
fitted).

5. Check Pendant Lines (if fitted) to insure hairpins are installed and cables are in
satisfactory condition.

6. Verify Main Block Sheaves, Main Block Bearing, and Aux swivel have been
lubricated.

Page 2 of 4
ENGINE/CAB AREA:
PRE-START UP:

Before starting the engine the following checks must be made:

1. Verify the coolant in the radiator is to the correct level and that the water contains the
correct amount of Anti-freeze for adverse climatic conditions.

2. Verify the engine oil is to the correct level.

3. Verify multi pump drive lube oil level.

4. Check air filter for cleanness and the plastic wrapper has been removed.

CAB:

1. Check control mechanisms including function levers, throttle, engine start and stop, and
brakes for freedom of movement and for proper operation.

2. Verify horn function.

3. Verify cab mounted electrical systems perform as required.

COMMISSIONING:
This procedure details the specific actions to be performed prior to placing the crane into
service for first use. Note: It is essential to verify all gearbox and engine fluid levels
before initial start-up (See Lubrication, Section D).

1. Verify initial start-up sections 2 & 3 are fully complete.

2. Visually check for leakage or damage in the hydraulic system.

3. Check the air and non-mechanical systems for leakage and contamination.

4. Verify available air supply is of sufficient pressure and volume for safe operation.

5. Visually check wire rope for evident deterioration and damage, or improper reeving.
Verify installed rope is of the correct diameter, type and properly lubricated.

6. Visually check for loose or missing components such as walkway sections, ladders and
supports, bolts, pins, keepers or cotter pins.

7. Perform a 'walk-around' visual examination of the crane; crane boom, and support
structure to ensure no damage exists and that structural installation has been
completed.

Page 3 of 4
8. Ensure the correct load rating charts for the current configuration and all required
alternate configurations are available for use by the crane operator at the primary
control station.

9. Check boom hoist limit and anti-two block devices for proper operation. Care should
be exercised to prevent damage to crane components.

10. Visually check condition of loose gear to be used, such as slings, sling hooks and
shackles.

11. Check all control locks and emergency controls.

12. Hi-Low Boom Kickout: High: Adjust to 12" from boom stops.
Low: Adjust to platform requirements, Horizontal, 12” below
boom rest. NEVER disconnect this system.

13. Check boom angle/radius indicators (mechanical and electronic) over full range and
verify accuracy (see Load Indicator System, Section M).

14. Inspect sheaves for damage, rope path alignment, and freedom of movement.

15. Correct deficiencies as required by the above prior to use.

Page 4 of 4
 P.O. Box 840687, Houston, Texas 77284
Phone: 713 896 6500 Fax: 713 896 6611

Commissioning Checklist
DESCRIPTION: CRANE AND RIGGING LINES SYSTEM: MECH./HYD.

Item No. Item Description Yes No N/A

A) Slew Area
1 Slew Pinion Grease

2 Lube Oil Tank ¾ Full

B) Boom
3 Boom Point Sheaves
4 Boom Butt Pins

5 Anti Two Block Frame

6 Connection Bolts
7 Gearbox lube levels. Refer to Section D, Lubrication

8 Shaft bearing greased

9 Tool & Debris Removal

C) Gantry
10 Gantry Sheaves
11 Ladders, Safety Cages & Platforms

12 Connection Bolts

13 Tool & Debris Removal

COMMENTS:

COMPLETED BY CLIENT APPROVED C.A. APPROVED

SIGNATURE
DATE

Commiss Checklist.doc Page 1 of 5

 P.O. Box 840687, Houston, Texas 77284
Phone: 713 896 6500 Fax: 713 896 6611

Commissioning Checklist
DESCRIPTION: CRANE AND RIGGING LINES SYSTEM: MECH./HYD.

Check No Item Description Yes No N/A

D) Upperworks
14 Ensure Hydraulic Tank suctions are open
15 Gearbox lube levels. (Refer to Section D, Lubrication)
16 Hyd. Tank Level (2 – 3” below top of tank)

17 Fuel Tank Level 3 2 : Full

18 Lower Bearings
19 Drum Anchors

20 Access Ladder
21 Handrails (removable)
22 Tool & Debris Removal

E) Rigging
23 Luffing Rope
24 Load & Auxiliary rope

25 Main Block Assembly

26 Headache Ball Assembly

COMMENTS:

COMPLETED BY CLIENT APPROVED C.A. APPROVED

SIGNATURE
DATE

Commiss Checklist.doc Page 2 of 5

 P.O. Box 840687, Houston, Texas 77284
Phone: 713 896 6500 Fax: 713 896 6611

Commissioning Checklist
DESCRIPTION: ENGINE / CAB AREA SYSTEM: MECH./HYD.

Item No. Item Description Yes No N/A

A) Pre-Start Up
1 Radiator Coolant Full
2 Engine Oil Level (Check Dip Stick)
3 Pump Drive Fluid Level (Check Dip Stick)

B) Cab
4 Slew Left
5 Slew Right

6 Main Hoist Lever Pull, Load Up

7 Main Hoist Lever Push, Load Down
8 Auxiliary Hoist Lever Pull, Load Up

9 Auxiliary Hoist Lever Push, Load Down

10 Slew Brake APark@ (console mounted)
11 Slew Brake ADynamic@ (foot pedal)

12 Engine Start Switch

13 Engine Throttle Control

14 Engine Stop Handle

15 Horn Function
16 Up and Down Limit Switches, Main
17 Up and Down Limit Switches, Aux

COMMENTS:

COMPLETED BY CLIENT APPROVED C.A. APPROVED

SIGNATURE
DATE

Commiss Checklist.doc Page 3 of 5

 P.O. Box 840687, Houston, Texas 77284
Phone: 713 896 6500 Fax: 713 896 6611

Commissioning Checklist
DESCRIPTION: PREFERRED ITEMS SYSTEM: MECH./E & I

Item No. Item Description Yes No N/A

1 Slew Pinion Guard
2 Bridle Block Assembly
3 Pendant Lines
4 Multi-Pump Drive oil level

5 Air Receiver
6 Windshield Wipers
7 Engine Overspeed Shut Down

8 Safe Load Indicator Function

9 Hoist Limit Switch Function
10 Slew Limit Switch Function

11 Machinery Guards
12 Safety Guards

Electrical System
13 Telephone/Alarm System Function
14 Radio Antennas Damage

15 UHF Radio Function

16 Loud Hail Amp Function

17 Deck Lighting
18 Flood Lights

19 Aircraft Warning Lights

COMMENTS:

COMPLETED BY CLIENT APPROVED C.A. APPROVED

SIGNATURE
DATE

Commiss Checklist.doc Page 4 of 5

 P.O. Box 840687, Houston, Texas 77284
Phone: 713 896 6500 Fax: 713 896 6611

Commissioning Checklist
DESCRIPTION: PREFERRED ITEMS SYSTEM: MECH./E & I

Item No. Item Description Yes No N/A

20 Emergency Lights

21 Cab Lights
22 Engine Compartment Lights
23 Power Supplies

24 Circuit Breakers, Function

25 Heater Fan, Function
26 Hydraulic Oil Heater

27 Annunciator Function
28 Audible Alarm Function
29 Fire Alarm System

30 Fire System
31 Smoke Detector
32 Fire Detector

33 Earth Connections
34 Earth Continuity Test

35 A/C Unit Function

36 Load indicator Function

COMMENTS:

COMPLETED BY CLIENT APPROVED C.A. APPROVED

SIGNATURE
DATE

Commiss Checklist.doc Page 5 of 5

 P.O. Box 840687, Houston, Texas 77284
Phone: 713 896 6500 Fax: 713 896 6611

30 May 2000

Inspection Checklist
Inspection Frequency:
The "Duty Cycle," or frequency of operation of Offshore Cranes varies from almost continuous
use (MODUS) to sitting idle for months at a time (unmanned production platforms). Therefore it is
not possible or practical for the crane manufacturer to provide universal inspection programs,
based on frequency of use, which are applicable to all possible situations.

Therefore, the following Inspection Checklist is to assist owners and operators in development of
an appropriate Preventative Maintenance Program applicable to their unique application.

All items should be checked by a qualified inspector. Records of every inspection, modification,
or repair, should be kept to formulate any maintenance trends that may develop. These records are
to be kept for at least two years.

NOTES: This list does not include items covered in Section D, Lubrication.
Cracked/chipped paint or rust can signify hidden structural deterioration.

Level 1 Regular Inspection (Pre-Use)

Level 2 Periodic Inspection (Monthly), Level 1 plus these items

Level 3 Intensive Inspection (Quarterly), Levels 1 and 2 plus these items

Level 4 Annual Inspection (Yearly), Levels 1-3 plus these items

Inspect or verify the following:

Cab Area:
Level 1:
• Out of service signs.
• Remove any obstructions to clear operator vision (includes cleaning windows if necessary).
• All instruments function properly
• All engine instruments operate properly.
• Crane functions for proper operation.
• Throttle operates smoothly, from idle (950 rpm) to WOT (2,000 rpm).
• Control levers operate freely and return to neutral when released.
• All hoists operate smoothly.

Inspection Checklist Page 1 of 7

 Level 2:
• Document console mounted Hour Meter reading and verify function (if equipped).
• Load charts are in place and legible.
• Fire extinguisher is accessible and charged.
• Air conditioner / heater function (if equipped).
• Cab lights and electrical equipment (if equipped).
• Safety alarms for proper function.
• Windshield wipers function and condition (if equipped).
• Window pivot mechanism (if equipped).
• Crane functions for proper operation:
• Swing brake pedal holds.
• Boom limit system set at the correct positions.
• Console mounted controls operate as described.
• Floor mounted Emergency Hoist Brake disables all hydraulic controls (if equipped).
• Load indicator display (if equipped).
• Emergency kill handle rapidly stops engine when pulled. (Reset after test)

Level 3:
• Remove inspection plate behind seat and check for leaks.
• Joysticks and console controls for leaks

Level 4:
• Load Indicator accuracy
• Vibration dampeners in good shape.

Rear / Wing Deck:

Level 1:
• Hydraulic or fuel leaks / spills.
• Fuel level.

Level 2:
• Boom hoist cable.
• Boom dog function.
• Brake band wear and condition.
• Clevis pin on brake linkage and eccentric shaft.
• Gearbox oil level(s) and condition (½ full).
• Hose abrasion.

Level 3:
• Gearbox mounting bolts.
• Motor mounting bolts.
• Hoist frame to upperworks mounting bolts.
• Frame, drum, and turntable structure for deterioration.
• Brake to brake drum core welds.
• Inside of brake drum area (where cable anchors are located).
• Spline hub to drum weld.
Inspection Checklist Page 2 of 7
 • Complete hoist frame.
• Boom hoist platform.
• Wire rope “H” blocks on hoist drum are tight.
• Brake and boom lock retaining bolts.
• Bearings and seals for visible wear.
• Eccentric shaft and bushings for visible wear.
• Proper adjustment of brake linkage and condition.
• Hoist brake test:
• Disconnect brake actuator “pressure to release” line.
• Run hoist in the down direction at full power to ensure brake holds.
• While testing brake, check the maximum hoist pressure.
• Upperworks welds at gantry splice flange.
• Welds down gantry beams to base of crane structure.
• Structure welds from gantry beams out to boom connections.

Level 4:
• Remove outer bearing cover to inspect bearings and seals.
• Welds and structure for deterioration.
• Fuel and hydraulic level gauges for accuracy (if equipped).
• Fuel and hydraulic tanks for water.
• Grating condition and loose or missing retainers.
• Handrail connections.

Valve Cabinet: (42 and 60 Series only)

Level 1:
• Valves, hoses, and filter for leaks.
• Filter indicator is green with engine at wide-open throttle (WOT).

Level 2:
• Motor cooling needle valves are locked on gold setting (2¼ turns)(6,000 psi systems).
• Electrical cable or hose abrasion.

Level 3:
• No additional inspection required

Level 4:
• No additional inspection required

Engine House:
Level 1:
• Engine oil level.
• Pump Drive fluid level (if applicable).
• Suction pipes are completely open (if applicable).
• Fuel, oil, or coolant leaks.
• Out of service signs.

Inspection Checklist Page 3 of 7

 Level 2:
• Document Hour Meter reading and verify function (if equipped).
• Condition of engine oil.
• Condition of pump drive lubricant.
• Condition and level of engine coolant.
• Air cleaner condition.
• Filter indicator is green at WOT.
• Hose abrasion.
• Motor cooling needle valves are locked on gold setting (2¼ turns) (6,000psi 72/80 Series).
• Hydraulic oil is approximately 2 inches below top of tank.

Level 3:
• Engine mounting bolts.
• Engine belt tightness and condition.
• Engine mounted emergency kill operation.
• Engine mounted starter button operation.
• Drain air line dryer of water accumulation (if equipped).
• Air line lubricator level (if equipped).
• Exhaust system for leaks.

Level 4:
• Welds and structure for deterioration.
• Pump drive vent for contamination.
• Suction pipe deterioration or leaks
• Engine shut-down linkage and operation.
• Engine emergency shut-down linkage and operation.
• Engine mounted kill operation.
• Oil cooler and radiator and clean as required to ensure proper airflow.
• Vibration dampners for deterioration.
• Air receiver for water, leaks, or corrosion (if equipped).
• Handrail connections.

Swing Area:
Level 1:
• Hydraulic leaks around swing motor and boom hoist limit assembly.
• Condition of front shoe bearings and retainers.

Level 2:
• Boom butt pin bushings and retainers.
• Condition of all shoe bearings.
• Lube oil level in reservoir (½ - ¾ full).
• Boom Kick-out for leaks.
• Hose abrasion.

Inspection Checklist Page 4 of 7

 Level 3:
• Pinion gears, sprocket retainer, and bolts.
NOTE: Pinion gears rarely require replacement and wear-in during the first 250 hours. Inspect the
external splines with a vertical straight edge after de-burring; there should be less than ¼” of wear.

Level 4:
• Lower Pinion gear partially to lubricate and inspect splines.
• Slew retaining bolts (clean bolt and threads, apply loctite 271, and torque to 600 ft.lbs.)
• Welds and structure for deterioration.

Main and Auxiliary Hoists:

Level 1:
• Hydraulic leaks.

Level 2:
• Hoist wire rope for wear or damage.
• Brake band wear and condition.
• Proper adjustment of brake linkage and condition.
• Clevis pin on brake linkage and eccentric shaft.
• Gearbox oil level and condition (½ full).
• Hose abrasion.

Level 3:
• Gearbox mounting bolts.
• Motor mounting bolts.
• Hoist frame to boom mounting bolts.
• Wire rope “H” blocks on hoist drum are tight.
• Seals for visible wear.
• Eccentric shaft and bushings for visible wear.
• Hoist brake test:
• Disconnect brake actuator “pressure to release” line.
• Run hoist in the down direction at full power to ensure brake holds.
• While testing brake, check the maximum hoist pressure.

Level 4:
• Remove outer bearing cover to inspect bearings and seals.
• Brake retaining bolts.
• Frame, drum, and boom butt structure for deterioration.
• Brake to brake drum core welds.
• Inside of brake drum area (where cable anchors are located).
• Spline hub to drum weld.
• Complete hoist frame.

Boom Base and Straight Sections:

Level 1:
• Visually inspect for attachment flanges that do not touch.
• Missing bolts or nuts.

Inspection Checklist Page 5 of 7

 Level 2:
• No additional inspection necessary.

Level 3:
• Boom chords and lacing for damage or deformation.
• Bolts torqued to correct values without stretching.

Level 4:
• Welds at connection plates (between boom sections).
• Boom base vertical foot plates (plates where pivot pins attach).
• Rub rails have at least 1/8” material remaining.
• Walkways/grating condition and mounting bolts (if equipped).

Boom Point and Jib Extension:

Level 1:
• Loose gear (slings, hooks, and shackels).
• Main rope at dead end for broken strands.

Level 2:
• All sheaves in point area for obvious damage or split thrust washers.
• Boom suspension and load support plates for deformation or deterioration.
• Bridle and bridle sheaves are in acceptable condition (if equipped).
• Pendant lines and spelter sockets for deterioration (if equipped).
• Load block:
• Sheaves for obvious damage.
• Shackle for missing hairpin or nut (if equipped).
• Shackle, or hook, for excess wear or deformation.
• Grease seal is undamaged.
• Hook eyelet (stinger pin), or hook, rotates freely.
• Latch closing properly (if equipped).
• Aux line:
• Auxiliary hook for cracks in throat or deformation.
• Hook safety latch for damage and proper operation.
• Stinger cable for broken strands or deterioration.
• Free rotation of swivel joint.
• Latch closing properly.

Level 3:
• Point rub rails have at least 1/8” material remaining.
• Bolts torqued to correct values without stretching.
• Suspension wire rope.
• Unbolt and lift overhaul ball to inspect dead end, bushing, swivel, and pins.
• Anti-two block frame for damage and freedom of movement.
• Aircraft warning light illuminates (typically with engine running).

Inspection Checklist Page 6 of 7

 • Level 4:
• Jib extension structure.
• Dead-end connection welds.
• Remove shafts and sheaves on point and load block to clean and inspect bearings.

Gantry:
Level 1:
• Gantry sheaves for obvious damage
• Air swivel for damage or leakage (if equipped).
• Electric swivel for freedom of movement and damage (if equipped).
• Boom hoist cable dead end.

Level 2:
• Dead end plate connection.
• Sheaves for damage, wear, cracks, or split thrust washers.
• All gantry mounted electrical equipment working properly.
• Upper bearing for excessive wear.
• Jib crane is secured (if equipped).

Level 3:
• Gantry to upperworks flange bolts.
• Welds and structure for deterioration.
• Lower flanges
• Bearing area
• Sheave area
• Rear beam splices at angle
• Boom spring stops in good condition (if equipped).

Level 4:
• Ladder and handrails for damage or missing bolts.
• Walkways/grating condition and mounting bolts.
• Remove shaft and sheaves to clean and inspect bearings.

Kingpost:
Level 4 Only:
• Welds and structure.

Inspection Checklist Page 7 of 7

 P.O. Box 840687, Houston, Texas 77284
Phone: 713 896 6500 Fax: 713 896 6611

17 August 2000

Bolt Installation and Inspection Procedure

Installation
• Insure all Bolts, Nuts & Flat Washers comply with SeaTrax Specification for Large Diameter
Nuts & Bolts dated February 17, 1998.

• Visually check that boom section connector pads are flush (N/A on SB Series). These are
designed as heavy, non-precision joints. The components have been welded out using jigs,
which hold the fabrications in position, but due to weld draw, the bolted splice connections may
not be an exact fit. Although a majority of the pad will be touching, small gaps are common.
These gaps are NOT critical and do not affect the stability of the connection provided the bolts
have been torqued to the correct value.

• Install all bolts with the threads down so water will not collect between the threads and nuts.
Boom bolt heads must face the boom point.

• Place a hardened flat washer under the nut and head of each bolt that complies with SeaTrax
Specification for Large Diameter Nuts & Bolts. Torque all bolts according to size & grade (see
chart on next page).

Subsequent Inspections:
• Visually check that boom connector pads are flush. There may be some gap due to uneven
surfaces between the two pads, but the gap should not be continuous throughout the entire pad
area. A good way to check the bottom bolts is to raise the boom slightly out of the boom cradle
before checking for gaps. Check to see if gap closes when boom is set back in the cradle.

• Check the torque by applying proper torque with a torque wrench. If the nut turns, record this
condition and recheck after 12 - 24 hours of operation. If the nut turns again, change the bolt,
nut and hardened flat washer.

POINT POINT

Bolt Inspection Procedure Page 1 of 2

 Recommended Torque
DRY TORQUE WET TORQUE
BOLT SIZE
FT-LBS FT-LBS
2 ¼” 6450 4175*
2” 5000 3235*
1 ¾” 3325 2152*
1 ½” 2185 1414*
1 ¼” 1200 777*
1 ” 860 557*
1” 600 388*
400 260
¾ 275 175
160 100
½ 80 50
32 20

* These fasteners must comply with SeaTrax Specification for Large Diameter Nuts & Bolts
dated February 17, 1998. All others are Grade 8.

NOTES:
1. For wet torque, Molybdenum Disulfide Grease is the only approved lubricant. Other lubricates
require different torque values.)

2. The torque’s listed above are lower than maximum allowable for each respective bolt size due
to the low load requirement in this particular application.

Please direct all questions concerning this procedure to:

Service Manager
SeaTrax Inc.
13223 Spencer Rd. (FM 529)
Houston, Texas 77041 U.S.A.
tel.: (713) 896-6500
fax: (713) 896-6611

Bolt Inspection Procedure Page 2 of 2

 P.O. Box 840687, Houston, Texas 77284
Phone: 713 896 6500 Fax: 713 896 6611

February 17, 1998

Specifications for Large Diameter Nuts and Bolts

For Boom Hoist Mounting, Gantry Connections, & Boom Connections
All nuts & bolts 1” diameter and larger must to be ordered as follows:

Bolts:
• ASTM A 354 (current issue) Grade BD Hex Head Bolts
• Dimensions to be in accordance with ANSI/ASME B18.2.1
• Threads to be Unified National Coarse per ANSI B1.1
• Finish to be Zinc Coating, mechanically deposited per ASTM B 695, Class 50, Type 1
• Grade Marking to be six (6) radial lines on the head per ASTM A 354 section 15
• Certification per ASTM A 354, section 14 is required. (Includes “Mill Certs”)

Nuts:
• ASTM A 194 (current issue) Grade 2H Heavy Hex Nuts
• Dimensions to be in accordance with ANSI/ASME B18.2.2 for Heavy Hex Series
• Threads to be Unified National Coarse per ANSI B1.1
• Finish to be Zinc Coating, mechanically deposited per ASTM B 695, Class 50, Type 1
• Grade Marking to be “2H” per ASTM A 194 section 11
• Certification per ASTM A 194, section 13 is required. (Includes “Mill Certs”)

Washers:
• ASTM F 436 Hardened Flat Washers (1 ea. under each nut)
• Finish to be Zinc Coating, mechanically deposited per ASTM B 695, Class 50, Type 1

Acceptable alternative for bolts with 1” to 1½” diameters is as follows:

Bolts:
• SAE J429 (current issue) Grade 8 Hex Head Bolts
• Dimensions to be in accordance with ANSI/ASME B18.2.1
• Threads to be Unified National Coarse per ANSI B1.1
• Finish to be Zinc Coating, mechanically deposited per ASTM B 695, Class 50, Type 1
• Grade Marking to be six (6) radial lines on the head per ASTM A 354 section 15
• “Mill Certs” are required

Nuts and Washers:

• No Acceptable alternative

Specs for Large Bolts.doc Page 1 of 1

 P.O. Box 840687, Houston, Texas 77284
Phone: 713 896 6500 Fax: 713 896 6611

20 April 2000

Load Block and Overhaul Ball Inspection

Load Block Inspection

Visibly verify that the load block sheave(s) have been properly greased, that they are in
good condition, and rotate freely. There should be no visible cracks in the load block
weldment. The load block bearing should be properly greased and rotate freely.

Never use a hook whose throat opening has increased, or whose tip has bent to the point the
locking pin can not be inserted through the locking latch and hook body.

Always visually inspect any shackle before using and verify it is the correct rating (tons)
for that load block and that it is not visibly deformed or missing the nut or cotter pin.
Inspect the bolt of the shackle to insure it is not bent or damaged.

During the annual inspection, the shaft and sheaves must be removed, cleaned, and
thoroughly inspected.

Overhaul Ball Inspection

Visually inspect the Astinger line@ (from overhaul ball to hook) checking for broken wires,
damaged hook, or loose/missing bolts/pins. Never use a hook whose throat opening has
increased, or whose tip has bent more than 10 degrees out of plane from the hook body, or
is in any other way distorted or bent.

During the quarterly inspection, remove the bolts at the bottom of the overhaul ball and
slide it up. Inspect the bushing (at the top of the block), swivel, pins, wedge socket, and
wire rope

See Section F, Rigging, for proper methods of inspecting wire rope (stinger cable).

NOTE: A latchs will not work properly on hooks with bent or worn tips.

Never repair, alter, rework, or reshape a hook by welding, heating, burning, or bending.
Non-conforming hooks should be replaced.

Load Block and Overhaul Ball Page 1 of 1

 P.O. Box 840687, Houston, Texas 77284
Phone: 713 896 6500 Fax: 713 896 6611

1 August 1999

Wedge Sockets
Securing rope dead end in a wedge socket

Wedge socket will be installed with the live load side of the wire rope in line with the wedge socket
pin. One wire rope clamp is to be used in conjunction with the wedge socket (on the “Terminator”
style).

This style wedge socket is assembled by attaching a clamp through the wedge, and securing to the dead
end of the line.

Wherever a cable clamp is used, it MUST be torqued to the manufacturers specifications.

Wedge Sockets 2.doc Page 1 of 2

 P.O. Box 840687, Houston, Texas 77284
Phone: 713 896 6500 Fax: 713 896 6611

Other allowable methods for securing dead ends

(per API RP2D)

Use wire to loosely

attach rope
Minimum 7 times
rope diameter

Maximum 3 times
rope diameter

Cable Clips
Crosby G-450
Rope SeaTrax Clip Torque
Diameter Part No. (Ft.Lbs)
5/8 - 95
¾ 10005 130
7/8 10006 225
1 10007 225
1 1/8 10019 225
1¼ 10025 360
1 3/8 10049 360
NOTE: Torque values shown are based upon the
threads being clean, dry, and free of lubricant.

Wedge Sockets 2.doc Page 2 of 2

 P.O. Box 840687, Houston, Texas 77284
Phone: 713 896 6500 Fax: 713 896 6611

9 February 1999

Boom Lock
Boom Lock Function:

The Boom Lock has been designed to hold the boom in place during service of the motor or
gearbox. DO NOT engage the Boom Lock while the drum is turning, it is not designed as a
brake. DO NOT engage the Boom Lock and drive the hoist in the down direction. This can
damage the lock assembly and gearbox.

Boom Lock Operation:

The new boom lock has been specifically designed to require two people to operate because crane
operators tend to use it for more than a maintenance tool and forget it is engaged.

To engage the Boom Lock, have a maintenance person stand on the gearbox side of the boom hoist
and locate the handle for the Boom Lock. With one hand, push the handle forward. As the handle
moves forward, the latch will release. With the other hand, pull the latch up against the handle.
Allow the handle and latch to move to the back under the pressure of the spring. The operator can
now very gently boom down until the boom lock is fully engaged and the boom stops lowering (the
boom point may move less than a foot). DO NOT continue to drive into the locking pawl, it is not
designed to take the immense force generated by a motor and gearbox. Visually verify that the
pawl is fully engaged in the ratchet mechanism.

To release the Boom

Lock, the operator must
boom up slowly as the
maintenance person
pushes the Boom Lock
Handle forward until
the latch drops over the
pin. Slowly lower
boom to ensure the pawl
has fully released.

Boom Lock Handle Page 1 of 1

 P.O. Box 840687, Houston, Texas 77284
Phone: 713 896 6500 Fax: 713 896 6611

10 February 2000

Hydraulic Boom Hoist Limit System

GENERAL:
SeaTrax cranes are equipped with a mechanically operated hydraulic Boom Hoist Limit system,
which limits the maximum, and minimum angles to which the boom can be moved.

The boom limit system consists of a "boom kick-out" weldment which rotates about the boom
pivot point, with an extension lever which attaches to the boom, so it moves up and down
exactly as the boom does. On the circular section of the kick-out are mounted two Cam Plates
with a ramped surface on each. Each plunger slide actuates a piston, which operates a cartridge-
mounted hydraulic control valve. These valves are mounted inside the valve body, which is
bolted to the upperworks at the boom pivot point.

OPERATION:
When the left hand joystick is pulled back, hydraulic oil from the control circuit is sent to the up
side of the boom control valve. Between these two points is the boom kick-out. As the boom is
raised, the arm of the kick-out raises also until Plunger Slide "A" contacts its piston. This
actuates the cartridge valve and dumps pressure from the joystick to the tank; therefore, the
control valve no longer receives the signal to boom up. As the boom is lowered, the arm of the
kick-out moves down until Plunger Slide "B" contacts its piston, again causing oil pressure to
dump back to the tank.

ADJUSTMENT: (Refer to Boom Kick-out drawing in Section K)

Each Plunger Slide plate has two curved slots, which allow the plate to move back and forth
along a fixed radius, corresponding to a range of different boom positions. The "A" plunger
slide should be adjusted to provide a minimum of 12" of clearance between the boom and the
boom stops when the valve kicks out at maximum angle. If the distance is not correct, loosen
the two ¼” bolts attaching the plunger slide, and move it in the proper direction to produce the
desired result.

The Boom Hoist Kick-out should be tested several times while raising the boom, first low speed
and then full speed, to ensure that the boom does not contact the boom stops with excessive
force. The next step is to adjust the low angle limit on the kick-out system. The "B" plunger
slide should be adjusted so that the valve kicks out when the boom is horizontal, 12” below the
boom cradle. Adjust the plunger slide as necessary, and re-tighten the bolts. The kick-out will
require periodic readjustment throughout the life of the crane.

This system is a SAFETY FEATURE and should NEVER be disconnected.

Boom Limit, Hydraulic.doc Page 1 of 1

 P.O. Box 840687, Houston, Texas 77284
Phone: 713 896 6500 Fax: 713 896 6611

16 September 1999

Hydraulic System Adjustments

for Low Pressure Cranes
Pressure Relief Valves:
Pressure relief valves are installed in a circuit to ensure system pressure does not exceed the
safe pre-set limits. Relief valves are intended to relieve occasional excess pressures arising
during the course of normal operation. Excess fluid is returned to the reservoir through an
outlet port in the valve while full adjusted pressure is maintained in the system.

Pressure can be checked by observing the reading on the gauge located on the operator's
console.

NOTE: All hydraulic system adjustments should be performed only when the engine and
hydraulic system are both at normal operating temperatures. If the crane is cold and has not
been run, start the engine and run the crane until the hydraulic oil is at, or near, normal
operating temperature.

Main/Auxiliary and Boom Hoist Relief Valve (Refer to Control Valve

Assembly Drawing)

1. Start engine and run for five minutes.

2. Disconnect and cap the pressure line on the actuator (port nearest hoist). NOTE: The
brake band should hold the drum. If not, see section on brake adjustment. NOTE: On the
boom hoist, DO NOT use the boom lock to set pressure; it is designed as a static brake to
hold the boom during service of the boom motor or gearbox.

3. Hold main hoist lever in full lower position and throttle engine to 1800 rpm. (For boom,
push left joystick full forward). The hoist drum should not turn.

4. Read pressure relief valve setting on Main Hoist or Luffing Hoist gauges. Pressure should
read 3200 psi ± 100 psi.

5. If pressure is not correct, locate the corresponding control valve. Find the pressure
regulator. Remove the ”acorn” nut and brass washer (if equipped). Next, loosen the jam
nut.

6. Slowly turn set screw into valve (clockwise) for higher pressure, or unscrew (counter
clockwise) for lower pressure, while hoist lever is in full raise/lower position. Once the
correct pressure has been achieved, tighten the locknut. Reinstall the brass washer and
“acorn” nut if removed.
Hydraulic Adjustments, LP Page 1 of 3
 7. Recheck pressure several times by returning control lever to neutral and then again to full
lower position.

8. Reattach brake hoses.

NOTE: Since the main hoist and auxiliary hoist share the same control valve and relief
valve, all auxiliary hoist relief valve adjustments are completed using the main hoist, as
detailed above. The auxiliary hoist can be tested by slowly pulling the auxiliary line
overhaul ball up against the jib point, then bringing the control lever to full raise position
while checking the pressure gauge. Any Hook Position Cutout system must be
disconnected for this to work (if equipped).

Swing System Relief Valve

NOTE: All adjustments are done at full throttle

with the slew joystick full right or left.

1. Start engine and let run for five minutes.

2. Engage swing lock on console. Swing motor

must not turn during adjustment.

3. Move control lever to the right and slowly

increase engine speed to maximum RPM.

4. Read pressure relief valve setting on Swing

System Pressure gauge in console. Pressure
should read 2500 psi. (2000 psi on 42 series)
Repeat step (3) but to the left.

5. If pressure is not correct, locate the crossover

relief valve bolted atop the swing motor.
Remove the plugs in the end of the relief valve
cartridges (fluid will slowly leak out, this is normal).

6. Insert an Allen wrench into the end of the cartridge and screw the plunger into the cartridge
(clockwise) until it bottoms out. Do this for all cartridges. Now the crossover relief valves
are closed.

7. Slowly move the left-hand joystick fully to the left or right while increasing engine speed
to maximum. The Slew Pressure should read 2800 psi ± 50 (2200 psi on 42 series). If the
pressure is correct, move to step 11. If pressure needs adjustment, continue to step 8.

8. Locate the slew control valve (usually on the floor of either valve cabinet or engine house).

Hydraulic Adjustments, LP Page 2 of 3

 9. Remove the “acorn” nut and brass washer (if equipped). Loosen the jam nut and slowly
turn the set screw into valve (clockwise) to increase pressure, or unscrew (counter
clockwise) to reduce pressure.

10. Once 2800 (2200) psi has been achieved, lock the jam nut and replace the brass washer and
“acorn” nut (if removed). NOTE: On worn pumps 2800 psi may not be achievable. In this
case, turn the setscrew in a few turns. Next, watch the pressure as the screw is backed out.
Once the pressure starts to fall, stop and set the jam nut.

11. Return to the slew area and locate the front cartridge in each counterbalance valve.

12. Start with motor at the end of the pressure hoses. With the joystick in the full right position
and the throttle fully depressed, slowly unscrew the plunger in the front cartridge until the
pressure drops to 2500 (2000)psi. (For some cranes, full left of the joystick corresponds to
the front cartridges.) For single slew motor units move to step 14, for multiple slew motor
units continue to step 13.

13. Move to the next motor and front cartridge. Unscrew the plunger until the pressure just
drops below 2500 psi then screw it back in slightly. Repeat this step for any remaining
front cartridges.

14. Move the joystick to the full left position and repeat steps 12 and 13 for the rear cartridges.

15. Replace all plugs into cartridge ends.

Control System Relief Valve

NOTE: If a piston pump (40224) is used for the control system, locate the pump in Section K.
These pumps have internal regulators that must be adjusted at the same time.

1. Start the engine and let it idle for five minutes.

2. Allow the engine to warm up and the engine speed to come down to the normal idle setting
(about 950 RPM). Read the Control System pressure gauge while the engine is idling. The
gauge should read approximately 600 psi with the crane at normal operating temperature.

3. If the pressure is not correct, find the control system pressure relief valve. Loosen the rear
knurled locknut and screw the front knob clockwise to raise pressure, or counter-clockwise
to lower pressure, until gauge reads 600 psi ± 50.

4. Raise engine speed to maximum RPM and check pressure gauge. Gauge should read no
higher than 700 psi. If the pressure is substantially higher, this indicates a problem with the
relief valve. Long term usage in this condition can artificially shorten the life of seals in
the control system. Contact SeaTrax for assistance in resolving this problem.

5. If the pressure is less than 500 psi, the pump may require adjustment or replacement.

Hydraulic Adjustments, LP Page 3 of 3

 P.O. Box 840687, Houston, Texas 77284
Phone: 713 896 6500 Fax: 713 896 6611

9 May 2000

Drum Brake Inspection, Adjustment, and Replacement

General
Seatrax cranes are equipped with drum type brakes with external brake bands. The brake is tightened
around the drum by the force of the brake actuator.

The actuator holds tension on the brake band by use of an internal spring(s). To release the brake,
hydraulic pressure is applied to the actuator forcing the internal piston to retract the piston rod and
compress the spring(s).

NOTE: All adjustments and testing should be done with no load unless otherwise stated.

Inspection
The brake band and associated components should be periodically inspected for wear or deformation.
When inspecting the components, insure that:
• The band material is sufficiently thick (rivets are not wearing into drum).
• There are no cracks or deformation of band weldment.
• All nuts are tight.
• The brake band bushing (over eccentric pin) is in good condition (most commonly worn part).
• The eccentric pin is in good condition (damage occurs once brake band bushing wears through).
• Brake arm is within 5° of vertical (approximately).
• The eccentric pin is in a position either nearest or farthest from the drum (depending on the
application).
• The actuator and associated hoses are not leaking.
• All shoulder bolts and cotter pins are in good condition.
• The brake holds when tested.

Testing
To test that a brake will hold when applied:
• Disconnect brake actuator “pressure to release” line.
• Run hoist in the down direction at full power to ensure brake holds.
• If brake squeals or does not hold, see Adjustment.
• If the drum does not turn, re-attach all hoses, testing is complete.

Brake Inspection 42 125-250 Page 1 of 5

Adjustment
NOTE: If the joystick is gently moved forward, the brake will release before the motor has enough
pressure to turn. This will make it easier to adjust the nuts holding the brake band.

WARNING: Keep body parts and clothing away from rotating drum.

Follow these steps to adjust the tension on a drum brake:

1. Inspect the brake assembly as noted in Inspection above.
2. If the eccentric pin, or brake arm, is not in the correct position, this must be corrected first.
3. Loosen the jam nut several turns.
4. Back out the band nut until it is at the end of the threads.
5. Release the joystick to reset the brake.
6. At this point there should be no tension on the brake band.
7. Adjust the eccentric pin and brake arm to the point nearest their correct position (the brake actuator
should be fully extended).
8. Gently push joystick in the down direction while tightening the brake nut.
9. Periodically release the joystick and check the angle of the brake arm (it should be near vertical).
10. Tighten the jam nut and test the brake in the down direction.
11. If the brake holds, adjustment is complete, if not, go to the next step.
12. Loosen jam nut, release brake, and tighten the bad nut 1½ turns.
13. Tighten jam nut and test brake.
14. If brake fails to hold, repeat steps 12 and 13 only one more time.
15. If the brake fails again, either the brake band or actuator is faulty (assuming the all parts are
installed correctly).
16. Remove the brake band and inspect the lining.
17. If the rivets are not wearing against the drum and the band is not oil soaked, reinstall band.
Otherwise, replacement is necessary.
18. Remove the brake actuator and disassemble. The most common causes of failure are worn seals or
broken springs. If the piston cylinder is not scarred, the actuator can be rebuilt, but replacement is
suggested.

New Brake Band Installation

If the brake band is replaced, it is necessary to “burn-in” the new band to prepare the brake lining for
operation and to conform the band assembly to that particular drum. NOTE: Once a band is burned-in
to a drum, do not use it on a different drum, it MAY NOT HOLD.
NOTE: If the joystick is gently moved forward, the brake will release before the motor has enough
pressure to turn. This will make it easier to adjust the nuts holding the brake band.

1. Remove band nut and flat washer.

2. Remove cotter pin from eccentric pin.
3. Slide the threaded end of the brake band out of the hoist frame.
4. Remove band eyelet hole from eccentric pin.
5. Remove ½” bolt and retainer cap from brake arm.
6. Remove eccentric pin from hoist frame.
7. Inspect the complete eccentric pin for groves or excessive wear. A pin should be replaced if there
are any groves in the small pin portion.

Brake Inspection 42 125-250 Page 2 of 5

8. Inspect the two eccentric pin bushings in the hoist frame. Replace as needed.
9. Clean and install eccentric pin (do not lubricate pin or bushings).
10. Rotate eccentric pin to correct position and install brake arm, retaining cap, and bolt with lock
washer. Coat bolt threads with loctite 242.
11. Remove the jam nut and lock washer from the old band and install them on the new band (if new
parts are not supplied). If new nuts or washers are installed, they must adhere to the SeaTrax
Specifications for Large Diameter Bolts and Nuts.
12. Install brake band over drum and insert the eyelet over the eccentric pin.
13. Insert cotter pin through the eccentric pin, and threaded portion of band through the hoist frame.
14. Release tension from the brake actuator and install the flat washer and band nut.
15. Now you MUST burn-in the new band.

New Band “Burn-in”

When burning-in a new band, the hoist must rotate in the UP direction only.

1. Lower the hoist to its lowest position.

2. While raising the hoist at wide-open throttle, tighten the band nut until the hoist begins to strain but
does not stop. For cranes with gear pumps, pressure should be 1,800-2,000 psi. Variable volume
crane pressure should be approximately 3,500 psi.
3. When the hoist is at its highest point, loosen the nut slightly.
4. Repeat steps 1-3 until the band starts to smoke.
5. Once the band is smoking, leave the band nut tight and wait until the band cools down.
6. After the band has cooled, follow the steps on Adjustment.

Typical Brake Assembly

Brake Inspection 42 125-250 Page 3 of 5

 P.O. Box 840687, Houston, Texas 77284
Phone: 713 896 6500 Fax: 713 896 6611

Main/Aux Drum Brake Linkage

42 Series

ADJUST DRUM BRAKE LINKAGE:

1 Loosen jam nuts on brake bands, tighten or loosen adjusting nuts as necessary until the
brake lever arm is 90E to the brake push rod when the brake is engaged.

2 On the Main brake eccentric shaft, the pin for the brake band should be at a point nearest
the drum.

3 On the Aux, the pin should be at a point farthest away from the drum.

4 Having the eccentric pin in the wrong position can cause the brake to apply improperly.
Excessive wear and eventual failure could also occur.

Brake Inspection 42 125-250 Page 4 of 5

 P.O. Box 840687, Houston, Texas 77284
Phone: 713 896 6500 Fax: 713 896 6611

Boom Drum Brake Linkage

ADJUST DRUM BRAKE LINKAGE:

1 Loosen jam nuts on brake band, tighten or loosen adjusting nuts as necessary until the
brake lever arm is 90E to the brake push rod when the brake is engaged.

2 On the Boom brake eccentric shaft, the pin for the brake band should be at a point
nearest the drum.

3 Having the eccentric pin in the wrong position can cause the brake to apply improperly.
Excessive wear and eventual failure could also occur.

Brake Inspection 42 125-250 Page 5 of 5

 P.O. Box 840687, Houston, Texas 77284
Phone: 713 896 6500 Fax: 713 896 6611

10 February 2000

Swing Bearing System Replacement Procedure

for 42 and 60 Series Cranes

Introduction
The SeaTrax Marine Crane uses a unique swing bearing system that allows the bearings to be
inspected or replaced with hand tools only. A separate crane is not required to lift the SeaTrax
crane, and the rotating superstructure is never lifted completely off the fixed Kingpost.

Operation
The SeaTrax bearing system consists of two sets of bearings. The upper bearing is a
rectangular bushing block that is located at the top of the Kingpost. It is surrounded by a
square steel frame at the top of the gantry, under the bearing retainer plate and collector ring
assembly. The vertical force component due to the crane and load is supported on the bottom
of this upper bearing. The horizontal force component (the overturning moment) of the crane
and load is transferred to the fixed kingpost through the cylindrical section of the upper bearing
at the top and through the bearing shoes at the bottom. The lower bearing shoes pin directly to
the turntable at the base of the Upperworks.

Bearing Wear
The upper bearing should be replaced if ½" of the 1" thick material has worn away from its
inside diameter or from the horizontal surface. The lower bearing shoes should be replaced
when no more than ¼" if the ½” thick material has worn away from the middle of the shoe. If
the plastic bearing material wears away to the point of metal-to-metal contact, the crane will
drag or may refuse to swing, especially with a heavy load. Immediate attention to correct the
problem will reduce or eliminate expensive repairs to the kingpost bearing surfaces.

NOTE: The side and rear shoes wear very slowly, and in an emergency, can be rotated to the
front until new shoes arrive.

Tools Required for Bearing Replacement

One 10-ton hydraulic pancake jacks (optional)
Two 30-ton hydraulic pancake jacks (optional)
Two ½"-UNC bolts 2" long with eyes attached

Swing Bearing Replacement 42 60.doc Page 1 of 3

 Lower Bearing Shoe Replacement

NOTE: A print of the lower shoe assembly is located in Section K.

1.1 Raise the boom to the highest position possible to decrease the load on the front bearing
shoes.

1.2 Center the upperworks on the kingpost by tightening the jacking bolts at base of in the
slew drive area (a 10-ton pancake jack may be used in place of the jacking bolts).

1.3 Remove the front shoe retaining pins and pull the shoe assemblies straight up.

1.4 Remove the four sheet metal screws that mount the bearing shoe to the steel shoe
support.

1.5 Install the new shoes to the steel shoe support and tighten the mounting screws.

1.6 Apply a liberal amount of EP multi-purpose grease to the bearing surface of the new
shoe and bearing surface of the kingpost. NOTE: Wire rope lube is an excellent
substitute for EP grease on the swing bearing surfaces.

1.7 Install the front shoe assemblies to the turntable and reinstall the retaining pins.

1.8 Loosen the centering bolts to allow the Front Shoes to come to rest against the kingpost
(Release Hydraulic Hand Jack if used).

1.9 The crane is now ready to operate.

Upper Bearing Replacement

NOTE: A print of the upper bearing assembly
is located in Section K.

2.1 Lower the boom to the boom rest and

slacken the suspension lines slightly.

2.2 Raise the upperworks by screwing

down on the two 1½" diameter jacking
bolts on either side of the upper
bearing plate. The upperworks should
be lifted about 1 inch.

NOTE: Two 30-ton pancake jacks can be

used instead of jacking bolts. The
jacks should be placed on the ring
gear, below the upperworks, directly
across from one another. Place one pancake jack on each
side of kingpost in this position
Swing Bearing Replacement 42 60.doc Page 2 of 3
 2.3 Disconnect air line and electrical power to crane. Separate and remove the collector
ring and mounting plate, if equipped.

2.4 Unbolt and remove the bearing retainer plate.

2.5 If the top of the kingpost is resting against the front of the bearing, the boom suspension
lines have been slackened too much (boom up slightly).

2.6 If the top of the kingpost is resting against the back of the bearing, the boom suspension
lines were not slackened enough (boom down slightly).

2.7 Use the two jacking bolts located under the lower landing on the gantry if any more
adjustments are necessary.

2.8 Mark the orientation of the bearing assembly so it can be replaced in the same
direction. Remove the upper bearing assembly by placing the ½” bolts in the top of the
bearing and lifting straight up.

2.9 Press out the worn synthetic bearing and press in the new one, or the entire bearing
assembly could be replaced.

2.10 Lubricate the new bearing(s) with EP grease or wire rope lube and set them into the
gantry in their original position. Bolt the bearing retainer plate down and torque to
specs.

2.11 Reinstall the collector ring, air line and electrical fittings.

2.12 Release the two jacking bolts under the lower landing of the gantry.

2.13 Release the two jacking bolts on either side of the bearing plate, or release and remove
the two 30 ton pancake jacks from beneath the upperworks if they were used.

Swing Bearing Replacement 42 60.doc Page 3 of 3

 P.O. Box 840687, Houston, Texas 77284
Phone: 713 896 6500 Fax: 713 896 6611

16 September 1999

Emergency Slewing Procedure

for all Series Cranes
This crane is capable of being rotated without power from the prime mover. The emergency
slewing process is very slow and should only be used if no other method is available.

1. Remove all slew motors and all but one brake from slew gearboxes (the brake assembly
is directly below the motor). In most instances, you can leave all hoses connected.

2. On the remaining brake, locate the top hose fitting. Disconnect the attached hose and
attach a hand pump with gauge to the brake.

3. Insert a splined hand crank (available from SeaTrax parts dept.) into the spline on top
of each gearbox.

4. Release the slew brake by pumping 300 to 500 psi into the line.

5. Turn all hand cranks clockwise for slewing to right, and counterclockwise to slew left.

6. Number of revolutions required to rotate the crane 90 degrees:

42 Series-491
60 Series-575
72 Series-710
80 Series-710
105 Series-2000*
126 Series-2000*

7. The required torque in mild conditions will be approximately 25-50 ft. lbs. In high
wind or listing conditions, a slew torque of 75 to 100 ft. lbs. could be required.

NOTE: Removing part no. 20078 pancake gear reducer will lower the number of turns
required but significantly increase the torque.

8. When the desired position is reached, release the pressure at the hand pump to set the
slew brake.

9. Reinstall and check all items that were removed once slewing becomes possible.

* Due to the high number of revolutions required to rotate 90°, SeaTrax suggests the use of an auxiliary hydraulic power unit attached to one
motor and removing the remaining motors and brakes.

Emer Slew All.doc Page 1 of 1

 P.O. Box 840687, Houston, Texas 77284
Phone: 713 896 6500 Fax: 713 896 6611

20 April 2000

Emergency Load Lowering Procedure

In the event of power loss and a load is left suspended, the SeaTrax crane hoists are equipped to allow
emergency load lowering.
Brake Release Tool
1. Retrieve the Brake Release Tool attached to the lower left Flat washer
side of the boom hoist frame. NOTE: If tool is missing, a and nut
¾" UNC threaded rod about 1 foot long with a flat washer
and nut can be substituted.

2. If hoist is equipped with a secondary shaft brake, connect a

hydraulic hand pump to it’s release port. Pressurize to 500 Boss plug
psi to release brake.

3. Remove plug in top of brake actuator cylinder.

4. Install nut and flat washer on Brake Release Tool. Insert

brake release tool into brake cylinder and thread into hole
in top of brake piston.

5. Slide down flat washer, and thread nut down until snug.

6. Hold rod from rotating while turning nut clockwise. This

will pull piston and rod up, therefore releasing the brake.
CAUTION: During this step, tap brake band with a
hammer to avoid a sudden release.

7. As hoist begins to turn, turn nut counterclockwise to slow

it down or stop. Turn it clockwise to release or increase the
speed. Do not lower load fast. Lower it slowly.

8. When load has been lowered and released, remove tool and
replace plug.

NOTE: If the previous steps failed to lower the hoist, remove the
brake release tool. Remove the motor control
(counterbalance) valve from “up” line on motor holding
stranded load. Re-attach hose without valve, or run hose
into a large container to catch hydraulic oil. Start again
from step 1. Replace counterbalance valve once load is landed.

Emer Load Lowering Page 1 of 1

 P.O. Box 840687, Houston, Texas 77284
Phone: 713 896 6500 Fax: 713 896 6611

Spares Listing
Project: Transocean / Sedco Forex Model: 4228 Serial No. 4289-90 Boom. 120’
Platform: Rig 135D Discipline: Mechanical / Hydraulic
Equipment: Kingpost Marine Crane Contact Person: Rusty Heitzman
Client P.O. No: 4501022968 Date: 23 September 2000
Item Qty Part No. Description Unit Price ($’s) Ext. Price ($’s) Remarks
1 1 40013 Valve, Motor Control 674.38 674.38
2 1 40311 Valve, Brake Release Shuttle 2,012.24 2,012.24
3 2 40262 Valve, Cartridges Boom Kickout 327.87 655.74
4 2 40069 Valve, Cartridge Crossover Relief 253.44 506.88
5 1 40360 Valve, High Speed Selector 309.45 309.45
6 1 40019 Motor, Hoist Main 1,539.31 1,539.31
7 1 40113 Motor, Slew 1,227.27 1,227.27
8 1 40359 Pump, Hyd Main 5,600.00 5,600.00
9 1 40130 Pump, Hyd Pilot 569.53 569.53
10 6 40029 Element, Return Filter Assy 129.69 778.14
11 3 40135 Element, Control Filter Assy 106.29 318.87
12 8 40309 Element, High Pressure Filter Assy. 194.73 1,557.84
13 1 40116 Brake, Slew 2,022.40 2,022.40
14 1 TB4099 Brake, Actuator 125 Series 2,323.71 2,323.71
15 1 TB4099SK Seal Kit, Brake Actuator 113.95 113.95
16 1 TB4091 Brake Actuator 250 Series 2,924.00 2,924.00
17 1 TB4091SK Seal Kit, Brake Actuator 113.95 113.95
18 6 80030 O rings, C-Pilot 4.70 28.20
TOTAL 23,275.86
NOTE: Quantities shown are for ONE crane.

Spares List 4289-90.doc Page 1 of 1

 P.O. Box 840687, Houston, Texas 77284
Phone: 713 896 6500 Fax: 713 896 6611

21 August 2000

Lubrication
General Information

This section contains a diagram and lubrication chart showing the proper points for
lubrication. Study this information so that a regular lubrication schedule can be
established.

Keys to Lubrication:

• Use the correct type and quantity of lubricant, applied properly, at appropriate
intervals.

• Clean grease gun and grease fittings to avoid forcing grit into zerk. Bearings are best
greased while rotating.

• Drain oil cases when oil is hot so the drained oil will carry off any sludge.

• Keep funnels, plugs, and oil spouts clean. Wipe off oil covers before using.

• Watch for signs of incorrect lubrication, neglected areas, or excess grease accumulation.

• The frequency of lubrication, as given in the charts, is intended as a guide. This does
not mean that under certain operating conditions some points may not require more
frequent lubrication or other special attention. Use good judgement and common
sense in lubricating.

• Oiling points should not be overlooked when lubricating. A few drops of oil should be
periodically applied to all metal parts subject to wear.

NOTE: Synthetic oils may offer a practical option for all cranes, especially those operated
in extremely high or low temperature environments. Most brands of synthetic oils provide
improved flow at low temperature and greater stability at high temperature.

CAUTION: Because of the high cost of synthetic oils, combined with large reservoir
quantities in the hydraulic circuit, there is an understandable reluctance to change the oil
once it becomes contaminated. Contaminated oil is the leading cause of hydraulic
problems, and the main contributor to component failures.

As with any oil or lube being considered, compatibility with components and seals in the
system must be verified prior to use.

Lube S Page 1 of 7
 P.O. Box 840687, Houston, Texas 77284
Phone: 713 896 6500 Fax: 713 896 6611

Lubrication Chart
Interval Number Lube
Hours* Point** Description of Points Type Quantity.
40 A Load Block Sheaves 1-3 MPG 2 Shots
& Swivel Bearings 1 MPG 2 Shots
40 B Headache Ball Swivel 1 MPG 2 Shots
12 C Boom Foot Pins 1 ea. MPG 2 Shots each shift
12 D Engine Oil Level 1 EO Check Daily
250 D Engine Oil & Filter 1 EO See Section L
Fan Pulley 1 MPG 2 Shots
12 D Pump Drive Oil Level 1 MPL Check Daily
40 D Pump Drive Pad Oil Level 4 MPL Near Full
40 E Boom Point:
Main Hoist Sheaves 5 MPG 2 Shots
Aux. Hoist Sheaves 2 MPG 2 Shots
Boom Sheaves (if no bridle) 6 MPG 2 Shots
40 F Boom:
Bridle System (if equipped) 5-6 MPG 2 Shots
40 G Gantry Sheaves 5-6 MPG 2 Shots
40 H Kingpost Upper Bearing 4 MPG 10 Shots
Elec./Air Collector Ring 2 MPG 1 Shot
40 I Kingpost Lower Bearings - MPG or WRL Brush on Kingpost
40 J Main, Aux. & Boom Hoists:
Hoist Shaft Bearing 1 ea. MPG 2 Shots
40 K Bull Gear - MPL or WRL Brush on Gears
250 K Pinion Gear(s) CAS 3 Shots
40 L Spring Stops (60/72/80 Only) 2 ea. MPG 2 Shots
80 - Main, Aux. & Boom Hoist
Wire Rope WRL Brush on - see Section F
250 - Door Hinges 2 ea. MPG 1 Shot
1000*** - Gearboxes: Main Hoist 1 MPL Half Full (to side plug)
Aux. Hoist 1 MPL Half Full (to side plug)
Boom Hoist 1 MPL Half Full (to side plug)
Swing Drive 1 MPL Slew Tank ½-¾ Full
Pump Drive 1 MPL Full on Dipstick
1500**** - Hyd. Oil Tank: Drain & refill 1 HO See Chart, Replace All Hyd. Filters

Lube S Page 2 of 7
 P.O. Box 840687, Houston, Texas 77284
Phone: 713 896 6500 Fax: 713 896 6611

Lubricant Key
EO Engine Oil, see engine manufacturer's recommendations

MPG Multi-purpose type grease with EP (extreme pressure) additive; must have a high
resistance to water washout.

MPL Multi-purpose gear lubricant, SAE-90 with EP additive

HO Hydraulic oil, per chart

WRL Wire rope lubricant, see wire rope manufacturer's recommendations

CAS Copper based Anti-Seize

* Hours of crane operation

** See location on Lubrication Diagram

*** Gearbox (pump drive, planetary, etc.) oil should be changed after the first 50
hours of operation, then at 1000 hours, or 1 year, whichever comes first. Change
if there are any traces of contamination, particles, or discoloration.

**** Maximum interval for hydraulic oil change is 1 year.

NOTE: All above lubricants are available in synthetic.

WARNING: Failure to lubricate the machine properly in accordance with this manual and
general good practice may cause a failure due to excessive wear or overheating, resulting in a
dangerous and costly accident.

Lube S Page 3 of 7
 P.O. Box 840687, Houston, Texas 77284
Phone: 713 896 6500 Fax: 713 896 6611

Lubrication Points

E
E

B
F
A

D J
J
I C
K
Lube S Page 4 of 7
 Engine Oils
The following chart of oil grades is typical for the diesel engines installed in SeaTrax
Marine Cranes. For further information on engine lubrication, see the manufacturers
Operation and Maintenance Manual.

Ambient Temperature Viscosity Grade

Minimum °F (°C) Maximum °F (°C)
5° (-15°) 122° (50°) SAE 15W40
-4° (-20°) 104° (40°) SAE 10W30
-22° (-30°) 104° (40°) SAE 5W40
-22° (-30°) 86° (30°) SAE 5W30
-40° (-40°) 50° (10°) SAE 0W20

NOTE: Synthetic oils are preferred in all diesel engines because they have improved flow
characteristics especially in Arctic conditions, and improved oxidation stability designed
for high temperatures.

Gear Oils
Gear oils are used in all hoists throughout the crane. It is imperative that these oils are
replaced at the required intervals, especially if run at high temperatures for extended
periods of time.

As with all lubricants, using the correct grade and additives is crucial to proper
performance. Any gear oil used must have an EP (Extreme Pressure) additive. EP
additives are specifically designed to prevent metal-to-metal contact in the operation of
highly loaded gears.

The most commonly used gear oils are multi-grade types. SeaTrax hoist drives are
typically filled with 80W-90 unless the customer requests a specific lubricant. This
weight is appropriate for most operating conditions. Operations in an environment that
is extremely hot (over 100°F), or cold (below 0°F), may require draining the gearboxes
and refilling them with a lubricant developed for these specific temperatures.

Excessively hot environments may require the use of an 80W-140 gear oil which flows
like an SAE 80 weight gear oil in cold temperatures and gives the protection of SAE
140 weight gear oil.

Arctic cold requires the use of a 75W-90 gear oil which flows like an SAE 75 weight
gear oil in cold temperatures and gives the protection of SAE 90 weight gear oil.
In either of these extreme environments, a synthetic lubricant should be used.

Because hoist gearboxes can develop extremely high temperatures during extended usage,
these oils should be checked frequently and changed when discoloration becomes
apparent. Failure to replace gearbox oil after it has discolored can significantly shorten
the life span of the gears and bearings.

Lube S Page 5 of 7
 Grease
SeaTrax lubricates all bearings and bushings on the crane during the assembly process.

A high quality grease with EP and Moly additives, as well as a high resistance to water
washout, is necessary to prevent metal to metal contact and premature wear. All areas
requiring grease should be attended to as suggested by the Lubrication Chart.

It is also necessary to use grease rated for the expected service temperature of the crane.

Temp. Range -40° to 40°F -10° to 80°F 30° to 110°F

Grease NLGI Grade 0 NLGI Grade 1 NLGI Grade 2

Hydraulic Oils
A great deal of research and testing has been performed in the selection of a hydraulic
fluid that will give optimum performance, operate in a wide range of ambient
temperatures, be long lasting, and readily available at bulk stations.

It should be understood that there are several different types of fluids that are generally
used in hydraulic systems. These are engine oils, automatic transmission fluids, and
hydraulic oils.

Engine oils are designed chiefly for use in internal combustion engines to keep the
impurities from combustion "blow-by" in suspension. It is not desirable to keep impurities
in suspension in a hydraulic system due to the critical tolerances between mating parts in
the pumps and valves, and the long intervals between oil changes.

Automatic transmission fluids, although sometimes used in hydraulic systems, are

designed primarily for use in automatic transmissions and some of their additives are not
particularly desirable for use in high-pressure hydraulic systems.

For the above reasons, it is recommended that neither engine oils, nor automatic
transmission fluids, be used in the hydraulic system.

Hydraulic oils are designed specifically for use in hydraulic systems. They are purposely
made without detergents to permit water and wear particles to settle out of the oil in the
large quiet zones of the reservoir. As a result, there is less rust and wear in the pumps,
motors and valves.

Greater chemical stability against oil oxidation is built into hydraulic oils to avoid the
necessity of frequent changes in a large volume hydraulic system. They contain longer
lasting additives to give greater shear stability, anti-wear and anti-foaming properties, and
seal compatibility.

Original Fill
High quality ISO 68 hydraulic oil is typically used for the original fill in the hydraulic
system. This type of oil was chosen because it is a non-detergent, shear stable, anti-
foaming, anti-wear hydraulic oil with high resistance to rust and oxidation. The additives
used in the oil are suitable for long duration use and are compatible with the seals used in
Lube S Page 6 of 7
 the crane. Its exceptionally high viscosity index allows it to thin less at high temperatures
and thicken less at low temperatures. This is an important quality for cold weather
starting. This oil can be used for temperatures from 30°F to 110°F.

Field Fill
Whenever oil must be added to the system, or when an oil change becomes necessary,
one of the hydraulic oils shown on the chart should be used. (Full is 2 to 3” below top)

Hydraulic Oil Chart

Listed below are the recommended ISO viscosity grades for hydraulic oil for various
ambient temperature ranges when used in SeaTrax hydraulic cranes. Also included is a list
of various manufacturers who make oil conforming to the ISO specifications. Many other
oil companies also supply oil conforming to these requirements.

ISO 22 ISO 32 ISO 46 ISO 68

Allowable Ambient -10°F to 60°F 5°F to 75°F 15°F to 90°F 30°F to 110°F
Temperature Range (-23°C to 15°C) (-15°C to 24°C) (-9°C to 32°C) (-1°C to 43°C)
Manufacturer/Brand
AMOCO Spindle American Industrial American Industrial American Industrial
AMOCO
Oil C Oil No. 32 Oil No. 46 Oil No. 68
B.P OIL CO. Turbinol T-22 Turbinol T-32 Turbinol T-46 Turbinol T-68
CHEVRON Industrial R&O 22 GST Oil 32 GST Oil 46 GST Oil 68
CITGO Pacemaker 19 Pacemaker 32 Pacemaker 46 Pacemaker 68
CONOCO N/A Dectol R&O 32 Dectol R&O 46 Dectol R&O 68
E.F. HOUGHTON N/A HydroDrive HP-150 HydroDrive HP-200 HydroDrive HP-300
EXXON CO, USA Spinesstic 22 Teresstic 32 Teresstic 46 Teresstic 68
MOBIL OIL DTE 22 DTE 32 DTE 46 DTE 68
PENNZOIL Pennzbell 22 Pennzbell 32 Pennzbell 46 Pennzbell 68
SHELL OIL CO. Tellus 22 Tellus 32 Tellus 46 Tellus 68
SUN N/A Sunvis 932 Sunvis 946 Sunvis 968
TEXACO Rando HDZ 22 Regal R&O 32 Regal R&O 46 Regal R&O 68
UNOCAL CORP. Unax AW 22 Unax AW 32 Unax AW 46 Unax AW 68

IMPORTANT NOTES:
1. The use of oil heaters in the hydraulic tank may change the oil recommended for a
particular environment.

2. When operating in an extremely cold environment, slowly rotate each hoists for one
minute to allow warmer oil from the tank to replace the cold oil in the lines and
warm the motors.

Lube S Page 7 of 7
 P.O. Box 840687, Houston, Texas 77284
Phone: 713 896 6500 Fax: 713 896 6611

12 September 2000

Erection and Installation Procedure

This procedure outlines the methods for the erection and installation of the crane on site. This
work should be carried out under the guidance of a SeaTrax service technician.

NOTE: Once the Initial Start-up and Commissioning Procedure has as been completed, the
hoists can be rotated to reeve the wire rope.

TOOLING
No special tools are required; all work can be completed using normal hand tools.

1.0 KINGPOST

1.1 Remove upper bearing block and thrust washer from loose gear. Grease Kingpost
vertical and horizontal surfaces where the upper bearing rides. Place upper bearing
block over Kingpost pin with the thrust bearing down.

1.2 Attach 2 tag lines to Kingpost at bull gear for stabilization during lift.

1.3 Lift Kingpost using two part sling attached to the lifting eyes atop the Kingpost.

1.4 Lower the Kingpost onto platform pedestal and set vertically true in the N-S and E-
W to " 2E. Ensuring the upper bearing is lined up with the boom cradle (the semi-
circular bearing guides should be to the sides).

1.5 Fully weld the interconnecting butt-weld and complete all necessary NDE.

2.0 GANTRY

2.1 Gently lay gantry back.

2.2 Attach upper landing platform to gantry, (bolts supplied).

2.3 Attach lower landing platform to gantry, (bolts supplied).

2.4 Attach main vertical ladder to upper/gantry, (bolts supplied).

2.5 Attach maintenance jib arm to gantry and secure (if equipped).

2.6 Attach main ladder extension to upperworks (N/A on 4220, 4224, and 6020 models).

2.7 Lift gantry using lifting eyes attached and position over the Upperworks assembly.

Erection Pro 42-80 Page 1 of 3

 2.8 Lower gantry onto matching Upperworks splice plates, Connect the two units
together using the bolts supplied (refer to Bolt Installation and Inspection Procedure
in Section C).

2.9 Tighten bolts hand tight, and then apply the required torque as specified in the table.

3.0 UPPERWORKS/GANTRY

3.1 Lower the Upperworks assembly over the Kingpost, aligning bearing with gantry
opening, and lower into position. Grease and install all lower bearing shoes (refer to
Swing Bearing System Replacement Procedure in Section C).

3.2 Lower all cables and air line through Kingpost and tie them off to keep them from
falling. Install cables and airline to collector bottom box.

3.3 Connect electrical/instrument cables to slip ring collector. Bolt slip-ring assembly to
top of Kingpost.

3.4 Attach external gantry air line (in loose gear box) to air swivel atop the collector
ring. Run the line with the cable channel down the gantry and attach to the line near
the boom winch.

3.5 At Kingpost base, connect electrical cables to junction boxes, airline to rig air, and
access ladder to upperworks.

4.0 BOOM SECTIONS

4.1 Bolt the sections of boom together as show in the general assembly. The AV@ on the
end of the boom section is always toward the boom point. Insert bolts with the head
toward the boom tip (do not lubricate). Install one hardened flat washer on the nut
side only. Use only the bolts supplied or bolts that conform to SeaTrax
Specifications for Large Diameter Nuts and Bolts (Section C). Torque to correct
value.

5.0 BOOM ASSEMBLY

5.1 Insert boom butt into boom connection plates in Upperworks. Insert boom foot pins.
Insert and tighten boom foot pin retaining bolts (Supplied).

5.2 Apply at least 6 shots of grease to each pin to grease bushing.

5.3 Connect hydraulic hoses to main/aux. winch as marked, ensuring hose is passed
through the carrier hoops provided. It is imperative dirt is kept from entering the
system.

5.4 Complete electrical connections for boom and gantry mounted equipment

At this point, the crane can be run in accordance with Initial Start-up & Commissioning
Procedure while the rope is reeved.

Erection Pro 42-80 Page 2 of 3

 6.0 RIGGING

See Section F, Rigging

7.0 ATTACHMENTS (See Section C, Initial Start-up and Commissioning Procedure)

7.1 Check wire rope anchors on all hoists.

7.2 Install slew gear(s) if not previously installed.

7.3 Connect all guards.

7.4 Complete all mechanical/hydraulic/electrical system connections.

7.5 Grease all bearings and sheaves (see Lubrication, Section D).

Attachments:
Initial Start-up and Commissioning Procedure (Section C)
Bolt Installation & Inspection Procedure (Section C)
Specification for Large Diameter Nuts & Bolts (Section C)
Swing Bearing System Replacement Procedure (Section C)
Wedge Sockets (Section C)
Rigging (Section F)
Reeving Diagrams (Section F)
Lubrication (Section D)

Erection Pro 42-80 Page 3 of 3

 P.O. Box 840687, Houston, Texas 77284
Phone: 713 896 6500 Fax: 713 896 6611

29 April 2000

Rigging
General

Wire rope is used as the final link in the transmission of power from the unit to the load. It
is just as much a part of the machine as the pumps, valves, and motors and requires the same
attention to lubrication and inspection as any other major part. Failure of the wire rope in
service endangers life and property. It also shuts the crane down immediately, and all work
is held up until a new rope can be ordered and installed. Therefore, it is essential to
immediately replace any rope showing signs of weakness that could lead to failure.

Wire rope manufactures have developed many different types of wire rope. Each type of
construction has some special advantages for particular applications. A wire rope of the
wrong type is dangerous and will not give satisfactory service. Replace a worn out rope
with the exact type and diameter recommended in the specifications listed in this section.
Also ensure that the rope is cut to specified length. A rope that is too long may be damaged
by over winding and too short a rope may pull out of its attachment with serious results.

Wire ropes are anchored on the hoist drum with two special “H” blocks. The opposite end
is anchored with a wire rope wedge sockets. After installing a wedge socket, apply the load
gradually and make sure the wedge is fully seated. The load will do the final tightening.

Lubrication of the wire rope is critical. Rust freezes the wire not allowing the strands to
move and give as they travel over the sheaves, thus causing strands to break. Additionally,
dry wires and strands rub together and prematurely destroy a rope due to abrasive wear.
Lubrication prevents both rust and abrasion.

The manufacturer lubricates wire ropes, but the protection must be maintained in the field.
Lubricant must penetrate to the inner core of the wire rope to get an oil film between all
strands. It can be applied hot or cold, depending on the exact type of lubricant. Refer to the
wire rope distributor or manufacturer to find the best lubricant and the best application
methods. The lubricant interval depends on the service and ambient conditions. The most
commonly used interval is 100 hours, but exposure to salt air may require more frequent
lubrication.

Rigging Standard Info Page 1 of 4

 Wire Rope Inspection

All wire ropes in active service should be visually inspected once every working day. A
thorough inspection of such ropes should be made at least once a month and date records
kept as to rope condition.

Any deterioration, resulting in appreciable loss of original strength should be carefully

examined and determination made as to whether further use of the rope would constitute a
safety hazard. The following conditions should be sufficient reason to question rope safety
and consider replacement.

• Corrosion.

• More than one broken wire in any one strand. Breaks occurring on crowns of outside
wires indicate normal deterioration. Breaks in valleys between strand indicate an
abnormal condition, possibly fatigue or breakage of other wires not readily visible.

• More than one broken wire near attached fittings.

• Heavy wear and/or broken wires in rope sections under sheaves where rope travel is
limited or at points of contact with saddles.

• Extensive abrasion, scrubbing, and peening of outside wires, pitting, kink damage or
other mechanical abuse causing distortion of rope structure.

• Sheaves, guards, guides, drums flanges, and other surfaces contacted by the rope during
operation should be inspected for conditions which are harmful to the rope.

Wire Rope Replacement

A fully comprehensive and precise set of rules cannot be given for determination of exact
time for rope replacement since many variable factors are involved. Safety in this respect
depends largely upon the use of good judgment by competent maintenance personnel in
evaluating remaining rope strength in a used rope after allowance for deterioration disclosed
by inspection.

According to API Recommended Practice 2D (API RP2D), wire rope should be retired if
any of the following conditions exist:

• Rotation resistant rope: Four randomly distributed broken wires in one rope lay, or two
broken wires in one strand in one rope lay. (Rope lay is the length along the rope in
which one strand makes a complete revolution around the rope.)

• Pendant lines: Three broken wires within one rope lay, or two broken wires at end
connection.

Rigging Standard Info Page 2 of 4

 • Abrasion, scrubbing, or peening causing wear of more than of the original diameter of
outside wires.

• Evidence of severe corrosion.

• Evidence of heat damage from any cause.

• Reduction from nominal diameter of more than:

• 3/64” (.047) for rope diameters through ¾”
• 1/16” (.062) for rope diameters 7/8” through 1 1/8”
• 3/32” (.093) for diameters 1 ” to 1 ”
Marked reduction in diameter indicates deterioration of the
core, resulting in lack of proper support for the load carrying
strands. Excessive rope stretch or elongation may also be an
indication of internal deterioration.

• Kinks, crushing, bird caging or any other damage resulting in

distortion of the rope structure.

• Noticeable rusting or development of broken wires in the

vicinity of attachments.

Boom hoist ropes should be inspected near dead end for breaks in
the heart of rope not visible from outside caused by vibrations.

When replacing ropes, do not weld ends to seize them as this can cause premature failure.
This is especially critical on the boom hoist dead end.

All rope should be of proper size, grade, and construction as recommended in following
pages of this manual.

When transferring wire rope from a storage reel to the crane drum, always reel in the same
direction. This will help the rope reeve smoothly onto the drum. It is also necessary to keep
tension on the rope at all times while reeving.

Rigging Standard Info Page 3 of 4

 Wire Rope Installation
NOTE: The easiest way to reeve all wire ropes is to run a 5/8” or larger hemp rope in place of
the wire rope (hemp does not stretch like nylon). Attach one end of the hemp rope to the end
of the wire rope and reeve the other end through the sheaves and run three wraps onto the
respective drum. Hold tension on hemp rope at drum while pulling on wire rope with hoist.
Reeve hemp around and off the drum (this is known as cat-heading).

1. Boom Rope Reeving:

A. Set reel of rope on a stand near the right side of the boom butt. Face the stand so the
rope can be pulled from the bottom of the reel towards the point.

B. Attach two shackels together and attach one to a lifting eye on the boom butt nearest
to the reel. Run the wire rope through the shackle and attach it to the hemp rope.
From here, the rope continues across the boom and under the far right sheave.
Reeve boom suspension as per reeving diagram. Make off winch dead end on side
plate of hoist drum with “H” blocks supplied.

C. Make off gantry end of suspension rope using the wedge socket supplied.

2. Main Rope Reeving:

A. NOTE: When reeving the main rope, it is important to have a reeving diagram
available, and know how many parts of line the crane should have. Reeve main line
wire rope through the anti-two block and the last point sheave (the sheave before it
goes to the hoist drum), and continue to the main hoist drum. Attach wire rope to
the drum with the “H” blocks supplied.

B. To keep tension on the wire rope during reeving, run the wire rope between two 6’
long boards (2 x 4 or similar), and tighten them against the rope with 2 “C” clamps.
Do this on the point side of one of the boom lacing boards. Slowly hoist the boards
against the boom lacing boards. Use the clamps on the 6’ boards to keep tension on
the rope as it reeves onto the drum.

C. Leave enough rope at the point to run it through the main block, anti-two block, and
point sheaves for the appropriate number of falls. Refer to the reeving diagram for
the correct reeving pattern.

D. Run the end of the wire rope through the point towards the attachment point.

E. Use wedge socket supplied to make the dead end. NOTE: Connect MIPEG load
sensing plate, if fitted, to the wedge socket, and dead end post to tension link plates
with tension link pin. Now attach load sensor to link plates with link pin.

3. Whip Line Reeving:

A. Reeve whip line wire rope over jib sheave, load sensor sheave (if equipped),
point sheave, and onto aux. drum. Keep tension on the rope as described in 2B.

B. Slide headache ball (small end first) onto aux. rope. Attach the wedge socket
and stinger line. Bolt headache ball over wedge socket.

Rigging Standard Info Page 4 of 4

 P.O. Box 840687, Houston, Texas 77284
Phone: 713 896 6500 Fax: 713 896 6611

Wire Rope Specifications

Transocean / Sedco Forex
Rig 135
Crane Nos. 4289 and 4290
120’ Boom
The following is a listing of the ropes that were furnished with the crane. When replacing
the ropes, use the same type that was originally installed.

Before changing to another type or style of rope, contact the SeaTrax factory to verify that
the substitute rope is compatible with the application.

Wire Rope Specification (4 Falls):

Size and Type Minimum Breaking Length (Ft.)

Strength (Lbs.)
Load Hoist Rope:
7/8" dia. D34LR 105,820 1,286

Auxiliary Hoist Rope:

¾" dia. D34LR 77,600 427

Boom Hoist Rope:

¾@ dia. QS 816V 75,300 1,388

Wire Rope Specifications 4289 Page 1 of 1

 P.O. Box 840687, Houston, Texas 77284
Phone: 713 896 6500 Fax: 713 896 6611

Boom and Auxiliary Hoist Reeving

Reeving Diagrams LH Cab Page 1 of 2

 P.O. Box 840687, Houston, Texas 77284
Phone: 713 896 6500 Fax: 713 896 6611

Main Hoist Reeving

Reeving Diagrams LH Cab Page 2 of 2

 P.O. Box 840687, Houston, Texas 77284
Phone: 713 896 6500 Fax: 713 896 6611

March 14, 1997

Commentary on Load Testing Procedures

There has been quite a bit of confusion within the offshore crane industry concerning lifting
requirements for marine crane load tests, particularly those being performed in conjunction
with the initial installation of new crane equipment.

Surveyors and / or representatives of various certifying authorities have, on occasion, mis-

interpreted lifting requirements and insisted on performing tests in excess of the cranes
capability in one of the following ways:

• Requiring a 133% X SWL overload test. It is true that the design criteria of cranes
meeting the below listed specifications are 133% of SWL. However, this does not mean
that the crane must ever be field load tested to that limit

• Requiring that a 125% X SWL overload test be performed with no regard to the actual
lifting capacity of the crane when limited by the hoisting mechanism. There often has
been no distinction or even understanding on the part of surveyors of the difference
between structural limits and actual lifting capacities.

The certifying agencies and specifications that address load testing requirements for offshore
structures, MODUS and marine vessels (ships, TLP’s), etc. where “offshore cranes” are
typically installed are:

• (USCG) CFR 46, Chapter 1 Section 107.259 & 107.260. - Crane Certification.

• API Spec. RP2D, Third Edition dated June 1, 1995 Recommended Practice for Operation
and Maintenance of Offshore Cranes, Appendix E - Commentary on Load Testing.

• ABS Guide for Certification of Crane dated 1991, Section 5 Part 5.3.1 - Test Loads

• DNV Rules for Certification of Lifting Appliances dated 1994, Section 6, Part B 300 -
Test Loads.

• LLOYD’S REGISTER OF SHIPPING Code For Lifting Appliances in a Marine

Environment dated January 1987, Chapter 9 section 9.1.5 & 6 - Testing of Derricks and
Cranes.

Commentary on Load Testing3.doc Page 1 of 2

 No matter which certifying authority takes precedent the object of performing a load test is
basically twofold:

1. Test the crane’s STRUCTURE to 125%, 110% or 100% + 10,000 lbs. depending on
the rating of the crane at the radius the crane is to be tested.

2. Test the HOISTING MECHANISMS to 100%.

All certifying authorities require structural test loads as follows:

Safe Working Load (SWL) of Crane Test Load in Tons

Up to 20 tons SWL X 1.25
Exceeding 20 tons but not exceeding 50 tons SWL + 5 tons
Exceeding 50 tons SWL X 1.1

No certifying authority requires structural load testing in excess of 125% of SWL or testing of the
hoisting mechanisms in excess of 100% of their rated capacity.

Surveyors and / or representatives of the above referenced certifying agencies have repeatedly
mis-interpreted STRUCTURAL CAPACITY with HOIST LIFTING CAPACITY. In many
cases the Safe Working Load (SWL) of a crane at close radii is limited by the hoisting
mechanism. Inspectors frequently request that the crane be tested in excess of the highest
capacity on the load chart, which obviously cannot be done if the hoisting mechanism is the
limiting factor.

There are varying degrees of reference to actual test weight requirements depending on the
certifying authority taking precedence. Basically they are summarized as follows:

• API and the USCG recognize attaching the hoisting system to the deck with an in-line
dynamometer as a suitable means for load testing while ABS, DNV and Lloyd’s does not.

• Using “Moveable known weights” does not mean the weights themselves have to be
certified so long as a recently calibrated (within 12 months) dynamometer is used to verify
the actual test load being applied.

• ABS, DNV, and Lloyd’s require hoisting, booming, and slewing of the test load while API
and USCG do not.

• All certifying authorities require test loads as indicated in the table above,

Commentary on Load Testing3.doc Page 2 of 2

 P.O. Box 840687, Houston, Texas 77284
Phone: 713 896 6500 Fax: 713 896 6611

March 13, 1997

SeaTrax Standard Load Test Procedures

(Suspended Weight Method)
There are other steps involved prior to and after performing the actual lifting phase. All
qualified personnel performing or overseeing a load test should be completely familiar with the
above referenced API Spec, particularly Appendix E - Commentary on Load Testing and be
knowledgeable in the reading and interpretation of crane load rating charts.

MAIN HOIST:

Lift 100% of rated load for the main hoist at any desired radius and boom out to a radius that
will overload the crane’s rating by:
• 25% for main hoist load ratings up to 40,000 lbs.
• 10,000 lbs for main hoist load ratings of 40,000 lbs to 100,000 lbs.
• 10% for main hoist load ratings over 100,000 lbs.

Record the Following:

1. Actual Test Weight
2. Actual Maximum Test Radius
3. Crane’s Load Rating at Maximum Test Radius
4. Indicated Load (If crane equipped with a SLI )
5. Hydraulic Pressure Required to Lift the Load

AUXILIARY HOIST:

Lift 100% of rated load for the auxiliary hoist and boom out to any radius up to but not
exceeding that which will overload the crane’s rating (if possible) by:
• 25% for cranes with auxiliary hoist load ratings up to 40,000 lbs.
• 10,000 lbs for cranes with auxiliary hoist load ratings of 40,000 lbs to 100,000 lbs.
• 10% for cranes with auxiliary hoist load ratings over 100,000 lbs.

Record the Following:

1. Actual Test Weight
2. Actual Maximum Test Radius
3. Crane’s Auxiliary Load Rating at Maximum Test Radius
4. Indicated Load (If equipped with a SLI )
5. Hydraulic Pressure Required to Lift the Load

Load Test Procedures.doc Page 1 of 2

 AUXILIARY HOIST (Optional)

Position the boom at such an angle so that the desired overload of the auxiliary rated load will
not overload the crane’s structural capacity. Attach the desired overload onto the auxiliary hoist
and take all slack out of the hoist line. DO NOT RAISE THE LOAD WITH THE
AUXILIARY HOIST. Lift the load until fully suspended by the crane by raising the boom.

Record the Following:

1. Actual Test Weight
2. Actual Maximum Test Radius
3. Crane’s Auxiliary Load Rating at Maximum Test Radius

Load Test Procedures.doc Page 2 of 2

 P.O. Box 840687, Houston, Texas 77284
Phone: 713 896 6500 Fax: 713 896 6611
Rev-1, 30 June 2000

Standard Functional & Load Test Procedure / Report

General Information

Client: Test Date:

P.O. Number: Model Number:
Project: Serial Number:
Customer Tag No. Boom Length:
SDRL Code: Doc. No.:

All testing shall be completed under the guidance of a qualified SeaTrax representative and in
accordance with SeaTrax safety standards.
Complete each section and record all information where applicable. If required record
comments / punch list items on page 4. Note: sections can be run concurrently if required.

Demonstrate Primary Crane Operations

Main &Auxiliary Hoist SeaTrax Customer

Functional Operation Initial Initial
Lower main block to ground
Hoist block into two-block frame
Demonstrate anti two-block function
Lower auxiliary hoist ball to ground
Hoist auxiliary ball into boom tip
Demonstrate anti two-block function

Record Full Speed R.P.M. R.P.M. SeaTrax Initial Customer Initial

Main Hoist Drum
Auxiliary Hoist Drum
Boom Hoist Drum
Swing Full Circle

STDFM-30 Standard Load Test Page 1 of 4

 P.O. Box 840687, Houston, Texas 77284
Phone: 713 896 6500 Fax: 713 896 6611
Rev-1, 30 June 2000

Demonstrate Primary Crane Operations Cont.

Boom (Luffing) Hoist SeaTrax Customer

Functional Operation Initial Initial
Boom up @ full speed and demonstrate high angle kick-out
Boom down @ full speed and demonstrate low angle kick-out
Engage Boom Dog and demonstrate function

Swing (Slew) Mechanism SeaTrax Customer

Functional Operation Initial Initial
Swing 360 deg. To the right, then free swing.
Swing 360 deg. To the left, then free swing.
Demonstrate foot brake
Demonstrate swing lock (parking brake)
Demonstrate cross over relief valves

SeaTrax Customer
Engine Functional Tests Record
Initial Initial
Engine Stop (normal)
Engine Stop (emergency)
Engine alarm, on low oil pressure

Verify Radius Indicators

Measured Mechanical Safe Load SeaTrax Customer

Radius Indicator Indicator Initial Initial
Minimum

Maximum

STDFM-30 Standard Load Test Page 2 of 4

 P.O. Box 840687, Houston, Texas 77284
Phone: 713 896 6500 Fax: 713 896 6611
Rev-1, 30 June 2000

Lifting Operations Test Records

(Overload tests will be 1.33 times rated capacity) (Rev. 1)
SeaTrax Customer
Hoist Aux. #1 Aux. #2 Main #1 Main #2 Main #3
Initial Initial
Test Radius
Rated Load (lbs.)
Test Load (lbs.)
% Overload
Hoist psi. Up
Hoist psi. Down
Luff psi. Up
Luff psi. Down
Slew psi. Right
Slew psi. Left

SeaTrax Customer
Air Start Test No.1 Record
Initial Initial
Tank Capacity (Gals) N/A
Gauge Pressure (Cab)
Number of Starts

SeaTrax Customer
Air Start Test No.2 Record
Initial Initial
Tank Capacity (Gals) N/A
Gauge Pressure (Cab)
Starter Turn-Over Time.

STDFM-30 Standard Load Test Page 3 of 4

 P.O. Box 840687, Houston, Texas 77284
Phone: 713 896 6500 Fax: 713 896 6611
Rev-1, 30 June 2000

Demonstrate Customer Specified Options

SeaTrax Customer
Optional Feature
Initial Initial
Boom Tip, Warning Light
Gantry warning light
Boom Tip, Flood Lights
Slip Ring Heater
Upper Bearing light
Engine House lights
Rear Deck Light
Air Conditioning
Cab Light
Load Indicator System (Martin Decker, Mipeg, Wylie etc.)
Upper windshield wiper
Lower windshield wiper
Horn (steady)
Horn (intermittent)
Fuel Level Indicator

Customer Comments:

Witnessed and Accepted (subject to above comments)

SeaTrax Representative: Date:
Customer Representative: Date:

STDFM-30 Standard Load Test Page 4 of 4

 Transocean /Sedco Forex
Project: Rig 135D
SeaTrax Quotation Number 9901116
Monarch Model 4228 Marine Crane, 120 ft Boom.
SeaTrax Serial Number 4289 & 4290
BILL OF MATERIALS

March 16th 2000 (Rev Ñ As Built, 12 Sept. 00)

Item Qty Part no. Description

Kingpost

1 1 TP2048 Kingpost Weldment 4228 with Drip Pan

Upperworks Weldment

1 1 TU20xx Upperworks Weldment

1 TU3007 Turntable Weldment

1 TU3014 Slew Mounting Ring

1 TU4022 Engine House Weldment

1 TU5013 Cab wing deck Weldment

1 TU7048 Tank Weldment…………………………………………..Ï

1 TD6015 Hydraulic Cabinet Weldment, w/doors

6 60059 Door Hinge

1 TD6014 Hydraulic Hose Cabinet

1 TB2003 Boom Hoist Frame Weldment

1 TU9083 Boom kickout assembly, mounting plate.

1 TU9146 Tank Handrails

4289BOM Page1
 Upperworks: Cab Assembly

1 1 TD1001 Cab mounting details Assy.

4 20030 Vibration Isolator, Upper half

4 20031 Vibration Isolator, Lower half

2 1 TD2031 Cab Weldment

3 1 TD5021 Cab door Weldment

20' 80032 Gasket, closed cell

4 1 TD5020 Door hinge installation Assy.

3 60059 Door Hinge

5 1 TD1008 Door handle assy.

1 20048 Outside door handle

1 20050 Inside door handle, R.H.

6 1 TD2026 Cab Mod. For Air Conditioner

7 1 TD2013 Lower Cover Plate, Cab Floor

8 1 TD2017 Upper Cover Plate, Cab Seat

9 1 TD2012 Cab window grating

10 1 Purch Window, front, Pivoted

11 2 Purch Window, side, Pivoted

12 1 20045 Window set, fixed: includes upper and lower windows, small side
windows, and gasket set.

13 1 TH1009 Joystick panel, left hand

14 1 TH1011 Joystick panel, right hand

15 1 TD4017 Main/Aux Joystick Mounting Bracket, (KAB Seat)

16 1 20072 Seat, joystick, (KAB Seat)

17 1 20018 Foot pedal, Throttle

18 1 20107 27' Throttle Cable.

4289BOM Page2
19 2 20012 Cable clevis

20 1 40015 Brake pedal actuator (hyd. schematic)

21 1 20042 Cable, ratchet and pawl, 12 ft.

22 2 20040 T Handle, black for Ratchet and Pawl.

23 1 20039 T Handle, Red for Emergency Kill

24 1 20046 T Handle, Black for Engine Kill

25 2 20090 31' Kill cable

26 1 TD4001 Console box

1 20021 Hinge, console

A/R Comm. Rivets x 3/16”

27 1 4289K Cover, console box

28 1 50052 Tachometer

29 1 50016 Mechanical oil pressure gage

1 50076 Retainer for oil pressure gage

30 2 50065 Water / Hyd oil temp. gage

31 1 TD3003 Valve Mounting Bracket

32 1 See Hyd. High Speed Selector Valve…………………………….Ï

33 1 Assy. Cab Insulation Package

A/R Comm. Clips

A/R Comm. Domes

34 1 Assy. Rating Chart

35 1 TH5011 API 2C Name Plate

1 TH5022 Emergency Hoist Brake Name Plate

8 Purch. #4 x 5/16”lg. Round Head T-U Drivescrew, 18-8 Stainless

36 1 TU9098 Handrails, Cab Wing Deck

4289BOM Page3
37 1 purch. Safety Gate R.H. (Rear Deck)

38 1 95008 20# ABC Type Fire Extinguisher………………………….Ï

39 1 95009 Bracket, Fire Extinguisher, USCG approved……………...Ï

Upperworks: Valve Cabinet

1 See Upper Valve Cabinet Doors, ref. TD6015

Weldment

TD5020 Door Hinge Installation Assy.

2 1 TD5009 Door Handle Assy.

Upperworks: Swing Area

1 2 TA1004-1 Shaft, boom butt

2 1 TF2011 Gear, 9 tooth

3 1 TF3005 Retainer, gear

4 2 60013 Jacking bolt

5 1 20037 Reducer, swing, S10

3 80030 “O” ring, SAE C

6 1 20078 Planetary Pancake Gearbox,

7 12 Purch. Cap Screw ¾-10 x 2½

lg, c/w Lockwasher

2 purch. Plugs ½ NPT

8 1 TC8004 Lube Oil Reservoir

9 1 40119 Breather

Upperworks: Boom Hoist

1 1 TB1002 Boom hoist assembly Ñ

1 TB3002 Drum Weldment with ratchet

2 TB8005 Drum anchor, ¾”

4289BOM Page4
2 1 TB6008 Boom Hoist Guard

3 2 40062 1" NPT Ball Valve 600# brass body s/s ball, Lever operated.

Upperworks: Prime Mover

1 1 Spec# 104 Engine, Cat 3306DITA 265 Bhp @ 2100 rpm, EPA & CARB
w/eng. Engine Hi-Lo alarm, Overspeed shutdown

2 4 20130 Vibration mount

3 1 20110 Pump drive adapter, sae 1

4 2 40043 Flexmaster joint 2½" pipe size(hyd. Schematic)

5 1 40076 Flexmaster joint 1¼" pipe size (hyd. Schematic)

6 1 TD1007 Door Handle Assy. (L.H.)

7 1 TD1008 Door Handle Assy. (R.H.)

8 1 TU9071 Engine Intake Louvers

9 1 Purch. Safety Gate

Gantry 4228

1 1 TG2070 Gantry Weldment, 4228 (Spring Stop)…………………………Ï

TG1001 Boom Stop Shock Assy

2 1 TA1079 Shaft, 17" gantry

3 5 TA1001 Sheave assembly, 17"

AR TA1001-2 Thrust Washers for 17” Sheave

4 1 TA9002 Sheave Guard

5 1 TF2001-1 Upper bearing cover

6 8 60007 Capscrew, 1¼-7 unc x 3" lg. (Cover) ASTM A 354 Grade BD Galv.
(w/anti-seize)

7 8 60008 Flatwasher, 1 ¼" ASTM F 436, Galv.

8 2 60065 Jacking bolt (w/anti-seize)

4289BOM Page5
9 2 60013 Jacking bolt (w/anti-seize)

Boom Base Assembly

1 1 TL3011 Boom base Weldment

2 1 TL5004 Radius indicator, 120' boom

1 TL5016 Pointer, Radius Indicator

3 2 TL9002 Boom butt bushing

4 1 TB1005 Load hoist assembly 250/125 Ñ

1 TB3003 Hoist Drum Weldment, 250 (Main)

1 TB3001 Hoist Drum Weldment, 125 (Aux)

1 TB8002 Cable Clamp,

1 TB8005 Cable Clamp, ¾

1 TC5016 Main/Aux Case Drain Manifold

5 1 TL1021 Rubbing Board set (Plastic)

6 4 Purch. 1"-8 unc x 6½lg, ASTM A 354 Grade BD Hex HD, Galv.

7 4 Purch. 1"-8 unc Nut ASTM A 194 Grade 2H Heavy Hex, Galv.

8 4 Purch. 1" Flat washer, ASTM F 436, Hardened, Galv.

9 4 Purch. 1" Lock washer, Gr.8

Boom Extensions

1 4 TL4015 20' Boom insert

2 4 TL1021 Rubbing Board set (Plastic)

Boom Point Assembly

1 1 TL2038 Boom Point Weldment (Cont. Reeve)

2 1 TL8001 Anti-two block frame

4289BOM Page6
3 1 TL9001 Anti-two block Spacer

4 5 TA1002 Sheave assembly, 20" (Load)

AR TA1002-2 Thrust Washer for 20” Sheave

5 1 TA1002-3 Shaft, 20" boom point (Load)

6 6 TA1001 Sheave assembly, 17" (Susp/Aux)

AR TA1001-2 Thrust Washer for 17” Sheave

7 1 TA1001-3 Shaft, 17" (Boom Point Susp)

8 1 4283C Jib, boom point…………………………………..Ð

9 1 TA1001-6 Shaft, 17" fast line, (Aux)

Loose Gear

1 8 TF8000 Lower shoe assembly

2 1,388' Boom hoist rope, ¾" dia., QS 816V, Min break 75.3Kips

3 1,286' Load hoist rope, ” dia., D34LR, Min break 105.82 Kips…..Ï

4 427' Aux. Hoist rope, ¾"dia. D34LR, Min break 77.6Kips……...Ï

5 1 TA1054 Load block assy, 35 ton……………………….Ï

6 1 10009 Wedge socket, rope, ” (Main)

1 TA2061-5 Retainer Pin with Jam Nut & Cotter Pin……………………Ð

7 2 10006 Rope clevis, ”

8 1 10041 Wedge socket, rope, ¾". (Suspension)

1 TA2061-5 Retainer Pin with Jam Nut & Cotter Pin……………….…...Ð

9 2 10005 Rope clevis, ¾"

10 1 TA3074 Overhaul Ball Assembly for ” wire rope. (Static Load Capacity
7.5 Tonnes) (Personnel Capacity Rating 1.875Tonnes……Ï

1 10032 8½ Ton Hook……………………………………Ï

4289BOM Page7
11 1 TF1000 Upper Bearing Assy.

12 40 60010 Bolt 1"-8 unc x 4¼" lg. ASTM A 354 Grade BD Hex HD, Galv.
8 Per boom section, Ñ

13 32 60011 Nut, 1"-8 unc, ASTM A 194 Grade 2H Heavy Hex, Galv. Ñ

14 32 60008 Flat washer, 1" ASTM F 436, Galv. Ñ

15 16 Purch. Bolt 1½” - 6unc x 6½”lg ASTM A 354 Grade BD Hex HD, Galv.
(Turntable to Gantry, Install Dry)

16 16 Purch. Nut 1½”,ASTM A 194 Grade 2H Heavy Hex, Galv.

17 16 Purch. Flat washer 1½”, ASTM F 436,Galv.

18 1 TG4030 Lower landing

19 1 TG4029 Upper landing

20 2 purch. Safety Gate (Gantry Landings)

21 1 TG5070 Main vertical ladder……………………………………….Ï

22 1 TG5074 Lower Access Ladder…………..…………………………Ï

22 1 TU9051 Engine House Ladder

23 1 TU9100 Engine House Front Platform

24 1 TU9069 Roof Hatch Weldment

25 1 TU9048 Roof Vent Weldment

26 1 TU9074 Muffler Assembly

27 1 TU9075 Engine House Roof Handrails

28 1 TU9070 Slew Guard

29 2 TA5006 Link Plates………………………………………………Ð

30 1 TA2061-4 (Sensor) Retainer Pin with Jam Nut & Cotter Pin………Ð

31 1 TA2061-7 (Dead end) Retainer Pin with Jam Nut & Cotter Pin……Ð

32

33 16 TL9081 Catwalk Top Support Bracket…………………………Ï

4289BOM Page8
 32 purch Bolt, ” x 7”lg. Grade 5………………….…………….Ï

32 purch Flat Washer ”…………………………………………Ï

32 purch Locknut ”-11 Hex…………………………………….Ï

34 1 TL9082 Dead End Anchor Plate………………………………..Ï

35 2 purch ” Turnbuckle……………………………….………..Ï

36 110’ purch 5/16” S/S Wire Rope………………………….……….Ï

4 purch 5/16” S/S Cable Clamp…………………………………Ï

37 1 95010 Full Body Safety Harness………………………………Ï

38 1 95011 6ft Shock Absorbing Lanyard…………..……….……..Ï

Part numbers in bold indicate assembly. If items listed directly after this number have no
item number , they are the parts for this assembly. If no parts listed, then you must look at
the drawing of this number for its parts.
See Hydraulic, Electrical and Pneumatic systems for Bill of Materials.

4289BOM Page9
 P.O. Box 840687, Houston, Texas 77284
Phone: 713 896 6500 Fax: 713 896 6611

28 April 1999

SeaTrax Air Conditioner

Designed for Marine Environments

Part No. 30079

Service and Replacement Instructions

30079 AC.doc Page 1 of 24

 P.O. Box 840687, Houston, Texas 77284
Phone: 713 896 6500 Fax: 713 896 6611

Specifications
BTU Capacity Cooling 13,500
(British Thermal Units) Heating 5,600

Electrical Rating 120 VAC, 60 Hz, Single Phase

Amps at Full Load Compressor 12.1

Cooling Fan Motor 2.8 Low, 3.1 High
(Standard Conditions) Total 14.9 – 15.2

Amps Heating 16.1 (Single Fan Speed only)

Watts Cooling 1,650

(95E Outdoors)

Watts Cooling 2,100

(115E Outdoors)

Watts Heating 1,900

Thermostat Temperature Cooling 61E ("5E)

Range Heating 85E ("5E)

Metering Device Capillary Tube

Refrigerant Charge 17.5 oz.

Air Delivery CFM 330 (High)

(Cubic Feet per Minute)

Unit Weight 105 lbs.

NOTES:
Use circuit breaker rated at 20 amps.

Supply wires 12 AWG minimum copper only.

30079 AC.doc Page 2 of 24

 P.O. Box 840687, Houston, Texas 77284
Phone: 713 896 6500 Fax: 713 896 6611

Air Conditioner Replacement

WARNING – SHOCK HAZARD

To prevent the possibility of severe personal injury or equipment damage due to
electrical shock, always ensure the electrical power to the unit has been switched off at
the breaker panel.

1. Double check the power has been switched off at the breaker box.

2. Remove knobs from the front of the unit. Support the plastic housing with one hand while
the two screws with the other. Gently remove the cover by lowering the rear of the cover
and sliding it forward over the controls. Set the cover away from the work area.

3. Remove the screw holding the electrical box cover. Disconnect the black, white, and green
(or bare copper) wires. Loosen the strain relief clamp, or wire gland, and remove supply
wires from box.

4. Disconnect the heater wire.

5. Remove the four screws holding the main access cover.

6. Remove the four screws from the metal flange holding the metal ductwork.

7. Remove the four hex head bolts holding the base plate to the outer unit (these bolts are very
long).

8. Disconnect the wires to the base plate and set it out of the way.

9. On top of the cab, disconnect any drain hoses (if equipped) from the gasket tubes.

10. The unit is now ready for removal.

If the unit is being replaced and not repaired, retain the foam gasket attached to the
bottom of the outside unit. This gasket has built-in drain tubes which do not come with
the new unit.

Reverse these instructions for unit reinstallation.

30079 AC.doc Page 3 of 24

 P.O. Box 840687, Houston, Texas 77284
Phone: 713 896 6500 Fax: 713 896 6611

Table of Contents

Basic components, functions, and refrigeration system diagram.

I. Refrigeration Circuit 5

II. Air Handling Circuit 7

III. Electrical Power Circuits 7

IV. Tools and Equipment 12

V. Service Problems and Solutions 16

VI. Typical Wiring Diagram 23

VII. Refrigeration System Diagram 24

30079 AC.doc Page 4 of 24

 P.O. Box 840687, Houston, Texas 77284
Phone: 713 896 6500 Fax: 713 896 6611

BASIC COMPONENTS AND THEIR FUNCTIONS

I. REFRIGERANT CIRCUIT Again unburned R-22 is not a deadly gas, so by

using reasonable safety precautions, it will not
harm the service technician.
1. Refrigerant Charge
In addition to being almost non-toxic, R-22 is
The systems covered by this service manual all
nonflammable, non-explosive, non-corrosive
use a refrigerant called
and missable (mixable) with oil. It also has a
monochloroclifluoromethane (better known as
rather high latent heat value. This means that is
R-22).
must absorb a large amount of heat per lb. to
vaporize or change from a liquid to a vapor;
We know that R-22 is not a deadly gas because
and it must give up a large amount of heat per
many of us have breathed it many times and we
lb. to condense or change from a vapor to a
are still living. But, nobody has said that R-22
liquid.
is completely safe to breathe; so, a wise service
technician will always keep a work space well
ventilated if R-22 can escape into the air. If R- 2. High and Low Sides
22 is raised to a high temperature in the
presence of water (which always exists in the It is customary for air conditioning technicians
atmosphere), it definitely does become a toxic to use the terms high side and low side. In
gas by changing from virtually harmless R-22 doing so, we refer to the parts of the
to phosgene and hydrochloric and hydrofluoric refrigeration circuit which, when the system is
acids. So, if R-22 in the air is exposed to a running, contain high pressure refrigerant (high
welding or soldering torch flame, burning water side) and low pressure refrigerant (low side).
heater burner, burning furnace burner, etc., be The high side of these systems exists from the
sure to avoid breathing it. discharge port of the compressor to the
capillary (cap) tube. The low side is from the
The temperature at which R-22 changes to cap tube to the compressor cylinders. The
toxic gases and acids varies with the amount or dividing points then are the cap tube and
concentration of water present: the greater the compressor cylinders.
concentration of water, the lower the
temperature and vice versa. High temperatures The high side pressure is also referred to as
normally exist inside a refrigeration circuit, so head pressure or condensing pressure, and the
we must keep the circuit as absolutely dry as low side pressure is also referred to as suction
possible to prevent the formation of destructive pressure or evaporator pressure.
acids.
It is impossible to state the exact pressures that
Liquid R-22 In the atmosphere will always be will exist in the high side or low side because
at about -41°. Therefore, always wear safety those pressures will both vary with different
glasses when working with R-22. temperature and humidity conditions both
inside and outside the crane.

30079 AC.doc Page 5 of 24

3. Capillary Tube (Cap Tube) superheated) could cause serious mechanical
damage to the compressor.
Refrigerant enters the cap tube from the
condenser as a warm high pressure liquid. As 5. Suction Line
refrigerant flows through the small diameter
cap tube, the pressure drops rather rapidly. As The suction line is the tube that carries the
pressure drops, a tiny amount of the liquid, superheated vapor refrigerant from the
refrigerant will vaporize. This vaporization evaporator to the compressor.
requires heat which must come from the liquid
refrigerant itself thus the liquid temperature is 6. Compressor
constantly lowered as it passes through the cap
tube. As refrigerant leaves the cap tube, it is The compressor is called a hermetic
still mostly liquid; however, a small portion has compressor, which means that it is completely
changed to a vapor called flash gas. When sealed (welded together). Therefore, it is not
liquid refrigerant passes from the cap tube to internally field serviceable. Inside the
the evaporator, it is at low side pressure and compressor housing are basically:
will therefore, vaporize at low temperature as it
• An electric motor to drive the compressor.
picks up heat from the air being conditioned.
• A pump designed to pump superheated
4. Evaporator Coil vapor.
The purpose of the finned evaporator coil is to • A supply of special refrigeration oil. A
transfer the heat from the warm and moist small portion of the oil will circulate out
indoor air to the cold low pressure refrigerant. through the system with the refrigerant, but
will constantly return to the compressor
As heat leaves the air, air temperature drops with the refrigerant, so the compressor will
and some of the moisture in the air condenses not run out of oil.
from a vapor to a liquid. Liquid water
(condensate) is routed away from the A/C 7. Discharge Line
through drain lines on the cab roof. As heat
enters the refrigerant in the evaporator, it The discharge line carries refrigerant out of the
causes refrigerant to evaporate (change from a compressor and to the condenser coil.
liquid to a vapor). Thus the name - evaporator. Remember, as refrigerant entered the
compressor, it was superheated vapor. As the
Refrigerant remains near a constant compressor works on the refrigerant, it adds
temperature (called evaporator temperature or more heat and also compresses the refrigerant
low side saturation temperature) in the into a smaller space. Therefore, refrigerant
evaporator as long as there are both liquid and leaves the compressor highly superheated. If
vapor together. However, near the outlet of the the discharge line is hot to the touch (burns),
evaporator coil, all the liquid has boiled don't be surprised, it should be.
(evaporated away) and from there on,
temperature of the vapor rises (becomes
superheated). The vapor must be superheated
8. Condenser Coil
because it is headed down the suction line to
The purpose of the finned condenser coil is to
the compressor and the compressor can only
transfer heat from the high-pressure refrigerant
pump superheated vapor. Any vapor (which
to the outdoor air. As the outdoor air passes
might be present if the vapor were not
over the coil, the heat transfer will cause the air
temperature to rise. Thus the condenser
30079 AC.doc Page 6 of 24
discharge air will be several degrees warmer around, or by-pass them, and carry dust, lint,
than the air entering the condenser. etc. to the evaporator. To clean an evaporator
that has not been properly protected by its
As refrigerant passes through the first few tubes filter, the entire unit must be removed from the
of the condenser, its temperature will lower, or crane and the coil cleaned with special
de-superheat. After refrigerant is de- detergent and water.
superheated, it will begin to condense or
change from a vapor to a liquid and will remain III. ELECTRIC POWER
at a near constant temperature through most all CIRCUITS
the remainder of the coil. This temperature is
called the condensing temperature or high side
1. Safety
saturation temperature, and will always be
higher than the condenser entering air
Voltage (electrical pressure), either high or
temperature.
low, will not hurt you. It is the current through
vital parts of your body that does the damage,
Near the bottom of the condenser, the
and under the right conditions, 120 volts is
refrigerant will condense to a liquid. From
enough to drive a deadly dose of current
there on, temperature will drop to near the
(amperes) through your body. Another
outdoor air temperature. After refrigerant
imminent danger from electric shocks, in
temperature drops below condensing or
addition to electrocution, is reaction. An
saturation temperature, we call its condition
electrical shock causes uncontrollable muscular
sub-cooled liquid.
contractions that can cause further injuries.
During all three condenser processes (de-
Remember that electricity can be very
superheating, condensing, and sub-cooling),
dangerous, but you can safely work with it. In
refrigerant gives up heat, but most heat is given
order to be safe, you must know what you are
up during the condensing process.
doing. You must work deliberately and
carefully. You must think safety before each
II. AIR HANDLING CIRCUITS move.

1. Motors and Fans THINK SAFETY

One motor actuates both the condenser air fan 2. Power Supply
and evaporator air blower. The condenser
(outdoor) fan is an axial flow (propeller) type A. Wire Size
and the evaporator (indoor) fan or blower is a The air conditioner power supply must come
centrifugal (squirrel cage) type. through a circuit breaker or time delay fuse.
The power supply must be 20 amperes and 12
2. Filters AWG wire minimum. Any size larger at any
time may be used and should be used it the
The non-allergic natural filters should always length of the wire is over 32 feet.
be in place when the system is running. More
important than their purpose of cleaning the air B. Color Code
in the living space is the protection the filters Electric power from the electric service panel
give the evaporator coil. Without liners, a wet should be delivered through a 3-conductor
evaporator coil will quickly clog, not allowing cable and the Service Technician should check
adequate air to pass through. Install filters to
completely fill the filter rack so no air can flow

30079 AC.doc Page 7 of 24

to ensure the color code is correct. The There are, however, some motor generators on
electrician probably installed the cable with the which both the current carrying leads are
colors according to code, but don't bet your life insulated from the ground. That is to say; there
on it. is no grounded neutral, so there will be 120
volts between the black and white leads, but
• The wire with black insulation is the hot there will be 0 volts between either lead and
wire. There should be 120 volts between it ground.
and either of the other wires. All switches,
fuses, circuit breakers, disconnects, etc. WARNING: The service technician must
should be in this line. keep in mind when checking to make sure the
power is turned off. Check only between the
• The wire with the white insulation is the (black - hot) lead and the neutral (white) lead.
neutral. There should be 120 between the
neutral and the hot (black) wire, but there 4. Selector Switch
should be 0 volts between the neutral and
the ground (the green wire or the frame of The selector switch is mounted on the left side
the air conditioner). There must be no of the interior ceiling assembly. The selector
switches, fuses, disconnects, etc. of any switch allows the unit operation on high to low
kind in the neutral wire. blower only, or high to low blower with
compressor operation for cooling. On heating
• The third wire may be covered with green and cooling models, the selector switch can
insulation or it may be a bare metal wire. It also switch in the electric heater at low blower
is the ground wire. There must be 120 volts operation only.
between this wire and the hot (black) wire
and 0 volts between it and the neutral 5. Thermostat (Mechanical Rotary)
(while) wire. The ground wire must be
securely fastened to the air conditioner The thermostat (temperature controller) is
cabinet. A ground screw is provided for mounted on the right side of the interior ceiling
this purpose. assembly. The thermostat controls the on-off
cycle of the compressor when the selector
C Voltage switch is in the cooling position, and the on-off
cycle of the electric heater when the selector
Voltage (electrical pressure) at the unit should switch is in the heating position. The
be 120 volts and all electrical components will thermostat is actuated by sensing the
perform best at the correct voltage. However, temperature of the return air through the vent
voltage will vary and the air conditioning where the bulb is located.
system will perform satisfactorily within "10%
of the rated voltage. Therefore, the voltage has 6. Compressor Motor
to be between 103.5 volts and 126.5 volts.
The compressor motor is located inside the
3. Power Supply (Generated by on-board hermetic compressor housing and therefore not
motor generator) accessible for service or visual observation in
the field. However, the motor winding
It the power supply for the crane is supplied by condition can be analyzed by using an ohm
an on-board motor generator, its wiring should meter. Remove all the leads from the
be identical to the commercial power described compressor terminals before making this check.
above.

30079 AC.doc Page 8 of 24

 higher temperature, it takes less current to
• If resistance between any two terminals is 0 cause the switch to open.
ohms, the motor windings are shorted.
As can be seen, the switch is always affected
• If resistance between any terminal and the by a combination of current to the compressor
compressor housing is anything but infinity, and winding temperature.
the winding is grounded.
8. Fan Motor
• If resistance between any two terminals is
infinity, the winding is open. The air conditioning unit has one double end
shaft fan motor. On one shaft end is mounted a
On a good compressor, highest resistance will centrifugal or squirrel cage blower which draws
be between the R (run) and S (start) terminals. air (return air) out of the cab through the filters,
Lowest resistance will be between the O and blows conditioned air into the cab. On the
(common) and R (run) terminals. Intermediate other end is an axial flow, or propeller type, fan
resistance will be between the C (common) and that circulates outdoor air through the
S (start) terminals. Notice that compressors condenser coil.
have identification of the terminals marked on
either the terminal cover or on the compressor An important step in installing a replacement
housing. fan motor is to check the direction of rotation
before installation. On all models, the
7. Overload Switch condenser fan pulls the air through the coil.

Mounted on the outside of the compressor Fan Motor Check Procedure

housing is a two terminal overload switch.
Note: We have a few models with internal If a fan motor refuses to perform properly, it
overloads that are non-serviceable. The switch can be checked in the following manner:
is connected in series with the common
terminal, so if the switch opens, it will cut the A. Ensure the motor leads are connected to
power to the compressor motor. The switch the proper points
will open as the result of either or both of two
conditions that could be harmful to the • The black wire from the motor connects to
compressor. a black wire inside a wire nut then the black
wire connects through the disconnect plug
A. High Amperes (Current) to the selector switch. The red wire from
the motor connects to a red wire in a wire
The switch contains a heater, which increases nut then the red wire connects through the
in temperature as the current increases. Higher disconnect plug to the selector switch.
temperatures warp the switch and cause it to
open before the windings reach a dangerous • The white wire from the motor connects to
temperature. a white wire in a wire nut then the white
wire connects through the disconnect plug
B. High Temperature (Thermal) to the thermostat.

The switch is clamped tightly against the • The brown wires from the motor connect to
compressor housing and located close to the the fan capacitor.
windings. Therefore, as the windings reach a

30079 AC.doc Page 9 of 24

B. Carefully check the motor winding • You may discharge capacitors with a
resistance between each of the wires and standard volt meter if you use a scale over
ground (preferably a copper refrigerant 500 volts and touch the leads (one lead to
tube for a good connection). These each side of the capacitor), the volt meter
readings must be infinity. Any continuity will discharge the capacitor.
means the windings are grounded.
• Identify and disconnect wiring from
If there is a reading of 0 between any two leads, capacitor.
the motor is shorted and is no good. It there is
a reading of infinity between any two leads, the • Set and zero ohm meter on its 'highest'
winding is open and the motor is no good. scale.

When testing for a good, open, or shorted

9. Run Capacitors
capacitor, perform the following checks: Place
ohm meter leads across the capacitor terminals
The purpose of run capacitors is to give motors
(one lead on each terminal) and perform a
starting torque and to maintain high power
continuity test. Observe the action of the meter
factor during running. Run capacitors are
needle or indicator. Reverse the leads and test
always connected between the start and run or
again. Results should be the same. Note: If
main terminals of the motor.
capacitor was not property discharged, the first
test could indicate a false reading. Always test
On some older models, one of the terminals of
several times (reversing the leads with each
the run capacitors will have a red dot (the
test). This will verify the capacitors condition.
identified terminal). The identified terminal
should always be connected to the run or main
Good Capacitor
terminal of the motor and to the neutral line.
If capacitor is good, the indicator will move
CAPACITORS from infinity (the left side), up towards zero
ohms and slowly return back to infinity.
Capacitor Check Reverse the leads and test again. Results
should be the same.
There are several capacitor test devices
available. The ohm meter is one of them. The
ohm meter cannot verify a capacitors MFD
(microfarrad) value. However, the following
procedures will show you how to use an ohm
meter to determine it the capacitor is good,
open, shorted or grounded.

Before testing any capacitor, always perform

the following procedure:

• Disconnect all electrical power to the air

conditioner.

• Discharge capacitor with a 20,000 ohm Indicator sweeps back and forth
(approx. 3 watt) resistor or larger. as shown above. Capacitor is good.

30079 AC.doc Page 10 of 24

Open Capacitor

If capacitor is open, indicator will show no

deflection or movement. Reverse the leads and
test again. If there is no indicator movement on
the second test, the capacitor is open. Open
capacitors are defective and must be replaced.

Indicator shows no movement.

Needle stays to the left side. If needle
shows no movement after reversing the
leads, the capacitor is open.
Indicator moves to the right side of
Shorted Capacitor the scale and stays there
(indicating a completed circuit).
It capacitor is shorted, indicator will move The capacitor is grounded.
toward and sometimes hit zero ohms, and will
stay there. This indicates a completed circuit
through the inside of the capacitor (shorted).
10. Start Capacitor
Shorted capacitors are defective and require
Most models use a start capacitor and a start
replacement.
relay to give the compressor high starting
torque. Therefore, compressors will start
against normal pressure difference (head
pressure minus suction pressure) even when
shut down for a short period of time. When the
motor reaches approximately 75% running
speed, the start relay will disconnect the start
Indicator moves to the right side capacitor.
of the scale and stays there
(indicating a completed circuit).
The capacitor is shorted. 11. Start (Potential) Relay
The start relay consists of:
Grounded Capacitor
• Normally closed contacts internally
When testing for a grounded capacitor, perform
between terminals #1 & #2 which switch in
a continuity check between each terminal on
the start capacitor in parallel to the run
the capacitor and the bare metal of the
capacitor during shut down and then switch
capacitor case. Any indication of a circuit
out the start capacitor when the motor
(constant resistance) from either terminal to
reaches approximately 75% normal running
case, indicates a grounded capacitor. Grounded
speed.
capacitors are defective and require
replacement.

30079 AC.doc Page 11 of 24

 set for heating and the thermostat is calling for
• A high voltage coil internally between heat. The current draw of the heater (element
terminals #5 & #2 to actuate the contacts. only) will be 13.3 amperes at 120 volts.
The coil is too weak on line voltage to
actuate the contacts, but it is connected in 13. Limit Switch
series with the start winding and gets the
generated voltage of the start winding The limit switch is a safety switch and is
portion of the compressor motor. This mounted in the healing element frame. In case
generated voltage is much higher than line the air flow through the heater becomes so low
voltage and varies with the speed of the it could cause the heater to overheat, the limit
motor. Therefore, since the relay is switch opens and breaks the circuit.
designed to open the contacts at 75% of
normal running voltage (measured between IV. TOOLS AND
terminals #5 & #2), the contacts will open
(thus disconnect the start capacitor) at EQUIPMENT
approximately 75% of normal running
speed. In order to service the equipment covered by
this service manual, a technician will need
12. Heating Element common mechanic's tools such as wrenches,
screwdrivers, hammers, etc. In order to do
The heating element is a resistance heater of refrigeration and electrical work, he will need
1600 Watts (5600 BTUH) capacity and is special tools and equipment such as:
connected across the line when the selector is

Ammeter Refrigerant Recovery Vacuum Gauge

Ohm Meter Equipment Leak Detector
Volt Meter Charging Cylinder Brazing Equipment
Vacuum Pump Gauge Manifold

have volt meter and ohm meter attachments

1. Ammeter and its use so they are an excellent multi-purpose meter.
An ammeter is an instrument for measuring NEVER ATTEMPT SERVICE
electric current. Current electricity is actually WITHOUT ONE.
electrons moving from one atom to another
through a conductor. In order to intelligently 2. Ohm Meter and Its Use
use electricity, we must have a measurement An ohm meter, or resistance meter, indicates
of a quantity of electrons. resistance of a circuit to current flow. Just as
every water pipe has resistance to water flow
The instrument used to measure the number or every air duct has resistance to air flow, so
of amperes is called an ammeter. The does every wire have resistance to the flow of
handiest ammeter to use in our business is an electric current. There is no such thing as a
AMPROBE. These instruments have snap- conductor with zero resistance to electron
around jaws that allow you to read the current flow although sometimes we will be
through a wire without detaching the wire measuring the resistance of a conductor and
from the system. Always buy an energizer find it so low we cannot detect resistance; so
with the instrument so that you can accurately we call the resistance zero. What we mean is
read low current circuits. These meters also that the resistance is so low that we can't find

30079 AC.doc Page 12 of 24

 it. The amount of resistance or holding back resistance to current flow through the switch.
force of the wire or conductor depends on: Now, if the switch is turned off, the contacts
will be open and there will be very high
• The material the conductor is made of; resistance. In fact, the resistance is so high it is
silver, copper and aluminum are good an infinite number of ohms so we rail this
conductors. This means that in any given reading infinity.
size wire, these materials will have low
resistance. Silver has the lowest resistance, With the switch open, there is not a continuous
but its price is too high, so we use copper. conductor through it so we say there is no
continuity. If the ohm meter reads anything
• The diameter of the wire. The larger the other than infinity, we say we do have
diameter, the lower the resistance because continuity. As can be seen from the above
there is more metal to carry current. example, an ohm meter is a good instrument to
verify the contacts of a switch, thermostat,
• The length of the wire. The longer the relay, overload, etc. are closing properly or
wire, the greater the resistance. In fact, the creating continuity.
resistance of any wire varies in direct ratio
with its length. The previous examples show two conditions
that can be detected by an ohm meter; a closed,
• The temperature of the conductor. The 0 resistance conductor, and an open circuit
resistance of most, but not all, conductors which reads infinity (no continuity). Now
increases as the temperature of the consider something in between the windings of
conductor rises. Hence, the resistance of a compressor. If we attach the ohm meter
the filament of a light bulb is rather low probes to the common and run terminals of the
when it is turned off and cooled down; but compressor, we can read the resistance of the
when the power is turned on, the filament main or run winding. The winding is a solid
temperature increases until it glows and the and continuous copper wire so there will be
resistance increases. continuity through it; but instead of 0 ohms, as
there was through the closed switch, this
Resistance to electron flow is measured in units winding is of such small wire and so long that
called ohms. An ohm is actually the amount of there is resistance. Now let's attach the probes
resistance that will hold the current down to to the common and start terminals to get the
one ampere (one coulomb of electrons per resistance of the start of phase winding. Since
second) if there is one volt of pressure. this winding is made of even smaller and
longer wire, its resistance will be greater than
An ohm meter is really a resistance meter that the main winding. Now let's attach the probes
is calibrated in ohms. The ohm meter has its to the start and run terminals to read the
own power source, a small dry cell, which resistance through both windings. This reading
forces a small amount of current through a is the same number of ohms as the total of the
conductor via the meter probes. The meter two previous readings.
must be calibrated to read 0 ohms when the
probes are touched together each time it is used If the reading between any two terminals is
because as the dry cell loses its charge, the infinity, we can determine that the winding is
meter will get out of calibration. open; the wire is broken or burned in two. If
the reading between any two terminals is 0
If the probes of an ohm meter are attached to ohms, the insulation is burned off the winding
the terminals of a closed switch, the meter will and we can determine that the compressor
read 0. This means there is virtually no motor is shorted. If the reading between any

30079 AC.doc Page 13 of 24

terminal and the compressor housing is
anything except infinity, we can determine that 4. Refrigerant Recovery
the compressor motor is grounded. An open, Equipment
shorted or grounded compressor must be
replaced. The fan motor windings can be The Environmental Protection Agency has
checked by the same method as the compressor implemented strict regulations on refrigerant
motor winding. The only difference being that handling and refrigerant recovery equipment.
the windings are made of smaller gauge wire Check with your local EPA office regarding
and the resistance will be higher. The fan what type of certification you must have to
motor has no push on terminals, but we know open or work on the refrigerant sealed system.
by referring to the wiring diagram, that the
black wire is the common terminal, the red wire • In accordance to the Clean Air Act passed
is the start terminal and the white wire is the in 1980:
run terminal.
• There shall be no venting of refrigerant into
Notice that when we are using an ohm meter,
the atmosphere after July 1, 1992.
the power must be turned off. ft is also
important to disconnect all wires from a
• All recovery equipment must meet EPA
conductor being checked with an ohm meter to
standards (check with your local office).
prevent any chance of feedback.

An Amprobe is an essential instrument to have • Technician Certification deadline was

and use, and is a real bargain because it is three November 14,1993.
instruments in one.
5. Charging Equipment
3. Volt Meter and its Use
The amount of charge in any refrigerant system
Volt meters measure the amount of electrical must be kept accurate to within a fraction of an
pressure in an electrical conductor just as tire ounce to prevent compressor damage and
gauges measure the amount of air pressure in ensure proper performance. Systems must not
an automobile tire. If we attach one volt meter be charged to a certain amperage pull. They
probe to the hot line and the other probe to the must not be charged to certain suction line
neutral line of a standard circuit, the meter temperature.
reading will be the electromotive (electron
moving) force or pressure difference between The recommended field instrument for
the two lines. This is the amount of pressure charging the right amount of R-22 into the
we have available to push electricity (electrons) system is either:
through the light bulbs to make them glow or
through the motor windings to make the motors • An electronic scale made especially for
turn, etc. In the above example, we should find charging a/c systems of critical charge.
approximately 120 volts or units of electrical (Note: The charge must not be weighed
pressure. Remember, a volt meter always with inaccurate bathroom scales.
registers voltage pressure difference between
two points. • A Dial-A-Charge of 5 lb. capacity. Do not
use the Dial-A-Charge 10-lb. capacity or
CAUTION: Volt meters are used on live any other charging cylinder on which the
circuits so use extreme care. THINK graduations of the scale are such that the
SAFETY! instrument cannot be read accurately.

30079 AC.doc Page 14 of 24

Follow the charging cylinder manufacturers • Most electronic leak detectors are very
instructions carefully. sensitive and field reliable. WARNING:
Do not “give it a whiff of refrigerant” to see
6. Vacuum Pump if its working because sensitivity and life
expectancy diminish as it is exposed to
It has long been recognized that the worst refrigerant.
enemy of a refrigeration system is water. R-22
(and other refrigerants) will break down and Always use this instrument as a final leak test.
change to strong acids at elevated temperatures It will find the very small leaks that take
in the presence of water. The greater the several weeks to cause trouble but will cause a
concentration of water, the lower the burn out it not repaired.
temperature at which the refrigerant will
breakdown. The only way to remove water • With an electronic leak detector, a leak is
from a system to a satisfactory level is to sometimes difficult to pinpoint; you can
vaporize it and draw it out of the system with a find the general area of the leak, but not its
vacuum pump. exact location. A soap bubble type leak
detector will show its exact location.
A high quality vacuum pump is one of the
finest pieces of machinery there is, so it 9. Brazing Equipment
deserves the best of care. Keep it clean and
protected. The oil should be changed each time For all brazing work, a Prest-O-Lite type torch
before use. with a #4 tip will give the most satisfactory
results. You need a torch type that burns with a
7. Vacuum Gauge soft flame that is easy to control and hot
enough for brazing refrigerant tubes. The
A high quality vacuum gauge must be used easiest and most satisfactory brazing rod to use
with a high quality vacuum pump. A pump is 811 Fos or Stay Silv 15% silver. This rod
may not draw a good vacuum due to can blend with any brazing rod that exists on
contaminated oil. Also, a leak in the system or today's units.
service hoses may prevent reaching a deep
vacuum. The length of time it takes for the CAUTION
pump to evacuate a system will vary with the
amount of moisture and air in the system. The Always have a dry powder fire extinguisher
gauge will not show a deep vacuum (under 200 with you when brazing.
microns) until all water has boiled out. Also, if
a system has even a very small leak, it cannot 10. Gauge Manifold
be property evacuated. A good gauge will
indicate whether or not the system is dry with Gauge manifold sets are used for checking
no leaks. The best vacuum gauge is a pressure, evacuating, and recharging the A/C.
thermistor type. When buying a gauge, it must
read accurately at 200 microns and below. Basically a gauge manifold consists of a
compound gauge and a high pressure gauge
8. Leak Detectors mounted on a manifold with hand valves to
isolate the common (center) connection or open
It is strongly recommended that a Service it to either side as desired.
Technician carry two types of leak detectors at
all times.

30079 AC.doc Page 15 of 24

Connecting the gauge manifold to the system is Which possible cause is the most probable?
necessary to read the suction pressure and head
pressure, and to intelligently analyze a system How to verify the hypothesis?
for malfunctions. Any service technician will
naturally hesitate to connect his gauges because For each question the service technician must
this involves opening a hermetic system. find an answer.

R-22 in the system must be released to a Questions and answers eliminate possible
refrigerant recovery system (see equipment causes one by one. Reasons for the
manufacturers guide for system access malfunction are soon identified and repairs can
information). begin.

Isolate the problem then the solution is

V. SERVICE PROBLEMS simple.
ANDTHEIR SOLUTIONS
Problem
When an operator calls for service on his air 1. Nothing runs.
conditioner, let him explain exactly what has
happened; when the air conditioner first gave Turn selector switch to ‘Cool' and thermostat to
him trouble, what it sounded like, how hot was a low temperature (below room temperature)
the weather, what time was it, etc. He is a rich and nothing happens. This is a serious
source of information. Listen to everything he problem, but it is usually the easiest to correct.
says. Compliment him and he will help you to
identify the problem. Question: What are the possible causes?

Be alert for an operator who has worked on his Answer:

own equipment. Check all wiring and visually • The power supply could be dead. Check
inspect all motors, fans, capacitors, dampers, for open circuit breaker or fuse at service
tubing, etc. panel. Check for 120 volts (domestic USA
models), or 240 volts (export / overseas
After getting all possible information from the models), between hot line (black) and
operator, examine the equipment for more facts neutral (white) at power entrance to unit.
that might lead to the cause of the problem.
Look for loose or burned wires, smoke stains, • The selector switch could be open. Rotate
kinked or broken tubes, oil stains, etc. or the selector switch and check for continuity
similar things which would obviously cause or between the appropriate terminals (refer to
indicate a malfunction. wiring diagram for terminal designations).

After assembling all available information, start Note: When using an ohm meter, power must
asking questions: be off. Also disconnect all wires from the
conductor being checked to prevent any chance
What causes has the information eliminated of feedback.
and why? (For instance, if the compressor is
running, that eliminates a tripped circuit Problem
breaker as the cause of the problem). 2. Inadequate Cooling
What are the possible causes?

30079 AC.doc Page 16 of 24

Operator says he gets inadequate cooling for a 1. Seized bearings - This does not often
while after he turns the system on and then it occur; but if it does, a few drops of oil
seems to quit cooling completely. With the will usually free them temporarily. If
system running, remove the cab ceiling cover. the shaft is scored in the bearings, It
Observe the suction line is coated with frost. will soon tighten up again. Now is the
time to replace the motor.
Question: Is the system low on charge or is
the cap tube plugged? 2. Partially burned motor windings -See
fan motor check procedure.
Answer No.
3. Shorted or open capacitor: See capacitor
Question: Why not? test.

Answer: If it were low on charge or it the • The evaporator coil face could be coated
cap tube was even partially plugged, the low with lint, dirt, etc.
side would be starved for refrigerant and
therefore, the suction line would be warm. Dirt or lint on the coil will restrict the flow of
Also, the compressor housing would be hot. air through the coil and the unit must be
removed from the recreational vehicle and the
Question: Then why isn't it cooling soil trust be thoroughly cleaned with strong
properly? detergent (Coil X, Calclean, etc.) and water.
Be sure to protect the fan motor and electrical
Answer: Because the evaporator is not controls during cleaning by covering them with
picking up the heat load. polyethylene sheet. After the system is
cleaned, allow it to thoroughly dry for several
Question: What could cause the evaporator hours (before turning it on) to prevent electrical
to not pick up the heat load? shorts.

Answer: (possible causes and repairs) Before system is put into operation, be sure the
filter is property installed to prevent recurrence
• The filter could be dirty. of dirty coils.

This is the most probable cause and, of course, Problem

the easiest to check and correct. 3. No Cooling.
• The ceiling assembly louvers could be The operator turns selector switch to ‘Cool’ and
completely clogged. the thermostat to a low temperature (below
room temperature). The fan runs OK, but the
This problem is easy to find and it is usually unit does not cool. When the unit housing is
corrected by opening the discharge louvers. removed, observe the compressor does not run
or hum (the compressor is completely dead).
• The fan could be faulty.
Question: What are the possible causes?
A mechanical problem such as the wheel
(squirrel cage) loose on the shaft is usually Answer:
obvious. Checking why a fan motor does not • The selector switch may be open to the
come up to speed is a more involved. compressor.

30079 AC.doc Page 17 of 24

 Answer: The possible causes are:
Check around selector switch (LA to 4) with
ohm meter. • The voltage could be low

• Thermostat may be open. 1. Check the voltage between #1 on the

overload switch and the “R” terminal
Check around thermostat (2 to 3) with ohm of the compressor while it is not
meter. humming. This voltage must be 120
volts (domestic USA models) or 240
• Overload switch may be open. volts (export / overseas models). No
less than minus 10% is allowable.
Check around overload switch with ohm meter.
2. Check the voltage from “C” to “R” of
• Compressor winding may be open. the compressor while it is humming
(trying to start). The latter reading
Check compressor windings with ohm meter. will probably be lower, but it still
See the section on compressors. must be at least 103.5 volts (domestic
USA) or 216 volts (export / overseas).
Note: When using an ohm meter, the power
must be off. Also disconnect all wires from the If the first reading is above 103.5V
conductor being checked to prevent any chance (domestic USA) and the second is under
of feedback. 103.5V (domestic USA), there is too much
voltage drop in the lines - a situation which
Problem must be corrected for the air conditioner to
4. No Cooling perform safely and satisfactorily.

Operator turns selector switch to 'Cool' and the • A capacitor could be shorted, weak, or
thermostat to a low temperature (below room open.
temperature). The fan runs OK, but the unit
does not cool. When the unit housing is Turn the power off at the selector switch.
removed, we observe that the compressor does Remove the capacitor and relay box and
not run; however, it periodically hums for 15 to carefully (do not jar it more than absolutely
30 seconds. necessary) lay it down beside the unit with all
wires still attached.
Question: Could the cause of the trouble
be the circuit breaker or fuse, the Recheck to ensure the power is off.
selector switch or the thermostat?
CAUTION: There is always a chance that a
Answer: No - because we know that power is capacitor is holding a residual charge. Before
getting to the common and run touching a terminal, discharge the capacitor as
terminals of the compressor to make it explained earlier in this manual.
hum and the Thermal-Current
Overload switch is breaking the circuit Remove capacitors, visually examine and test
- a to protect the compressor from them per instructions given in earlier section on
burn out. capacitor testing.

Question: What are the possible causes of

the problem.

30079 AC.doc Page 18 of 24

If capacitors test OK, replace them and many times. The only repair is to replace
carefully reconnect wires. Be sure the wires the circuit breaker or overload).
are connected to the right terminals.
Question: How do I repair it?
• Start relay contacts could be open
Answer:
Turn off all power, then check for continuity • With the power turned off at the service
with ohm meter between terminals 1 & 2. panel, check the resistance between #5 on
the potential relay and ground. If any
• Compressor start winding could be open or continuity is found, locate the ground and
grounded. correct it.

Check compressor windings per instructions. • Check compressor windings per

See the section on the compressors. instructions.

Compressor could be mechanically stuck. • If the above checks are OK, replace the
switch that is tripping.
This very rarely occurs and when it does, it is
usually after a lengthy shutdown. This should Problem
be considered only after all the above possible 6. Compressor makes loud
causes have been positively eliminated. To growling noise.
free a stuck compressor, use your hermetic
analyzer according to the manufacturers Operator has turned the unit off and called for
instructions. service because he believes the air conditioner
is burning up since it makes such loud noise.
Problem On inspection, we find that the compressor
5. Compressor trips breaker or starts but draws high current and continues to
thermal current overload. make the growling noise until the thermal
current overload trips.
Compressor trips circuit breaker or thermal
current overload immediately (no hum). Note: Question: Which components can we
This is different from the previous problem determine are working OK from the
where the compressor did hum for several symptoms?
seconds.
Answer:
With the selector switch in 'Fan Only' position,
the fan works OK. • The power is getting to the compressor.

Question: What are the possible causes? • The start circuit is starting the compressor
OK.
Answer:
• The compressor winding is shorted or • The capacitors and relay are providing the
grounded. starting torque.

• The circuit breaker or thermal current Question: Then why the noise?
overload is weak, (this rarely occurs, but it
can occur after the switch has tripped out Answer:

30079 AC.doc Page 19 of 24

The start capacitor is staying in the circuit and Operator turns the system to fan/low or
the compressor is running with too much fan/high and nothing happens. Turn selector
capacitance. This condition is caused by; 1 the switch to 'Cool', the compressor starts but still
compressor does not come up to speed and no fan.
does not supply adequate voltage to actuate the
potential relay, or 2 the potential relay contacts Question: What could cause the fan to be dead?
are welded shut, or 3 the potential relay coil is
open. Answer:
• The selector switch could be open.
Question: How do I repair it? The safest way to check a selector switch is to
Answer: turn off all power and check the switch for
continuity with an ohm meter.
• Check the voltage between “C” and “R”
terminals of the compressor. Low voltage
can cause the compressor to not come up to • Circuit could be open in hot lead to 'C'
speed. (white wire) on fan motor.

Turn power off at selector switch. Check

• Check out the potential relay with hermetic
connection between red and black wire. Be
analyzer or try a new potential relay.'
sure wire nut is tight.
• Check compressor windings per
• Fan motor windings could be open, shorted
instructions.
or grounded.
Problem
7. Fan Vibration. Be sure power is still off at selector switch.
Check motor windings per instructions.
Operator complains that unit vibrates
excessively. Turn selector switch to fan/low or • Fan capacitor may be shorted, weak or
fan/high and the vibrations are not appreciably open.
reduced (this quickly eliminates the compressor
as the source of vibration). To check fan capacitor, follow same procedure
that is outlined for compressor run capacitors.
Fans and fan motors are carefully balanced at
the factory, but are fragile enough that rough Problem
handling can bend them.
9. Compressor runs but won't pump.
Question: Which part of the fan assembly
is causing the vibration? The operator turns the selector to a 'Cool'
position and the thermostat to a low
Answer: Remove fan wheels one at a time and temperature setting (below room temperature).
run each one until vibration stops. The fan runs OK, but the unit does not cool.
Replace faulty part. On examination we find that the compressor
does run. It runs quietly and smoothly. We
Problem check the compressor current and find that is
8. Fan won't run. below the FLA rating. The evaporator is warm,
the suction line is warm. There are two
possible problems, either the compressor valves

30079 AC.doc Page 20 of 24

are broken or the unit is completely out of and evaporator load so determining whether
charge. At this point, you must break into the or not it is too high is a matter of judgement
system to locate the problem. based on experience.
Problem
• Measuring the current (amperes) through
10. Compressor cycling off and on. the black wire that leads from #5 on the
potential relay to the overload switch. This
Operator says he gets inadequate cooling even current may be compared to the unit FLA
though he has continually reset the thermostat rating.
lower until it is at its lowest possible setting.
Remember that the overload switch is
On investigation, we find that the compressor is sensitive to both high temperature and high
cycling off and on. current. Since this is true, we can't specify
a definite temperature or amperage at
Question: What could cause the which the switch will open. As the
compressor to cycle off and on? temperature rises, the current at which the
switch will open goes down. As the
Answer: Two things. temperature goes down, the current at
which the switch will open goes up.
• The thermostat is out of calibration. Turn
off power. Check with ohmmeter. Question: What could cause the
compressor to draw over-current or to
• The compressor is cycling on the thermal overheat?
current overload. Answer:
• Dirty condenser coil.
With the power on, check voltage between the
terminals of the overload while the compressor
Check the appearance of the coil. If it is coated
is not running. If the meter reads 120 volts
with lint, dust, etc., it is insulated and it cannot
(domestic USA models), or 240 volts (export /
give up its heat to the outside air. A dirty
overseas models), the compressor is cycling on
condenser will cause high head pressure, which
this switch (see section on description and
causes both high current draw and high
function of this switch).
compressor temperature.
Question: What could cause the switch to open
• Condenser fan does not come up to speed.
and close?
Check fan blade, fan motor and capacitor.
Answer: Compressor is running hot or
compressor is drawing excess • High or low voltage.
current or both.
High voltage can drive excessive current
Check by: through the motor windings. Low voltage can
cause the compressor to slow down, overload
and draw excessive current. Check the voltage
• Feeling the compressor dome. It will
between 'C' and 'R' terminals on the compressor
normally (during weather above 85E) be too
while it is running. The volt meter must read
hot to be comfortable if you keep your hand
between 103.5 volts and 126.5 volts (domestic
on. If it is burning hot, it is probably
USA models "10%).
overheating. Normal compressor housing
temperature varies with outside temperature

30079 AC.doc Page 21 of 24

• Overcharge or non-condensables in the 4. Higher than normal compressor
system. temperature

Either an overcharge of refrigerant or non- • Low charge.

conclensables in the system will cause high
head pressure and consequently excessive This rarely occurs and should be considered
current. Be especially suspicious it you only after all other possible causes have been
discover evidence of the system having been positively eliminated.
open (service valves in the system, extra pinch
off marks, etc.). The compressor is dependent on a good supply
of cool suction gas for cooling. If the system
The indications of overcharge are: charge is low, there will be less than a normal
amount of refrigerant passing through the
1. Overcurrent which may be checked as compressor, less compressor heat will be
previously outlined. carried away by the refrigerant, and therefore,
the compressor will overheat. Note: Low
2. Cooler than normal suction line. With charge will not cause overcurrent. It will, in
an overcharge, the suction line will fact. cause the current to be low.
usually sweat all the way to the
compressor. Indicators of low charge are:

3. Cooler than normal discharge line. 1. The evaporator will be starved for
The discharge line should be highly liquid refrigerant so the suction line
superheated and therefore, at high and a portion of the evaporator coil
temperature. will be warmer than normal. This is
the condition we refer to as too much
Feeling lines with your fingers is a very superheat. How much of the
inexact method of gathering information evaporator coil will be starved for
and is not considered accurate. Use this liquid refrigerant depends on the
information only to form preliminary degree of undercharge.
judgements in your diagnosis of trouble
and consider as many indicators as 2. The active portion of the evaporator
possible in coming to a conclusion. coil, which has some liquid
refrigerant, will be colder than normal
The indications of non-condensables in the and many times will frost because the
system are: suction pressure will be low. How
much of the coil is active depends on
1. Overcurrent the degree of undercharge.

2. Higher than normal discharge line 3. The compressor temperature will be

temperature noticeably higher than normal.

3. Higher than normal liquid line Note: Low charge situations may be
temperature mimicked by problems such as dirty
filters, dirty evaporator coils, air flow
restrictions, and low load conditions. unless you are specifically trained in
Do not attempt to tap into the system refrigeration system repairs.

30079 AC.doc Page 22 of 24

6. Plugged up cap tube. Problem
11. No heat - Heat Strip.
A cap tube can become stopped up by oil
sludge or contaminants in the system. This will Operator says he turned the selector switch to
only occur if the system has been open to allow 'Heat' position and blower works OK, but no
moisture or other contaminants to enter the heat.
system or if the compressor has been
overheated for a lengthy period of time. Question: What are the possible causes of
'no heat' problem?
It is difficult to determine the difference
between a stopped up rap tube and a low charge Answer:
because the symptoms will be nearly the same. • The limit switch or the heating element
could be open.
To repair either a low charge or stopped up cap
tube, we will have to install service valves and • The selector switch could be open.
attach gauge manifold. If after the correct
amount of refrigerant has been charged into the • The thermostat could be open.
system, and it has low charge symptoms, we
will know the cap tube is plugged and will have In all three cases, turn off power and check for
to be replaced. continuity with an ohm meter.

Typical Wiring Diagram

30079 AC.doc Page 23 of 24

 P.O. Box 840687, Houston, Texas 77284
Phone: 713 896 6500 Fax: 713 896 6611

Refrigeration System Diagram

30079 AC.doc Page 24 of 24

 P.O. Box 840687, Houston, Texas 77284
Phone: 713 896 6500 Fax: 713 896 6611

17 November 1999

Air Starter for Caterpillar 3306

Part No. 35037

Starter Basic Operation

Pressurized air is admitted to the starter by depressing the start button on the
engine, or in the cab, which opens the relay valve. Air expands through the
turbine, which provides shaft rotation and torque. The acceleration of the
drive assembly causes the pinion to advance and engage the ring gear of the
engine. The diesel fuel system now fires the engine to continue the rotation.
Releasing the start button now disengages the starter. This closes the relay
valve and the pinion retracts.

Preventative Maintenance
Maintenance is suggested on this starter every six months. All that is
necessary is to check the condition of the grease and bearings. If the
planetary gearbox requires fresh grease, approximately one pint of EP
grease will fill the case. While the starter is disassembled, inspect the
bearing and races for excess wear or discoloration. Replace as necessary.

Before reinstalling starter, put a small amount of grease on the starter=s

pinion teeth.

35037 Page 1 of 5
 Troubleshooting
Trouble Probable Cause Remedy
Air always flows to starter Relay valve plumbed improperly Check air lines against drawing

Relay valve plumbed improperly Check air lines against drawing

Starter does not run (no air flow)
Bad relay valve Replace relay valve

Starter does not run with air Broken turbine rotor (either stage) Replace starter
flowing through starter Geartrain problem Replace starter or broken parts

Insufficient inlet pressure Check air pressure at relay(90 psi min)

Excessive back pressure Check air pressure and exhaust screen
Reduced starter output power;
Y strainer clogged Clean strainer
engine fails to crank or cranks too
Damaged or clogged first stage nozzle Clean or replace nozzles
slowly.
Worn starter drive Replace starter drive
Wrong rotation starter Replace with right hand (CW) rotation

Parts List
Item # Description Qty. Item # Description Qty.
1 Screw 8 22 Turbine shaft 1
2 Exhaust support 1 23 Ring gear 1
3 Exhaust screen 1 24 Carrier shaft weldment 1
4 Screw, rotator attachment 1 25 Planet shaft 3
5 Rotor washer 1 26 Planet shaft spacer 6
6 Stage 2 Rotor 1 27 Planet gear 3
7 Square key (1/8) 2 28 Planet bearing 3
8 Turbine bearing 2 29 Gearbox bearing 2
9 Bearing pre-load spring 1 30 Bearing pre-load spring 1
10 Bearing spacer 1 31 Bearing spacer (gearbox) 1
11 Hollow hex plug 1 32 Gearbox housing 1
12 1” NPT cap plug 1 33 Hex bolts (gearbox attachment) 4
13 Stage 2 Noz/Containment 1 34 Bearing lockwasher 1
14 Screw 5 35 Bearing retainer nut 1
15 Stage 1 Rotor 1 36 Bearing retainer 1
16 Lip seal 2 37 Screw 12
17 Spacer / Seal bearing 1 38 Drive spacer 1
18 O ring 1 39 Drive bendix 8-10 pitch 12 tooth 1
19 Turbine housing / Stage 1 1 40 Nose bearing 1
20 Bearing retainer 1 41 Drive housing 1
21 Screw 1 42 O ring 1

35037 Page 2 of 5
 Exploded View

35037 Page 3 of 5
35037 Page 4 of 5
35037 Page 5 of 5
 P.O. Box 840687, Houston, Texas 77284
Phone: 713 896 6500 Fax: 713 896 6611

10 June 1999

Brake Pedal Valve

Part No. 40015

40015.doc Page 1 of 4
 Part No. 40015
Cutaway View

DISASSEMBLY

NOTE: Spool (29) and sleeve (30) are a 4. Remove boot (6) from piston (24).
matched act and should not be intermixed
with other parts. 5. Remove piston (24), springs (25 & 26) and
shims (27) from housing bore. NOTE:
1. Remove one e-ring (4) from pin (5). Count number of shims being removed
from housing.
2 - Remove pin (5) from base (11) and remove
pedal (1). 6. Bearing (12) should not be removed from
housing bore. NOTE: Excessive wear in
3. Remove capscrews (9) and washers (10) both bearing (12) and piston (24) may
from base (11). Remove housing (13) require replacement.
from base (1).

40015.doc Page 2 of 4
7. Remove retainer assembly (14 & 15) from 10. Separate spacer (28), and spool (29), from
housing bore. NOTE: Ball is pressed into sleeve (30). NOTE: Excessive wear on
retainer. either spool (29), or sleeve (30), may
require replacement.
8. Loosen nut (21) and remove end plug (19)
from housing. Remove spring (31), nut 11. Remove o-ring (17) and cup (16) from
(21), washer (32), and o-ring (20) from end spacer (28). Remove other o-ring (17) and
plug (19). o-rings
(18) from sleeve (30). NOTE. Care must
9. Remove spacer (28), sleeve (30) and spool be taken so as not to damage cup and o-
(29) assembly from housing bore. This ring grooves or bore.
assembly must be taken out by way of end
plug of housing (13).

ASSEMBLY

NOTE: Lubricate all rubber components

from repair kit, spool (29), and sleeve (30) 9. Install retainer assembly (14 & 15) in
with clean type fluid used in the system. housing.

1. Clean all parts thoroughly before NOTE: Depress retainer assembly (14 &
assembly. 15) until it bottoms on spacer (28). Spool
(29) and retainer should return when
2. Install new cup (16) in spacer (28) and one released. If the spool and retainer do not
new o-ring (17) on spacer (28). Note return when released, the bore of sleeve
direction of cup. was possibly damaged when installed.

3. Install new o-rings (18) on large diameter 10. Install shims (27), springs (25 & 26), and
end of sleeve (30) and one new o-ring (17) piston (24), in housing bore. NOTE: For
on smaller diameter end of sleeve (30). proper brake pressure setting, install the
same number of shims that were removed
4. Carefully insert spool (29) into sleeve (30). during disassembly. (If spool (29), sleeve
Note direction of spool. (30), or spring (25), were replaced, shim
adjustment may be required.)
5. Insert spacer (28) into housing bore
through end plug (19) end. Note direction 11. Install new boot (6) on housing (I 3).
of spacer.
12. Insert base (11) over boot (6) and mount to
6. Carefully insert sleeve (30) and spool (29) housing (13) with capscrews (9) and
assembly into housing bore using a washers
wooden dowel. Note direction of (10). Torque capscrews (9) to 30 - 35 ft.
assembly. lbs.

7. Install spring (31) into housing bore. 13. Align pedal (1) with housing (13) and
install pin (5). Install e-ring (4) on pin (5).
8. Install end plug (19) and torque to 8 - 15 ft.
lbs. Install new o-ring (20), washer (32)
and nut (21). Torque nut (21) to 50 - 60 ft.
lbs.
40015.doc Page 3 of 4
 Troubleshooting
Brakes Slow to Apply:
1. Hydraulic lines or fittings leaking- Check for leaks and repair
2. Damaged hydraulic lines- Check lines for damage or flow restrictions
3. Defective brakes- Check brake clutch pack

Brakes Will Not Release :

1. Pedal angle out if adjustment- Check for proper pedal angle

2. Crushed or restricted hydraulic line- Check brake line for free flow in both directions

3. Swing Lock engaged- Turn Swing Lock to released position

4. Brake hosed crossed- Pedal actuate line runs to lower port on brake

5. Defective brake valve- Replace or rebuild brake pedal assembly

6. Defective brake valve- Replace or rebuild brake pedal assembly

Insufficient Brakes or No Brakes:

1. Low oil in tank- Check hydraulic tank oil level
2. Pilot pressure too low- Adjust the pilot pressure to 600 psi "50
3. Crushed or restricted hydraulic line- Check line for free flow
4. Defective brakes- Check brake clutch pack

Excessive Breaking:
1. Defective brakes Check brake clutch pack
2. Defective brake valve Replace or rebuild brake pedal assembly

Brakes Will Not Release Completely:

1. Pedal angle out if adjustment Check for proper pedal angle
2. High back pressure on return line Check for excessive pressure in return manifold
Check brake line for free flow in both directions
3. Defective brakes Check brake clutch pack

40015.doc Page 4 of 4
 P.O. Box 840687, Houston, Texas 77284
Phone: 713 896 6500 Fax: 713 896 6611

30June 2000

Rebuilding Brake Release Actuators

For Actuators TB4078 (500 Series), TB4091 (250 Series), and TB4099 (125 Series)

NOTE: Seal kits and rebuild kits for these actuators are available from SeaTrax parts department.
Seal kits include all seals, “O” rings, and bushings found in these actuators. Rebuild kits include a
seal kit and all hard parts subject to wear. These include; springs, bearing housing, piston, piston
rod, and roll pin. Any other parts required are available individually.

1. Clean all tools and the assembly table. Dirt 8. Remove the bearing housing (8) from the
is the enemy of any hydraulic system. top plate (2). Replace bushing (22) and
Therefore, take every effort to ensure all seal (16) in bearing housing (8). NOTE:
parts are thoroughly cleaned before re- The widest part of seal (lip) faces the
assembly. After cleaning, carefully inspect piston. (See DETAIL “B”)
all parts for damage or wear and determine
if replacement is necessary. 9. Set bottom (1) plate on the table (grooved
side up) and align with holes in the table (if
2. Collect all bushings and seals listed on the holes are available).
print and any other parts that require
replacement. 10. Install spring retainer ring assembly (17)
onto piston rod (7) if previously removed.
3. Remove the 4 bolts (18) at the back of the NOTE: The ring assembly is two steel
actuator and remove the cap plate (3) and semi circles held together by an elastic
piston cylinder (5). CAUTION: Do not ring.
remove the spring cylinder bolts (10) at
this time. 11. Slide spring retainer (4) onto piston rod (7)
and over retaining ring (17). Insert the
4. Drive out the roll pin (21) and unscrew the non-threaded end of the rod down through
piston (6) from the piston rod (7). Take the grooved side of the bottom plate (1)
extreme care to not damage the piston. until it bottoms out on the retaining ring
(17). (See DETAIL “A”)
5. Slowly and evenly remove the 2 bolts (10)
holding the spring cylinder (9). 12. Follow with the springs (13, 20) and spring
CAUTION: This spring is under cylinder (9).
compression.
13. Install top plate (2) as shown. Lubricate
6. Remove the top plate (2), spring cylinder bolts (10) with anti-seize, install with lock
(9), springs (13, 20), spring retainer (4), washers (11), and tighten evenly.
spring retaining ring assembly (17), and
piston rod (7). 14. Grease bearing housing seal (16) and slide
bearing housing (8) down piston rod (7)
7. Replace the bushing (19) in the bottom plate until it is flush with top plate (2) as shown.
(1). Trim flush if necessary. NOTE: Do (See DETAIL “B”).
not lubricate any bushings.
Actuator Rebuild New Page 1 of 3
15. Replace the piston seal (15) with widest part 18. Slide piston cylinder (5) over piston (6)
(lip) toward the end drilled for the roll pin and align the side holes toward either side
(21). (See DETAIL “B”). of one of the two spring housing bolts (10).

16. Screw piston (6) on rod (7) and align roll 19. Install and tighten cylinder cap plate (3)
pin hole. Carefully drive roll pin (21) with its four bolts (18)(lubricated with anti-
through piston and rod. (See DETAIL “B”). seize) and lock washers (23).
CAUTION: Do not damage piston or
bearing housing. Damage to these 20. Install Boss plug (12) into top of cylinder
components can cause leakage and cap (3) if it was removed. The Brake
premature failure. Release Actuator is now complete.

17. Grease AO@ rings (14) and install one atop

the bearing housing (8) and another in the
grove of the cylinder cap plate (3).

Actuator Rebuild New Page 2 of 3

 Typical Actuator

SCALE 1:2

SCALE 1:2

Figure 1
For reference only. To order parts, refer to the print for your specific application.

Actuator Rebuild New Page 3 of 3

 P.O. Box 840687, Houston, Texas 77284
Phone: 713 896 6500 Fax: 713 896 6611

26 August 1999

Rebuilding Brake Release Actuators

For Actuators TB4078 (500 Series) and TB4091 (250 Series)

NOTE: Seal kits and rebuild kits for these actuators are available from SeaTrax parts department.
Seal kits include all seals, “O” rings, and bushings found in these actuators. Rebuild kits include a
seal kit and all hard parts subject to wear. These include; springs, bearing housing, piston, piston
rod, and roll pin. Any other parts required are available individually.

1. Clean all tools and the assembly table. Dirt 8. Remove the bearing housing (8) from the
is the enemy of any hydraulic system. top plate (2). Replace bushing (22) and
Therefore, take every effort to ensure all seal (16) in bearing housing (8). NOTE:
parts are thoroughly cleaned before re- The widest part of seal (lip) faces the
assembly. After cleaning, carefully inspect piston. (See DETAIL “B”)
all parts for damage or wear and determine
if replacement is necessary. 9. Set bottom (1) plate on the table (grooved
side up) and align with holes in the table (if
2. Collect all bushings and seals listed on the holes are available).
print and any other parts that require
replacement. 10. Install spring retainer ring assembly (17)
onto piston rod (7) if previously removed.
3. Remove the 4 bolts (18) at the back of the NOTE: The ring assembly is two steel
actuator and remove the cap plate (3) and semi circles held together by an elastic
piston cylinder (5). CAUTION: Do not ring.
remove the spring cylinder bolts (10) at
this time. 11. Slide spring retainer (4) onto piston rod (7)
and over retaining ring (17). Insert the
4. Drive out the roll pin (21) and unscrew the non-threaded end of the rod down through
piston (6) from the piston rod (7). Take the grooved side of the bottom plate (1)
extreme care to not damage the piston. until it bottoms out on the retaining ring
(17). (See DETAIL “A”)
5. Slowly and evenly remove the 2 bolts (10)
holding the spring cylinder (9). 12. Follow with the springs (13, 20) and spring
CAUTION: This spring is under cylinder (9).
compression.
13. Install top plate (2) as shown. Lubricate
6. Remove the top plate (2), spring cylinder bolts (10) with anti-seize, install with lock
(9), springs (13, 20), spring retainer (4), washers (11), and tighten evenly.
spring retaining ring assembly (17), and
piston rod (7). 14. Grease bearing housing seal (16) and slide
bearing housing (8) down piston rod (7)
7. Replace the bushing (19) in the bottom plate until it is flush with top plate (2) as shown.
(1). Trim flush if necessary. NOTE: Do (See DETAIL “B”).
not lubricate any bushings.
Actuator Rebuild New.doc Page 1 of 3
15. Replace the piston seal (15) with widest part 18. Slide piston cylinder (5) over piston (6)
(lip) toward the end drilled for the roll pin and align the side holes toward either side
(21). (See DETAIL “B”). of one of the two spring housing bolts (10).

16. Screw piston (6) on rod (7) and align roll 19. Install and tighten cylinder cap plate (3)
pin hole. Carefully drive roll pin (21) with its four bolts (18)(lubricated with anti-
through piston and rod. (See DETAIL “B”). seize) and lock washers (23).
CAUTION: Do not damage piston or
bearing housing. Damage to these 20. Install Boss plug (12) into top of cylinder
components can cause leakage and cap (3) if it was removed. The Brake
premature failure. Release Actuator is now complete.

17. Grease AO@ rings (14) and install one atop

the bearing housing (8) and another in the
grove of the cylinder cap plate (3).

Actuator Rebuild New.doc Page 2 of 3

 Typical Actuator

SCALE 1:2

SCALE 1:2

Figure 1
For reference only. To order parts, refer to the print for your specific application.

Actuator Rebuild New.doc Page 3 of 3

 P.O. Box 840687, Houston, Texas 77284
Phone: 713 896 6500 Fax: 713 896 6611

1 September 1999

Shaft Brake

Part No. 40116

40116.doc Page 1 of 4
 Exploded View
Part No. 40116

Parts List
ITEM # DESCRIPTION ITEM # DESCRIPTION
1 Oil Seal 14 Stationary Disc
2 Retaining Ring 15 Piston
3 Internal Snap Ring 16 Packing Back-up Ring
4 Bearing 17 O Ring
5 Housing 18 Packing Back-up Ring
6 Gasket 19 O Ring
7 Spring Retainer 20 Power Plate
8 Compression Spring 21 Protective Plug
9 Shaft 22 Bleeder Screw
10 Torque Pin 23 Hex Flange Screw
11 Primary Disc 24 Hex Plug
12 Compression Spring 25 O Ring
13 Rotating Disc 26 Hex Plug

40116.doc Page 2 of 4
BRAKE FUNCTION

The Failsafe Brake is spring loaded to apply the The brake is designed to fit between the gear
brake and hydraulic pressure is required to reducer and hydraulic motor. The common
release or hold off the brake. Normal operation mounting surfaces of the brake, motor, and gear
is to have the brake pressurized in the released reducer are machined to close tolerances and
position with the crane hydraulic system should be protected from damage during
operating and the console mounted swing lock installation and removal.
released. If there is a loss of pressure to this
brake, the brake will automatically apply.

INSTALLATION PROCEDURE

Refer to Figure 2
1. Grease and place the O Ring (25) into the 5. Insert the shaft of the motor into the brake
mounting face of the brake. and rotate into position.
2. Place the shaft brake into the gear reducer 6. Lubricate the exposed allthread with anti-
with the bleeder screw to the front. seize.
3. Align the mounting holes by rotating the 7. Install four ½” lock washers with nuts and
engaged brake into position. If this is not tighten evenly.
possible, the brake can be rotated once 8. Attach the #4 pressure to release hose
pressure has been applied to the upper from the console swing lock to the upper
brake inlet port. This will release the port of the brake, and the #4 pressure to
brake and allow it to be rotated into apply hose from the foot brake to the
position. lower port.
4. Similarly, grease and place the other O 9. Use upper and lower bleeder screws to
Ring (25) on the mounting face of the remove air from the brake system.
motor.

BRAKE DISASSEMBLY PROCEDURE

Refer to Figure 1
1. With shaft protrusion down, disassemble A. Remove seal (1). This will be
in the following order: Bolts (23) ruined and must be replaced.
alternately, power plate (20), gasket (6), CAUTION: Be extra careful not to
stationary discs (14), rotating discs (13), damage adjacent bearing seal.
springs (12), primary disc (11), pins (10), B. Remove snap rings (3). Remove
springs (8), and spring retainer (7). shaft (9) and bearing (4), lightly
2. Further disassembly is not recommended tapping the shaft with a plastic or
and should not be attempted unless it is wood mallet.
necessary to replace one or more of the C. Remove bearing from shaft.
following parts: Seal (1), snap rings (3), D. Remove the piston (15) from the
bearings (4), or shaft (9). If disassembly power plate (20) by introducing
is required, proceed as follows: low-pressure air (15 psi) into the
hydraulic inlet. Make sure the
40116.doc Page 3 of 4
 piston is pointed away from persons of the piston. Back-up rings will be
when air is applied. Remove O damaged and should not be
rings (17 and 19) and back-up rings removed if replacement is not
(16 and 18) from the I.D. and O.D. planned.

ASSEMBLY PROCEDURE

Use the reverse of the disassembly procedure with the following notes and additions:
IMPORTANT: There may be more parts in a service kit than your brake requires. Check the parts
list carefully for the exact quantity. In the case of springs, space the required quantity equally.

1. Make sure all parts are thoroughly 6. Rotating discs must be clean and dry.
clean before re-assembly. The lining material and mating
2. Worn or damaged O rings or PIPE surfaces of the stationary discs must
back-up rings must be replaced prior be kept clean and free of any traces of
to assembly. oil. Worn or heavily scored discs
3. The cylinder of the power plate, the must be replaced.
piston, and the O rings must be clean 7. Press bearings (40) into external spline
prior to re-assembly and pre-lubed of housing end of shaft (9) and install
with hydraulic oil. the sub-assembly into the housing (5),
4. Install piston (15) into power plate install retaining ring (3). After
(20) using a shop press, being careful installing all the internal components
not to damage the O rings or PIPE of the brake, install power plate (20)
back-up rings. Visually align the sub-assembly.
cutouts in the piston with the torque 8. Install bolts (23). Tighten
pin (10) holes in the power plate (20). sequentially, one turn at a time, until
CAUTION, the depth the piston is power plate is properly sealed.
installed into the power plate is Torque to 80-95 lb. ft. Then press
critical. The surface of the piston bearing (4) onto shaft (9) and install
cutouts must be flush to .120 in. below retaining ring (3).
the surface if the power plate. DO 9. Before installing seal (1), lubricate the
NOT exceed the .120 in. depth or lip of the seal with hydraulic oil. Use
piston will cock resulting in a a shop press to install the seal. Face
complete loss of braking. the lip of the seal toward the inside of
5. When pressing bearings onto the shaft, the brake. Press evenly around the
press on the inner race of the bearing O.D. of the seal and use care to avoid
and support the shaft properly. cocking.

40116.doc Page 4 of 4
 P.O. Box 840687, Houston, Texas 77284
Phone: 713 896 6500 Fax: 713 896 6611

21 September 1999

Installation, Operation, and Maintenance Instructions for

SeaTrax Collector Rings

Collector Ring.doc Page 1 of 7

 BASIC SAFETY

1. ELECTRICAL WARNINGS

(a) The Collector Ring should be interfaced with the unit on which it is installed and the
entire unit grounded in accordance with the National Electric Code and local codes and
ordinances.

(b) DANGER: Hazard of electrical shock or burn. Always disconnect or remove the power
to the Collector Ring before attempting to perform any service function.

(c) Do not use this Collector Ring with electrical loads greater than the rated current and
voltage of the Collector Ring.

2. OPERATIONAL AND MAINTENANCE WARNINGS

(a) Collector Rings must be enclosed or otherwise protected from contact by any personnel.
Means for the provision of this protection is the responsibility of the user.

(b) All fasteners or hardware should be cheeked periodically to assure tightness. Care
should be exercised when handling the collector ring while servicing, adjusting or during
operation.

(c) WARNING: Modification of this equipment may cause excessive wear and void
warranty. Modification may cause safety and fire hazards. Contact manufacturer
regarding change or modifications of equipment that could affect reliability or safety.

A. OPERATION
1. Collector Rings may be installed with either the Brush Stud Assembly or the Slip Ring Core
rotating. One of these two units should be stationary.

B. INSTALLATION
1. Install the Slip Ring Assembly on a shaft and lock it in place with set screws in the drive collar.

2. On a Standard Collector Ring Installation, screw Brush Stud in place (at proper center distance).
Place Brush Assembly in place and secure clamp bolt. Be sure Brush Box is located so that the
top of the brush is parallel with the top of the brush box. Brush sides should not be in contact
with the walls of the insulator ring.

Collector Ring.doc Page 2 of 7

3. Make connections at lugs on Brush Holders and ends of lead wires or bus bar. Be sure
connections on brush assemblies do not interfere or exert tension on the brush holders. It is
recommended that flexible wire be used for brush and core terminations.

C. MAINTENANCE
1. GENERAL
(a) Periodic inspection and adjustment are essential to the maintenance of a collector ring
assembly. Proper care of brushes, brush rigging, rings and current collection parts is a
fundamental necessity for satisfactory performance of a collector ring assembly.

(b) Environmental conditions affect the performance of the collector ring. Periodic
inspection of the enclosure is essential maintenance of the collector ring assembly.

(c) The upper and lower bearings of the enclosure should be greased every 40 hours of
operation.

2. COLLECTOR RING INSPECTION AND ADJUSTMENT

(a) Brush Rigging

(1) Brush studs are supported between (2) outboard bearings. The brush studs extend
through the outboard bearings and a setscrew in the outboard bearing secures them.
The setscrews prevent rotation of the brush stud. The setscrews should be checked
for tightness. Some collector ring assemblies are furnished with additional brush
stud anti-rotation devices. These devices are located on the outboard side of the
outboard bearings. They incorporate an additional setscrew to prevent brush stud
rotation. The additional setscrew must also be checked for tightness.

(2) The spacing between the outboard bearings is critical to assure the free rotation of
the brush rigging. The brush stud insulator sleeves are cut to length in order to
provide the proper spacing. The outboard bearings should be located snuggly against
the insulator sleeve without any deformation of the materials. Hand tighten the
outboard jam nuts and then secure the brush stud with the setscrews referred to in
2.(a)(1). CAUTION: Do not over-tighten the outboard jam nuts. Overtightening can
preload the bearings and cause excessive rotation friction. Final check should be
made to assure no binding of outboard brush rigging or binding of brushes with
insulator barriers.

(b) Brush Holders

(1) Inspect brush holders for proper alignment. Brush holders should be located so that
the entire brush contact surface rides squarely on the ring with the brush moving
freely in the brush box. The top of the brush should be parallel with the top of the
brush box.

Collector Ring.doc Page 3 of 7

 (2) Brush holder clamps should be checked for tightness. Clamp bolts should be set at
40-45 lbs.-in (75 lbs.-in maximum). Loose clamps will allow the brush holder to
rotate, causing the brush to lift from the surface of the ring. Brush lift will cause
arcing and excessive heat concentration.

(3) Brush terminations at the holder should be inspected to assure that no external force
is imposed on the holder that would cause rotation of the holder on the stud. Flexible
or soft wire leads are recommended for these terminations. External clamps should
be used to support the entire weight of the leads.

(4) A final check should be made to assure that the brush studs can not rotate. See 2(a).

(c) Brushes
(1) Inspect for wear. If the distance from the top of the brush to the top of the brush
box is over half the depth of the brush box, the brush should be replaced.

(2) Inspect brush contact surface by removing the brush and checking the brush surface
for dirt, oxidation, pitting or other contaminants, Remove any large particles and
follow seating instructions in paragraph 2.(c)(3).

(3) Check brush contact surface for proper seating. If the seating is not proper, the
contact surface will be tracked differently in different areas. To reseat the brushes,
lay a piece of sandpaper between the ring and the brush. Install the brush in the
brush holder in proper alignment and rotate the core while applying pressure on the
brush. If the core cannot be rotated, the sandpaper must be pulled across the brush
surface. Wrap sandpaper at least 180' around the ring to prevent rounding of the
brush edges. Recheck the brush contact surface and repeat the sanding process if
necessary until the entire contact surface appears uniform and without pits.
Caution: Do not use emery paper or cloth to seat brushes since the emery will
become embedded in the brush and continue the abrasive action against the ring and
brush. Emery and many other abrasives are conductive and must not be used.

(d) Brush Springs

(1) Inspect and test springs for proper tension. The brush tension springs should be set
at 1.5-3.0 lbs. per spring and as uniform as possible. Uniform settings for each
brush prevent selective action by which certain brushes carry more or less than their
share of the load. Insufficient brush pressure can cause loss of contact and
overtension can cause excessive brush and ring wear.

(2) The spring tension should be periodically tested on all brushes to assure uniform
brush tension. Test for tension as shown in Figure 1. See paragraph 5(b) for spring
tension adjustment.

Collector Ring.doc Page 4 of 7

 (e) Rings
(1) Inspect the ring surface for dirt, oxidation or other contaminants. A properly
operating ring will have a film that appears burnished in color where the brushes
track with a darker surrounding color. If this condition does not exist, cleaning will
be necessary.

(2) The ring should be cleaned with a non-conductive abrasive such as Ideal Industries'
Flexible Abrasive for collector rings. Hold the abrasive against the ring with a
medium amount of pressure while turning the core. If the core cannot be turned, the
abrasive must be rubbed over the ring. Continue this process until the ring surface
is polished without any dirt or contaminants left on the surface. To prevent abrasive
from being lodged in the brushes, they should be lifted off the ring.

(3) Inspect rings for pitting. Pitting of the ring must be corrected since pits will produce
arcing, leading to the development of larger and more pits. Small pits can be
removed by hand stoning of the area. If large pits and/or a considerable amount of
pits are present on the surface, the surface must be machined. Machining is also
necessary if concentricity of the surface is questionable. When stoning or
machining rings, remove only enough material to eradicate the pits. Again, the
brushes should be lifted from the surface when stoning or machining. Finish the
ring surface to a 16-32 micro finish as described in 2(e)(2).

(f) Electrical Connections

(1) Inspect all electrical connections for corrosion and tightness. Clean corroded parts
with a wire brush and/or muriatic acid. Loose and/or corroded terminations will
cause a concentration of excessive heat.

Collector Ring.doc Page 5 of 7

3. ENCLOSURE INSPECTION

(a) Moisture is a major cause of collector ring deterioration. Corrosion of parts and insulation
breakdown can be attributed to the presence of water. Dust and dirt present within the
enclosure will affect the proper operation of the assembly. Most dusts cause excessive
brush and collector ring wear and conductive dusts, if allowed to accumulate, will form a
path for short-circuiting.

(b) The SeaTrax enclosure is dust and watertight; however, condensation may still form on the
walls of the enclosure. In some environments, condensation can be eliminated with the
addition of a breather or drain. Other environments, particularly offshore, a
thermostatically controlled heater, or a simple light bulb, can be used to eliminate
condensation.

(c) Removing the enclosure and checking for condensation, water and dust collection should
periodically perform an inspection. If contaminants are found, the enclosure and the
assembly should be wiped down with a lint free cloth. If the problem appears persistent,
steps should be taken to remedy the leakage or condensation problem.

4. FREQUENCY OF INSPECTIONS

(a) The first inspection should be made shortly after installation and before operation.
Continuing inspections should be made on a regular basis after every 200-400 hours
of operation under normal conditions.

5. REMOVING AND REPLACING BRUSHES AND SPRING TENSION

SCREWS

(a) Brush Holders with non-adjustable spring tension (Figure 2)

(1) Pull spring free end (B) out of brush holder recess and slide spring off of fixed
hub (A).

Collector Ring.doc Page 6 of 7

 (2) Unscrew binder screw (C) and take off brush shunt connector (D) and remove
brush (E). Install new brush, reversing above procedure.

(b) Brush Holders with adjustable spring tension (Figure 3)

(1) Release spring tension on the brush spring by holding the spring tension screw
with a screw driver at slot (A) and loosening spring tension nut on opposite
side. Do not completely remove the nut, just loosen. Screws can be adjusted
with 9/32 wrench without removing from stud.

(2) Pull spring (B) up and out of the way and unscrew binder screw (C). Take off
brush shunt connector (D) and remove brush (E).

(3) Install new brush, reversing above procedure.

(4) Tension is applied on brush spring by holding nut with wrench and turning
screw with screw driven clockwise until inner coils are tight. Back off 1/4
turn, then tighten the nut. Spring should have a minimum of 1 pound pull at
the brush. See paragraph 2.(d)(1).

(5) To replace brush spring tension screw (A), simply take spring tension screw
nut off and pull the screw and spring out of the holes in brush holder (F). Use
above steps in reverse order to replace spring tension screw.

Collector Ring.doc Page 7 of 7

 P.O. Box 840687, Houston, Texas 77284
Phone: 713 896 6500 Fax: 713 896 6611

11 September 2000

Control Circuit Filter Unit

Part No. 40134
Replace filter element when the visual indicator is red instead of green. When servicing the filter, use
the following procedure:

1. Stop the cranes power unit.

2. Relieve pressure in the filter line and drain bowl by carefully

removing the drain plug.

3. Rotate bowl counter-clockwise and remove.

4. Remove filter element from bowl and DISCARD. These elements

are not re-useable.

5. Inspect bowl seal and replace if necessary. Grease and install seal.

6. Insert new element in housing.

7. Replace bowl and hand tighten.

8. Replace and tighten drain plug.

9. Start motor and check for leaks.

ITEM DESCRIPTION
1 Head
2 Visual Filter Condition Indicator
3 Bypass Valve Assembly
4 Plug
5 Filter Element (40135)
6 Bowl
7 Bowl Seal

40134 Page 1 of 1
 P.O. Box 840687, Houston, Texas 77284
Phone: 713 896 6500 Fax: 713 896 6611

High Pressure Filter Unit

Part No. 40308

MAINTENANCE
This filter unit is equipped with a visual filter condition indicator that turns red when
filter becomes clogged. Two types of filters are used, manual reset, and automatic reset.
The manual reset monitor will stay red until reset by hand. Automatic models will
indicate filter condition only when the line is under pressure and will reset after
pressure is released. The operator should monitor the filter condition daily. Once the
indicator to changes to red, replace the filter immediately, check the tank for
contamination, and check the pressure from the corresponding pump.

40308.doc Page 1 of 2
 P.O. Box 840687, Houston, Texas 77284
Phone: 713 896 6500 Fax: 713 896 6611

FILTER REPLACEMENT
1. Stop the cranes’ power unit.

2. Relieve pressure in the system and drain the

filter by cautiously removing the fitting on the
bottom of the filter bowl.

3. Use a wrench on the hexagon fitting cast into the

bottom of the filter bowl to loosen the bowl.
Unscrew the filter bowl from the filter head.

4. Remove and discard filter element. These

elements are NOT re-useable.

5. Center new element in filter bowl.

6. Inspect cover “O” ring and back-up ring; replace

if necessary. Apply a light coat of grease on
seals and install.

7. Replace bowl and tighten with a wrench.

8. Start prime mover. Maximize the pressure the

system to check for leaks.

PARTS LIST
PART # DESCRIPTION
1 Contamination Indicator
2 Filter Head
3 By-pass Valve
4 Filter Element (Part No. 40309)
5 Seal Kit (2 part)
6 Filter Bowl

40308.doc Page 2 of 2
 P.O. Box 840687, Houston, Texas 77284
Phone: 713 896 6500 Fax: 713 896 6611

Dual Element Filter Assembly

Part No. 40028

When servicing a filter, use the following procedure:

1. Stop the cranes power unit.
2. Rotate each element counter-clockwise and remove.
3. DISCARD cartridges, they are not re-useable.
4. Lubricate male threads on head assembly.
5. Grease seal on each cartridge.
6. Screw new cartridges (Part No. 40029) onto housing.
7. Replace and tighten drain plug.
8. Start prime mover and check for leaks.

NOTE: Replace cartridges when visual indicator shows red with engine idling.

40028 Page 1 of 2
 P.O. Box 840687, Houston, Texas 77284
Phone: 713 896 6500 Fax: 713 896 6611

Dual Element Filter Assembly

Part No. 40028

40028 Page 2 of 2
 P.O. Box 840687, Houston, Texas 77284
Phone: 713 896 6500 Fax: 713 896 6611

125 Series Hoist Gearbox

Part No. 20001

(Short Shaft)

Part No. 20002

(Long Shaft)

125 Rebuild.dot Page 1 of 12

Disassembly Procedure
1. Loosen all 24 Cover Bolts (16) and drain 10. Remove Thrust Washer (12), Thrust
the oil from the unit. Bearing (13) and Thrust Washer (14) from
Second Stage Carrier (2A) counterbore.
2. Remove the 24 Cover Bolts (16) and lift NOTE: Thrust Washer (12) may have
off Cover (6). Remove “O” Ring Seal (5) stuck to Thrust Bearing Carrier as it was
from the Cover Counterbore and discard. removed in Step 8.

3. Remove Thrust Washer (7) from the 11. Remove Ring Gear (4) from mesh with
internal counterbore of the Cover (6). Second Stage Carrier Assembly (2A-G).
Find “O” Ring (5), remove and discard.
4. Remove Input Gear (8) from First Stage
Carrier Planet Gears (3F). 12. Remove Second Stage Carrier Assembly
from engagement with Output Shaft(1A)
5. Remove Thurst Washer (12), Thrust
Bearing (13) and Thrust Washer (14) from 13. Remove Retaining Ring (1-1) from the
First Stage Carrier (3A). NOTE: Thurst Retaining Ring Groove in Output Shaft (1
Washer (12) may have stuck to Cover (6) A). CAUTION: Eye protection should be
as it was removed in Step 2. worn during this Retaining Ring removal.

6. Lift First Stage Carrier Assembly (3A-F). 14. Remove Bearing Spacer (1H) from Output
Shaft (1A) and Bearing Cone face (1F).
7. Remove Thrust Washer (9) from end of
Second Stage Sun Gear (11). This Thurst 15. The Output Shaft (1A) may now be
Washer would have been removed from pressed out of Hub (16).
its location on Input Gear (8) during Step
4. 16. Bearing Cups (1C & 1E) will remain in
Hub (1G) as will Bearing Cone (1F).
8. Remove Thrust Bearing Carrier (10). Bearing Cone (1D) will remain on Output
Shaft (1A). Seal (l B)will be
9. Remove Second Stage Sun Gear (11). automatically removed during this
procedure.

NOTE: Should Bearing replacement be necessary, the Bearing Cups (1C & 1E) can be removed
with a “slide hammer” or driven out with a punch.

WARNING: When rebuilding the unit, the “O” Rings and Retaining Rings should always be
replaced.

To remove Planet Gears from the Carrier Assemblies, tap Roll Pins (2G) & (3D) into Planet Pins
(2E) & (3E). Tap Planet Pins (2E) & (3E) out of location in the Carrier Assembly. Roll Pins (2G)
& (3D) may now be driven through Planet Pins (2E) & (3E). Slide Planet Gears (2F) & (3F),
Thrust Washers (2B) & (3B) out of Carriers (2A) & (3A). Remove Roller Bearings (2C) & (3C)
from Planet Gears (2F) & (3F). Remove Spacer (2D) from Second Stage Planet Gear (2F).

125 Rebuild.dot Page 2 of 12

Main Assembly Procedure

1. With the Hub Shaft Sub-Assembly located

on Shaft (1A), “O” Ring (5) is installed
into the counterbore provided. Slight
stretching of the “O” Ring may be
necessary. Use sufficient grease or
petroleum jelly to hold the “O” Ring in
place. CAUTION: Beware of sharp
edges of the counterbore while seating the
“O” Ring.

2. The Second Stage Carrier (2A-G) is now

installed into the Hub (1G) and onto the
Spline of Output Shaft (1A). This should
be a slip fit.

3. Ring Gear (4) is now correctly installed

into Hub (1G). Care should be taken to
insure that “O” Ring (5) has remained in
position before seating Ring Gear (4).

4. The Second Stage Sun Gear (11) is

installed meshing with Planet Gears (2F)
of the Second Stage Carrier Assembly
(2A-G) and located on the internal end of
Output Shaft (1A). NOTE: The reduced
depth spline is up or to the outside of this
assembly when correctly installed.

125 Rebuild.dot Page 3 of 12

5. Sun Gear (11) should have this
appearance when correctly installed.

6. Thrust Washer (14), Thrust Bearing (13)

and Thrust Washer (12), In that order, are
installed into the counterbore in the face
of the Second Stage Carrier (2A).
NOTE: Thrust Washer (14) is thicker
than Thrust Washer (12) and locates in the
counterbore. Use sufficient grease or
petroleum jelly to hold these parts
together and in place.

7. Thrust Bearing Carrier (10) is now

installed into Thrust Bearing set (12; 13,
& 14). The shoulder side of Carrier (10)
is located down and into the bore of
Thrust Washer Set (12; 13 & 14).

8. The First Stage Carrier assembly (3A-F)

is installed with Spline bore shoulder side
down. The Splined bore will mesh with
the reduced depth spline end of the
Second Stage Sun Gear (11) with the
Planet Gears (3F) meshing with the teeth
of Ring Gear (4).

9. Thrust Washer (9) is positioned and centered

on the exposed end of the Second Stage Sun
Gear (11). Use sufficient grease or
petroleum jelly to Washer (9) in place.
Input Gear (8) is then installed meshing with
the teeth of Planet Gears (3F) and centering
on Thrust Washer (9). NOTE: The teeth of
Input Gear (8) rests on Thrust Washer (9)
with the shoulder of the Input Gear (8)
through Washer (9).
125 Rebuild.dot Page 4 of 12
10. The Assembly should have this
appearance at this point during the
assembly.

11. ThrustWasher (14),ThrustBearing (13) and

Thrust Washer (12), in that order, are
installed into the counterbore in the face of
the First Stage Carrier (3A). NOTE: Thrust
Washer (14) is thicker than Thrust Washer
(12) and locates in the counterbore. Use
sufficient grease or petroleum jelly to hold
these parts together and in place.

12. Thrust Washer (7) is now installed into

the counterbore of internal side of Cover
(6). Use sufficient grease or petroleum
jelly to hold Washer (7) in place during
installation of Cover (6) onto the
assembly.

13. “O” Ring (5) is installed into the counter

bore of Cover (6). Slight stretching may
be necessary. Use sufficient grease or
petroleum jelly to hold “O” Ring (5) in
place. CAUTION: Beware of sharp
edges in the counterbore while seating this
“O” Ring (5).

14. Cover (6) is installed onto this assembly,

locating on Ring Gear (4) and centering
on Input Gear (8). Align Bolt holes in
Cover (6) with those in Ring Gear (4)
before seating to reduce the chances of
dislodging or moving “O” "Ring (5).

125 Rebuild.dot Page 5 of 12

15. Care should be taken to align Pipe Plugs
(1L or 1M) in Hub (16) at 90° to Pipe
Plugs (15) in the Cover (6) when
installing Cover (6). This allows the unit
to be filled with lubricant through Pipe
Plugs (1L or 1M) positioned at 12:00 and
checked through Pipe Plugs (15)
positioned at 3:00 or 9:00.

16. Install Grade 8 Bolts into the assembly

and snug down.

17. Pipe Plugs (15) are installed into the holes

in Cover (6). Use some type of
lubricating thread sealer.

18. All Grade 8 Bolts (16) are now torqued to

47 ft. lbs. in a cross torque pattern.

This completes the assembly. The must be filled one-half full of the appropriate grade of gear
lubricant.

125 Rebuild.dot Page 6 of 12

Hub Shaft Sub-Assembly

1. With Hub (1G) located on the small

diameter end, Bearing Cup (1E) is pressed
into place. Care should be taken to insure
this cup is started square with the
counterbore of Hub (1G).

2. After inverting Hub (1G), Pipe Plugs (1K)

are installed into the holes provided.
These Pipe Plugs should not protrude into
the Bearing Cup (1C) counterbore. Use of
some form of Lubricant Seal on threads.

3. Bearing Cup (1C) is then pressed into

position. Care should be taken to insure
this Cup is started square with the
counterbore of Hub (1G).

4. Bearing Cone (1D) is to be pressed onto

Output Shaft (1A).

125 Rebuild.dot Page 7 of 12

5. Output Shaft (1A), with Bearing Cone
(1D) is installed into Hub (1G).

6. Shaft Seal (1B) is pressed into the Seal

counterbore of Hub (1G). Care should be
taken to insure this Seal (1B) is correctly
installed (smooth side up) and located just
flush with the face of Hub (1G).

7. After carefully inverting Hub (1G) taking

care not to damage the Seal (1B), Bearing
Cone (1F) is pressed into position.

8. Bearing Spacer (1H) is installed over the

spline of Output Shaft (1A) and onto the
face of Bearing Cone (1F).

9. Retaining Ring (1J) is now installed over

the spline of Output Shaft (1A) and into
the groove provided. CAUTION: Eye
protection should be worn during this
procedure.

125 Rebuild.dot Page 8 of 12

10. Carefully seat Retaining Ring (1J) into
grove in the Output Shaft (1A). A soft
metal punch can be used to insure proper
seating. CAUTION: Eye protection
should be worn during this procedure.

11. The Output Shaft (1A) is now tapped

sharply with a piece of soft metal bar.
This action will release the pre-load put
on the Bearings during Steps 9 & 10.

12. Pipe Plugs (1L & 1M) are now installed

into place. Use some type of thread
lubricant seal.

This completes the Hub Shaft Sub-Assembly

125 Rebuild.dot Page 9 of 12

Carrier Sub-Assembly Procedure
First Stage Carrier Assembly

1. Use grease to hold the 19 Needle Rollers

(3C) in place.

2. Stand Carrier (3A) on end and insert

Planet Pins (3E) into Planet Pin holes on
Carrier (3A). Grease Thrust Washers (3B)
and install on tip of Planet Pins (3E).

3. Position Planet Gears (3F) in place and

push Planet Pins (3E) in half way. Grease
and install Thrust Washers (3B) on other
side of Planet Gear (3F).

4. Align roll pin holes. NOTE: The hole in

the Planet Pin is chamfered on one side;
this should face up to allow easier
installation of pin. Slide in Planet Pin
until flush with surface of Carrier (3A).
Tap Roll Pin (3D) into Carrier (3A) until
flush with surface.

125 Rebuild.dot Page 10 of 12

Second Stage Carrier Assembly

1. Grease and install the 18 Needle Rollers

(2C) in each half of the Planet Gears (2F)
with Spacers (2D) in between.

2. Stand Carrier (3A) on end and insert

Planet Pins (3E) into Planet Pin holes on
Carrier (3A). Grease Thrust Washers (3B)
and install on tip of Planet Pins (3E).

3. Position Planet Gears (3F) in place and

push Planet Pins (3E) in half way. Grease
and install Thrust Washers (3B) on other
side of Planet Gear (3F).

4. Align roll pin holes. NOTE: The hole in

the Planet Pin is chamfered on one side;
this should face up to allow easier
installation of pin. Slide in Planet Pin
until flush with surface of Carrier (3A).
Tap Roll Pin (3D) into Carrier (3A) until
flush with surface.

125 Rebuild.dot Page 11 of 12

 Cross-Sectional View of 125 Gearbox

125 Rebuild.dot Page 12 of 12

 P.O. Box 840687, Houston, Texas 77284
Phone: 713 896 6500 Fax: 713 896 6611

Gearbox and Shaft

250 Series

Part No. 20003 (Short Shaft)

Part No. 20004 (Long Shaft)

INTRODUCTION TO THE 250

This manual is a step-by-step guide to assembly and disassembly of the SeaTrax 250 Series Planetary
Reduction Drive Unit. It is designed for the shop mechanic who is repairing this particular model.

The Tool List contains any specialized tools normally used to assemble this unit, and the Tool Print
pages contain diagrams of the tools in the Tool List. However, you do not have to use these tools to
assemble this unit. You can press in bearing cups and cones using a punch and hammer along their top
edges. You can press seals in by laying a board flat on top of the seal and then hammering the board
down until it meets the hub. You can hammer studs into stud holes. If you use these methods, be very
careful not to damage the parts while using the punch and/or hammer.

Familiarize yourself with the procedures for roll and leak testing and bolt tightening and torquing
before getting started.

20003-20004 Page 1 of 22
SAFETY
Follow standard safety practices during the disassembly and assembly procedures described. Wear
safety glasses and safety shoes. Wear heavy, heat resistant gloves when handling heated components.

Be especially alert when you see the word CAUTION. This indicates that a particular operation could
cause personal injury if you don't perform it properly or if you don't follow certain safety procedures.

ROLL AND LEAK TESTING

These drive units should always be roll and leak tested before disassembly and after assembly to
make sure that the unit's gears and seals are working properly. The following information
briefly outlines what to look for when performing these tests.

THE ROLL TEST

The purpose of a roll test is to determine if the unit's gears are rotating freely and properly. You
should be able to rotate the gears in hour unit by applying a constant force to the roll checker. If you
feel more drag in the gears only at certain points, then the gears are not rolling freely and should be
examined for proper installation of defects. Some gear packages roll with more difficulty than other.
Do not be concerned if the gears in your unit seem to roll hard as long as they roll with consistency.
This unit is a 29:1 ratio, therefore rotate the input shaft 29 times in each direction to complete the roll
test.

THE LEAK TEST

The purpose of a leak test is to make sure that the unit is air tight. You can tell if your unit has a leak if
the pressure gauge reading on your air checker starts to fall once the unit has been pressurized. Leaks
will most likely occur at the main seal or wherever "O" ring or gaskets are located. The exact location
of a leak can usually be detected by brushing a soap and water solution around the main seal and where
"O" rings or gaskets meet the exterior of the unit then checking for air bubbles. If a leak is detected in
a seal, "O" ring, or gasket, the part must be replaced.

OIL INFORMATION
See Operation and Maintenance Manual Section D, Lubrication.

NOTES:
• Higher temperatures require more frequent oil changes.
• These units run cooler and last longer if filled with synthetic lubricant.
• Change the oil after the first 50 hours of operation and every 1000 hours thereafter.
• Never exceed one year between oil changes.

20003-20004 Page 2 of 22
REFILLING GEARBOX LUBRICANT
1. Drain the old oil (approx. 3 gal.) by removing the plug on the bottom on the gearbox, then
removing the one on the top above the motor.

NOTE: Drain oil when hot to help remove any sludge

buildup.

2. Inspect the old oil for sand size or larger particles. If

these are present, the unit may require repair or
replacement in the near future.

3. After draining, replace the lower plug and remove the

plug located 90 to the left of the upper plug.

4. Slowly fill the unit through the top plug until oil runs out
the side plug.

5. Install the side and top plug. Test for leaks.

6. Recheck fluid level after one day of operation.

TIGHTENING AND TORQUING BOLTS

NOTE: DO NOT use impact wrenches to tighten bolts. All bolts, especially the shoulder bolts,
must be tightened by hand.

The following steps describe the proper procedure

for tightening and torquing bolts or socket head cap
screws (shoulder bolts) in a bolt circle.

1. Tighten (but do not torque) bolt “A” until

snug.

2. Go to the opposite side of the bolt circle and

tighten bolt “B” until equally snug.

3. Continue around bolt circle and tighten the

remaining bolts.

4. Now use torque wrench to apply the specified

torque to bolt “A”.

5. Continue around the bolt circle and apply an

equal torque to the remaining bolts.

NOTE: Shoulder bolts should be tightened first and torqued last.

20003-20004 Page 3 of 22
HUB-SHAFT DISASSEMBLY
CAUTION: Wear safety glasses during this 7. Using a punch and hammer, drive one
step: bearing cup (1C) out of the counterbore in
1. Set hub (1G) so its small end faces down. the small end of the hub.
Remove retaining ring (1F) from the
groove around output shaft (1A). 8. Set hub (1G) on its wide end. Using a
punch and hammer, drive one bearing cup
2. Remove bearing shim/washer (1E) from (1C) out of the counterbore in the wide
the wide end of hub (1G). end of the hub.

3. Set hub (1G), small end facing down, on NOTE: Your unit may not have needed this
something that will support the flange and shim set. If it is not there, go on to step
keep shaft off the floor. Using a punch 10.
and hammer, carefully drive output shaft 9. Remove shim set (1R) that was under
(1A) down out of hub (1G). bearing cup (1C) in the wide end of hub
(1G).
4. If seal did not come out of the small end of
hub when you removed the shaft, remove 10. Set hub (1G) on its wide diameter end.
seal (1B) from the small end of hub (1G). Remove two magnetic pipe plugs (1P)
Discard the seal. from the holes in the slope of hub (1G)
near flange.
5. One bearing cone (1D) should be around
output shaft (1A). Remove this bearing 11. Remove one pipe plug (1L) from the hole
cone from around the output shaft. near the small end of hub.

6. One more bearing cone (1D) should be 12. Remove pipe plug (1K) from the hole in
loose in the wide end of hub (1G). the side of hub (1G).
Remove the bearing cone from the wide
end of the hub. 13. At this point, the hub-shaft disassembly is
complete.

20003-20004 Page 4 of 22
CARRIER DISASSEMBLY
If you have one damaged cluster gear, DO 4. Starting from the top of carrier housing
NOT use a gear from another unit (even if it (3A), drive planet shaft (3E) down out of
seems the same) as a replacement! Order a planet shaft hole in carrier.
"replacement cluster gear kit. "Never mix old
and new cluster gears because using gears that 5. Remove assembled cluster gear (3F) from
do not match could cause gear teeth failure. carrier housing (3A).

1. Set carrier housing (3A), splined end 6. Remove one bearing cone (3D) from
down, onto work surface with one set of inside each bearing cup (3C) in cluster
holes hanging over the edge of the work gear (3F).
surface. Use an alignment punch or
similar tool to drive roll pin (3B) 7. Using a punch and hammer, carefully
completely into hole in planet shaft (3E). remove one bearing cup (3C) from each
end of cluster gear (3F).
CAUTION: Wear safety glasses during this
step: 8. Repeat steps 1 to 7 to remove and
2. Using retaining ring pliers, remove disassemble the two remaining cluster
retaining ring (3H) from the groove gears.
around the top of planet shaft (3E).
9. At this point, the carrier disassembly is
3. Remove spacer (3G) from around the top complete.
end of planet shaft (3E).

20003-20004 Page 5 of 22
CARRIER SUB-ASSEMBLY
If you have one damaged cluster gear, DO NOT use a gear from another unit (even if it seems the
same) as a replacement! Order a "replacement cluster gear kit." Never mix old and new cluster gears
because using gears that do not match could cause gear teeth failure.

When you order a "replacement cluster gear kit," you will receive three (3) pre-assembled cluster gears
with the correct spacer already installed. Before you install the cluster gears in the carrier housing,
disassemble and clean the parts, then reassemble the parts according to procedure below. DO NOT
mix the parts of each cluster; gear keep them separate!

1. Using a bearing cup pressing tool, press

one bearing cup (3C) into each end of
cluster gear (3F).

2. Place one bearing cone (3D) into each

bearing cup (3C) in cluster gear (3F).

3. Place carrier housing (3A), dowel pin

hole facing down, onto work surface with
one set of holes hanging over the edge of
the work surface. Place assembled cluster
gear (3F), Large gear facing up, into
carrier housing (3A).

20003-20004 Page 6 of 22
4. Spray threads on planet shaft (3E) with
Primer T. Allow 2-3 minutes' drying
time.

5. Starting from underneath the carrier

housing (3A), slide planet shaft (3E), end
with roll pin hole last, up into planet shaft
holes in carrier.

6. Place space, (3G) around the top end of

planet shaft (3E) and slide spacer down
into the carrier housing.

CAUTION: Wear safety glasses during

this step:

7. Using retaining ring pliers, insert retaing

ring (3H) into the groove on planet shaft
(3E).

8. Use an alignment punch or similar tool to

align the roll pin holes in planet shaft (3E)
and carrier housing (3A). Drive roll pin
(3B) into the aligned holes until it is flush
to the carrier surface.

20003-20004 Page 7 of 22
9. Repeat steps 1 to 8 to assemble and install
remaining cluster gears.

10. Place a dial indicator on top of one cluster

gear (3F). Pry up on bottom of cluster
gear with a screwdriver to get a reading
between 0 and .003 (three thousandths).
If the reading exceeds .003, contact
SeaTrax.

11. Stamp reading on top of carrier near

cluster gear: stamp "0" for 0, “1” for .001,
“2” for .002, or “3” for .003.

12. Repeat steps 10 and 11 for remaining two

cluster gears.

13. At this point, the carrier sub-assembly is

complete.

20003-20004 Page 8 of 22
HUB SHAFT SUB-ASSEMBLY

1. Set hub (1G) on its wide diameter end.

Apply a fight coat of "Sealant" to two
magnetic pipe plugs (1P) and tighten the
two magnetic pipe plugs (1P) into the two
pipe plug holes in the slope of hub (1G)
near flange.

2. Apply a light coat of "Sealant" to one

pipe plug (1L) and tighten the one pipe
plug (1L) into the pipe plug hole near the
small end of hub.

NOTE: Make sure the cup sits square

with the counterbore before pressing.

3. Using a bearing cup pressing tool, press

one bearing cup (1C) into the counterbore
in the small end of hub (1G).

4. Apply a light coat of "Sealant" to pipe

plug (1K) and install it into the pipe plug
hole in the side of hub (1G).

20003-20004 Page 9 of 22
 NOTE: Make sure the cup sits square
with the counterbore before pressing.

5. Set hub (1G) on its small diameter end.

Using a bearing cup pressing tool, press
one bearing cup (1C) into the counterbore
in the wide end of the hub.

6. Stand output shaft (1A) up on its large

smooth end. Using a bearing cone
pressing tool, press one bearing cone (1D)
onto output shaft (1A). Oil bearing cone
and output shaft.

7. Lower hub (1G), small end down, onto

output shaft (1A).

8. Place bearing shim (1E) around output shaft

(1A)

9. Set hub (1G) on its shaft. Press or

carefully hammer the other bearing cone
(1D) down around output shaft (1A) and
into bearing cup (1C).

20003-20004 Page 10 of 22
 CAUTION: Wear safety glasses,during
this step:

10. Place retaining ring (1F) 'Into groove

around output shaft (1A). Now tap the
end of output shaft (1A) with a soft
hammer or rod to release the pre-load on
the bearings.

11. Check endplay: Place hub (1G), open end

facing down, on table. Put a magnetic
indicator on the flange of hub with the
needle on the end of output shaft (1A).
Jack up or pry up on shaft from, the
internal side of hub (1G).
• If the reading on the indicator is .008 or
more (without shims), you need a .007 or
.008 shim set (1R); go on to step 12.
• If reading is less than .008 (without
shims); go on to step 13.
• If you have installed shims, the endplay
should now be 000-.001; go on to step 13.

12. If the reading is over .008 without shims,

hub has too much endplay. Remove
retaining ring (1F) and bearing shim (1E).
Press shaft (1A) out of hub (1G). Use a
punch and hammer to carefully remove
bearing cone (1D) and bearing cup (1C)
from the wide end of hub (1G). Install
shim set (1R) into the wide end of hub
(1G) and press bearing cup (1C) onto
shim set in the wide end of hub. Now
repeat steps 7 to 11.

13. Using a seal pressing tool, press seal

(1B), closed end up, into small end of hub
(1G).

14. At this point the hub-shaft sub-assembly

'is complete.

20003-20004 Page 11 of 22
MAIN ASSEMBLY

1. Lower Internal gear (2), small closed end

down into hub (1G), placing internal gear
around the end of output shaft (1A).

2. Grease and place thrust washer (15),

thrust bearing (16), and thrust washer
(15), in that order around output shaft
(1A),

CAUTION: Beware sharp edges in

counterbore when you 'install “O” ring,

3. Grease “O” ring (5) and place it in the

counterbore of hub (1G).

NOTE: “O” ring can be made to fit the

counterbore exactly by stretching or by
pinching it together bit by bit (if it is too
large) as you place it in the counterbore.

4. Using chalk or marker, mark the location

of shoulder bolt holes on the outside of
hub (1G).

20003-20004 Page 12 of 22
 CAUTION: Wear safety glasses during
this step:

5. Stand input shaft (11) on its end with

retaining ring grooves facing up. Place
retaining ring (10) into the groove near
the top end of input shaft.

6. Turn input shaft (11) over so the

retaining ring faces down. Place washer
(7) onto input shaft (11) until it rests on
retaining ring (10).

7. Slide input gear (13), counterbored side

facing down onto input shaft (11).

CAUTION: Wear safety glasses during

this step:

8. Place another retaining ring (10) on top of

input gear (13) onto input shaft (11).

9. Place input shaft (11) gear end facing

down, into hub (1G).

20003-20004 Page 13 of 22
 CAUTION: Wear safety glasses during
this step:

10. Time the carrier gears: Set carrier

assembly (3) on table, large gear ends
facing up, and move the punch marks on
the gear teeth to the 12 o'clock position as
shown in the diagram. Place a timing
fixture on carrier to keep gear teeth in
position.
CAUTION: If the gears are one tooth out
of time, poor performance and gearbox
damage will result. Out of time gears
will be noticeable during the roll test

11. Lower carrier sub-assembly (3) into hub

(1G).

12. Using retaining ring pliers, place

retaining ring (20) into the groove inside
coupling (19).

13. Set coupling (19) down into mesh with

input shaft (11).

14. Place ring gear (4), side marked “X”

facing up, onto hub (1G), aligning the
“X”-marked shoulder bolt hole of ring
gear with any of the four shoulder bolt
holes on the hub

20003-20004 Page 14 of 22
 CAUTION: Beware sharp edges 'in
counterbore when you install “O” ring.

15. Lay cover (6) on table, interior side up.

Grease “O” ring (5) and place it in the
counterbore, in rim of cover (6).

NOTE: Make “O” ring fit the

counterbore exactly stretching it or by
pinching it together bit by bit (if it is too
large) as you place it in the counterbore.

16. Grease and place thrust washer (8) into

the counterbore of the center of cover (6).

17. Place thrust washer (15), thrust bearing

(16), and thrust washer (15) in that order,
around raised circular edge in the center
of cover (6).

18. Lift cover (6) and place it on ring gear

(4), aligning the cover’s “X”-marked
shoulder bolt hole over any one of the
marked shoulder bolt holes on ring gear.
See Diagram below for a sample pipe
plug alignment, but check an assembly
print of your unit for the correct timing
for your unit.

20003-20004 Page 15 of 22
19. Place the four lockwashers (22) over the
shoulder bolt holes on cover (6).

20. Insert four shoulder bolts (18) into the

marked bolt holes in cover (6) and tighten
by hand.

21. Place the 16 lockwashers (23) over the

bolt holes in cover.

22. Insert the 16 bolts (17) Into the other

holes in cover and tighten.

23. Torque all four shoulder bolts (18) to

100-110 ft.-lbs. [135-148 N-m]. Then
torque bolts (17) to 100-110 ft-lbs. [135-
148 N-m]

20003-20004 Page 16 of 22
24. Apply a light coat of "Sealant" to two
magnetic pipe plugs (6I) and tighten them
into the pipe plug holes in cover (6).

25. Roll test the unit in both clockwise and

counterclockwise directions. Perform the
same number of turns in each direction as
the ratio of the unit. The 250 Drive is a
29:1 ratio.

26. Leak test the unit at a pressure of 5 psi for

2-3 minutes.

27. At this point, the main assembly for is

complete.

20003-20004 Page 17 of 22
 P.O. Box 840687, Houston, Texas 77284
Phone: 713 896 6500 Fax: 713 896 6611

Cross Section
250 Gearbox

20003-20004 Page 18 of 22
 P.O. Box 840687, Houston, Texas 77284
Phone: 713 896 6500 Fax: 713 896 6611

PARTS LIST
ITEM QTY. DESCRIPTION
1 1 Hub-Shaft Sub-Assembly
1A 1 Output Shaft
1B 1 Seal
1C 2 Bearing Cup
1D 2 Bearing Cone
1E 1 Bearing Shim/Washer
1F 1 Retaining Ring
1G 1 Hub
1K 1 Plug
1L 1 Pipe Plug
1P 2 Magnetic Pipe Plug
1R 1 Shim Set
2 1 Internal Gear
3 1 Carrier Sub-Assembly
3A 1 Carrier Housing
3B 3 Roll Pin
3C 6 Bearing Cup
3D 6 Bearing Cone
3E 3 Planet Shaft
3F 3 Cluster Gear
3G 3 Spacer
3H 3 Retaining Ring
4 1 Ring Gear
5 2 "O" Ring
6 1 Cover
6I 2 Magnetic Pipe Plug
7 1 Washer
8 1 Thrust Washer
10 2 Retaining Ring
11 1 Input Shaft
13 1 Input Gear
15 4 Thrust Washer
16 2 Thrust Bearing
17 16 Bolt
15 4 Shoulder Bolt
19 1 Coupling
20 1 Retaining Ring
22 4 Lock Washer
23 16 Lock Washer
24 1 ID Plate
25 4 Drive Screw

20003-20004 Page 19 of 22
 P.O. Box 840687, Houston, Texas 77284
Phone: 713 896 6500 Fax: 713 896 6611

TOOL LIST
The following specialized tools may be used to assemble this unit. The tool diagrams included in this
manual are for the customer who wishes to have a tool made. All tools exist as one piece and must be
made from mild steel. All dimensions are given in inches.

Installation Tool for Seal 1B

20003-20004 Page 20 of 22
 P.O. Box 840687, Houston, Texas 77284
Phone: 713 896 6500 Fax: 713 896 6611

Pressing Tool for Bearing Cup 1C

20003-20004 Page 21 of 22
 P.O. Box 840687, Houston, Texas 77284
Phone: 713 896 6500 Fax: 713 896 6611

Pressing Tool for Bearing Cup 3C

20003-20004 Page 22 of 22
 P.O. Box 840687, Houston, Texas 77284
Phone: 713 896 6500 Fax: 713 896 6611

Gearbox and Shaft

Part No. 20037

INTRODUCTION TO THE 20037

This manual is a step-by-step guide to assembly and disassembly of the 20037 Planetary Reduction
Drive Unit. It is designed for the shop mechanic who is repairing this particular model.

The Tool List contains any specialized tools normally used to assemble this unit, and the Tool Print
pages contain diagrams of the tools in the Tool List. However, you do not have to use these tools to
assemble this unit. You can press in bearing cups and cones using a punch and hammer along their top
edges. You can press seals in by laying a board flat on top of the seal and then hammering the board
down until it meets the hub. You can hammer studs into stud holes. If you use these methods, be very
careful not to damage the parts while using the punch and/or hammer.

Familiarize yourself with the procedures for roll and leak testing and bolt tightening and torquing
before getting started.

20037 Page 1 of 29
SAFETY
Follow standard safety practices during the disassembly and assembly procedures described. Wear
safety glasses and safety shoes. Wear heavy, heat resistant gloves when handling heated components.

Be especially alert when you see the word CAUTION. This indicates that a particular operation could
cause personal injury if you don't perform it properly or if you don't follow certain safety procedures.

ROLL AND LEAK TESTING

These drive units should always be roll and leak tested before disassembly and after assembly to
make sure that the unit's gears and seals are working properly. The following information
briefly outlines what to look for when performing these tests.

THE ROLL TEST

The purpose of a roll test is to determine if the unit's gears are rotating freely and properly. You
should be able to rotate the gears in hour unit by applying a constant force to the roll checker. If you
feel more drag in the gears only at certain points, then the gears are not rolling freely and should be
examined for proper installation of defects. Some gear packages roll with more difficulty than other.
Do not be concerned if the gears in your unit seem to roll hard as long as they roll with consistency.
This unit is a 29:1 ratio, therefore rotate the input shaft 29 times in each direction to complete the roll
test.

THE LEAK TEST

The purpose of a leak test is to make sure that the unit is air tight. You can tell if your unit has a leak if
the pressure gauge reading on your air checker starts to fall once the unit has been pressurized. Leaks
will most likely occur at the main seal or wherever "O" ring or gaskets are located. The exact location
of a leak can usually be detected by brushing a soap and water solution around the main seal and where
"O" rings or gaskets meet the exterior of the unit then checking for air bubbles. If a leak is detected in
a seal, "O" ring, or gasket, the part must be replaced.

OIL INFORMATION
See Operation and Maintenance Manual Section D, Lubrication.

NOTES:
• Higher temperatures require more frequent oil changes.
• These units run cooler and last longer if filled with synthetic lubricant.
• Change the oil after the first 50 hours of operation and every 1000 hours thereafter.
• Never exceed one year between oil changes.

20037 Page 2 of 29
REFILLING GEARBOX LUBRICANT
1. Drain the old oil (approx. 3 gal.) by removing the plug on the bottom on the gearbox, then
removing the one on the top above the motor.

NOTE: Drain oil when hot to help remove any sludge

buildup.

2. Inspect the old oil for sand size or larger particles. If

these are present, the unit may require repair or
replacement in the near future.

3. After draining, replace the lower plug and remove the

plug located 90 to the left of the upper plug.

4. Slowly fill the unit through the top plug until oil runs out
the side plug.

5. Install the side and top plug. Test for leaks.

6. Recheck fluid level after one day of operation.

TIGHTENING AND TORQUING BOLTS

NOTE: DO NOT use impact wrenches to tighten bolts. All bolts, especially the shoulder bolts,
must be tightened by hand.

The following steps describe the proper procedure

for tightening and torquing bolts or socket head cap
screws (shoulder bolts) in a bolt circle.

1. Tighten (but do not torque) bolt “A” until

snug.

2. Go to the opposite side of the bolt circle and

tighten bolt “B” until equally snug.

3. Continue around bolt circle and tighten the

remaining bolts.

4. Now use torque wrench to apply the specified

torque to bolt “A”.

5. Continue around the bolt circle and apply an

equal torque to the remaining bolts.

NOTE: Shoulder bolts should be tightened first and torqued last.

20037 Page 3 of 29
HUB-SHAFT DISASSEMBLY
1. Remove two pipe plugs (1P) Prom the 6. Remove bearing cone (1F) from hub
pipe plug, holes in the side of hub (1C). (1C).

CAUTION: Safety glasses should be 7. Lift hub (1C) off output shaft (1A).
worn during this step:
2. Using retaining ring pliers, remove 8. Remove bearing cone (1D) from output
retaining ring (IK) from the groove of shaft (1A).
output shaft (1A) that is located just
above locknut (1J). 9. Set hub (1C) on table, wide end down,
and remove magnetic pipe plugs (1R)
3. Using a punch and hammer, knock the from the pipe plug holes near the narrow
bent tang in lockwasher (1I) out of the end of hub (1C).
slot in locknut (1J), and remove locknut
(1J) from the output shaft (1A). 10. Remove bearing cup (1C) from hub (1C).

4. Remove lock washer (1I) from output 11. Turn hub (1C) over onto its narrow end
shaft (1A). and remove bearing cup (1E) from the
wide end of the hub.
5. Remove tanged washer (1H) from output
shaft (1A). 12. At this point, the hub-shaft disassembly is
complete.

20037 Page 4 of 29
CARRIER DISASSEMBLY
If you have one damaged cluster gear, DO 4. Starting from the top of carrier housing
NOT use a gear from another unit (even if it (3A), drive planet shaft (3E) down out of
seems the same) as a replacement! Order a planet shaft hole in carrier.
"replacement cluster gear kit. "Never mix old
and new cluster gears because using gears that 5. Remove assembled cluster gear (3F) from
do not match could cause gear teeth failure. carrier housing (3A).

1. Set carrier housing (3A), splined end 6. Remove one bearing cone (3D) from
down, onto work surface with one set of inside each bearing cup (3C) in cluster
holes hanging over the edge of the work gear (3F).
surface. Use an alignment punch or
similar tool to drive roll pin (3B) 7. Using a punch and hammer, carefully
completely into hole in planet shaft (3E). remove one bearing cup (3C) from each
end of cluster gear (3F).
CAUTION: Wear safety glasses during this
step: 8. Repeat steps 1 to 7 to remove and
2. Using retaining ring pliers, remove disassemble the two remaining cluster
retaining ring (3H) from the groove gears.
around the top of planet shaft (3E).
9. At this point, the carrier disassembly is
3. Remove spacer (3G) from around the top complete.
end of planet shaft (3E).

20037 Page 5 of 29
CARRIER SUB-ASSEMBLY
If you have one damaged cluster gear, DO NOT use a gear from another unit (even if it seems the
same) as a replacement! Order a "replacement cluster gear kit." Never mix old and new cluster gears
because using gears that do not match could cause gear teeth failure.

When you order a "replacement cluster gear kit," you will receive three (3) pre-assembled cluster gears
with the correct spacer already installed. Before you install the cluster gears in the carrier housing,
disassemble and clean the parts, then reassemble the parts according to procedure below. DO NOT
mix the parts of each cluster; gear keep them separate!

1. Using a bearing cup pressing tool, press

one bearing cup (3C) into each end of
cluster gear (3F).

2. Place one bearing cone (3D) into each

bearing cup (3C) in cluster gear (3F).

3. Place carrier housing (3A), dowel pin

hole facing down, onto work surface with
one set of holes hanging over the edge of
the work surface. Place assembled cluster
gear (3F), Large gear facing up, into
carrier housing (3A).

20037 Page 6 of 29
4. Spray threads on planet shaft (3E) with
Primer T. Allow 2-3 minutes' drying
time.

5. Starting from underneath the carrier

housing (3A), slide planet shaft (3E), end
with roll pin hole last, up into planet shaft
holes in carrier.

6. Place space, (3G) around the top end of

planet shaft (3E) and slide spacer down
into the carrier housing.

CAUTION: Wear safety glasses during

this step:

7. Using retaining ring pliers, insert retaing

ring (3H) into the groove on planet shaft
(3E).

8. Use an alignment punch or similar tool to

align the roll pin holes in planet shaft (3E)
and carrier housing (3A). Drive roll pin
(3B) into the aligned holes until it is flush
to the carrier surface.

20037 Page 7 of 29
9. Repeat steps 1 to 8 to assemble and install
remaining cluster gears.

10. Place a dial indicator on top of one cluster

gear (3F). Pry up on bottom of cluster
gear with a screwdriver to get a reading
between 0 and .003 (three thousandths).
If the reading exceeds .003, contact
SeaTrax.

11. Stamp reading on top of carrier near

cluster gear: stamp "0" for 0, “1” for .001,
“2” for .002, or “3” for .003.

12. Repeat steps 10 and 11 for remaining two

cluster gears.

13. At this point, the carrier sub-assembly is

complete.

20037 Page 8 of 29
HUB SHAFT SUB-ASSEMBLY

1. Set hub (1G) down on its narrow end.

Using bearing cup pressing tool
(T158045), press bearing cup (1E) into
the counterbore in the hub's wide end.

NOTE: Make sure the cup sits square

with the counterbore before pressing.

2. Turn hub (1G) over onto its large end.

Using bearing cup pressing tool
(T158047), press bearing cup (1C) into
the counterbore in the hub's narrow end.

NOTE: Make sure the cup sits square

with the counterbore before pressing.

3. Set output shaft (1A) onto your work

surface. The end of the output shaft with
the bolt holes should face down. Using
bearing cone pressing tool (T158049),
press bearing cone (1D) onto the splined
end of output shaft (1A).

4. Apply a light coat of "Nevcr-Seize" to

pipe plug (1P) and install it into the hub
(1G).

20037 Page 9 of 29
5. Apply a light coat of "Never-Seize" to
pipe plug (1R) and install it into the hub
(1G).

6. With narrow end down, lower hub (1G)

onto output shaft (1A).

7. Using bearing cone pressing tool

(T120831), press bearing cone (1F) into
bearing cup (1E).

8. Place tanged washer (1H) onto output

shaft (1A).

9. Place lockwasher (11) on top of tanged

washer (1H).

20037 Page 10 of 29
 NOTE: The Loctite to be used in the next step is
an anaerobic adhesive. Once out of contact with
the air,, it sets. Therefore, read steps 10 to 12E
before doing them, and once the Loctite is on the
locknut, do the steps as quickly as possible.

10. Apply Loctite 277 to the second screw

thread from the bottom of locknut (1J).
The bottom has a chamfered or sloping
edge.

11. Place locknut (1J) onto lockwasher (1I)

and tighten by hand.

12. Measure the initial rolling torque. Follow

steps A to E:

A. Place output shaft (1A) into torquing

fixture (T-158103). Tighten a bolt (17)
into any bolt hole in rim of hub.

B. Place a torque wrench on the bolt so that

the wrench arm lines up at a tangent to
the circumference of the hub as shown in
Diagram 1.

20037 Page 11 of 29
C. Keeping torque wrench tangent at all
times, pull on the arm of the wrench
slowly and smoothly to guide the hub
around in one rotation.

D. Read the dial on the torque wrench. The

initial rolling torque should be between
40-45 in.-lbs. If the reading is under
these limits, tighten the locknut slightly
and repeat steps A to D again. If the
rolling torque is over the limits, remove
the locknut and repeat steps 10 to 12D to
reinstall locknut.

E. Using AN-20 locknut wrench (T158027),

apply a torque of 275 ft-lbs to the locknut
(1J). Make sure one tang of lockwasher
(1I) aligns with slot in locknut (1J).

20037 Page 12 of 29
F. Repeat steps 12A to 12C. The dial should
now read 50-70 in.-lbs.

13. Bend aligned tang of lockwasher (1I) up

into slot in locknut (1J).

14. Stake the locknut (IJ) in four equally

spaced places at a distance of 1/8 inch
from the inside edge.

15. Using retaining ring pliers, insert

retaining ring (IK) into the groove in
output shaft (1A) which is located just
above the locknut.

16. At this point the hub-shaft sub-assembly

is complete.

20037 Page 13 of 29
MAIN ASSEMBLY

1. Lower Internal gear (2), small closed end

down into hub (1G), placing internal gear
around the end of output shaft (1A).

2. Grease and place thrust washer (15),

thrust bearing (16), and thrust washer
(15), in that order around output shaft
(1A),

CAUTION: Beware sharp edges in

counterbore when you 'install “O” ring,

3. Grease “O” ring (5) and place it in the

counterbore of hub (1G).

NOTE: “O” ring can be made to fit the

counterbore exactly by stretching or by
pinching it together bit by bit (if it is too
large) as you place it in the counterbore.

4. Using chalk or marker, mark the location

of shoulder bolt holes on the outside of
hub (1G).

20037 Page 14 of 29
 CAUTION: Wear safety glasses during
this step:

5. Stand input shaft (11) on its end with

retaining ring grooves facing up. Place
retaining ring (10) into the groove near
the top end of input shaft.

6. Turn input shaft (11) over so the

retaining ring faces down. Place washer
(7) onto input shaft (11) until it rests on
retaining ring (10).

7. Slide input gear (13), counterbored side

facing down onto input shaft (11).

CAUTION: Wear safety glasses during

this step:

8. Place another retaining ring (10) on top of

input gear (13) onto input shaft (11).

8. Place input shaft (11) gear end facing

down, into hub (1G).

20037 Page 15 of 29
 CAUTION: Wear safety glasses during
this step:

10. Time the carrier gears: Set carrier

assembly (3) on table, large gear ends
facing up, and move the punch marks on
the gear teeth to the 12 o'clock position as
shown in the diagram. Place a timing
fixture on carrier to keep gear teeth in
position.
CAUTION: If the gears are one tooth out
of time, poor performance and gearbox
damage will result. Out of time gears
will be noticeable during the roll test

11. Lower carrier sub-assembly (3) into hub

(1G).

12. Using retaining ring pliers, place

retaining ring (20) into the groove inside
coupling (19).

13. Set coupling (19) down into mesh with

input shaft (11).

14. Place ring gear (4), side marked “X”

facing up, onto hub (1G), aligning the
“X”-marked shoulder bolt hole of ring
gear with any of the four shoulder bolt
holes on the hub

20037 Page 16 of 29
 CAUTION: Beware sharp edges 'in
counterbore when you install “O” ring.

15. Lay cover (6) on table, interior side up.

Grease “O” ring (5) and place it in the
counterbore, in rim of cover (6).

NOTE: Make “O” ring fit the

counterbore exactly stretching it or by
pinching it together bit by bit (if it is too
large) as you place it in the counterbore.

16. Grease and place thrust washer (8) into

the counterbore of the center of cover (6).

17. Place thrust washer (15), thrust bearing

(16), and thrust washer (15) in that order,
around raised circular edge in the center
of cover (6).

18. Lift cover (6) and place it on ring gear

(4), aligning the cover’s “X”-marked
shoulder bolt hole over any one of the
marked shoulder bolt holes on ring gear.
See Diagram below for a sample pipe
plug alignment, but check an assembly
print of your unit for the correct timing
for your unit.

20037 Page 17 of 29
19. Place the four lockwashers (22) over the
shoulder bolt holes on cover (6).

20. Insert four shoulder bolts (18) into the

marked bolt holes in cover (6) and tighten
by hand.

21. Place the 16 lockwashers (23) over the

bolt holes in cover.

22. Insert the 16 bolts (17) Into the other

holes in cover and tighten.

23. Torque all four shoulder bolts (18) to

100-110 ft.-lbs. [135-148 N-m]. Then
torque bolts (17) to 100-110 ft-lbs. [135-
148 N-m]

20037 Page 18 of 29
24. Apply a light coat of "Sealant" to two
magnetic pipe plugs (6I) and tighten them
into the pipe plug holes in cover (6).

25. Roll test the unit in both clockwise and

counterclockwise directions. Perform the
same number of turns in each direction as
the ratio of the unit. The 250 Drive is a
29:1 ratio.

26. Leak test the unit at a pressure of 5 psi for

2-3 minutes.

27. At this point, the main assembly for is

complete.

20037 Page 19 of 29
 P.O. Box 840687, Houston, Texas 77284
Phone: 713 896 6500 Fax: 713 896 6611

Cross Section
20037

20037 Page 20 of 29
 P.O. Box 840687, Houston, Texas 77284
Phone: 713 896 6500 Fax: 713 896 6611

20037 Page 21 of 29
 P.O. Box 840687, Houston, Texas 77284
Phone: 713 896 6500 Fax: 713 896 6611

PARTS LIST
1A 1 SHAFT, OUTPUT
1B 1 SEAL, LIP (417563,6.375)
1C 1 BRG, TAPERED-CUP
1D 1 BRG, TAPERED-CONE
1E 1 BRG, TAPERED-CUP
1F 1 BRG, TAPERED-CONE
1G 1 HOUSING
1H 1 WASHER, FLAT-TANGED (4.816, .250)
1I 1 WASHER, LOCK-TANGED (4.816, .165)
1J 1 NUT, BRG (SPECIAL AN-24)
1L 1 PIPE PLUG, O-RING (7/8-14UNF)
1M 1 PIPE PLUG, STD-NPTF (¼-18)
1N 2 PIPE PLUG, MAGNETIC-NPTF (¾-14)
2 1 GEAR, INTERNAL
3A 1 CARRIER
3B 3 PIN, ROLL (.261, .750)
3C 6 BRG, TAPERED-CUP
3D 6 BRG, TAPERED-CONE
3E 3 SHAFT, PLANET
3F 3 GEAR, CLUSTER
3G 3 SPACER, THRUST
3H 3 RET, RING-EXT (1.9685,M1065R)
4 1 GEAR, RING
5 2 O-RING (SPECIAL, 15.42, .103)
6 1 COVER, INPUT
6I 2 PIPE PLUG, MAGNETIC-NPTF (½-14)
8 1 WASHER, THRUST (1.257, .0615)
13 1 GEAR, SUN
15 4 WASHER, THRUST (3.760, .0615)
16 2 BRG, THRUST (NTA6074)
17 16 BOLT, HEX-UNC (½-13 x 5” GR8)
18 4 BOLT, SHOULDER (½-13 x 4.5” GR8)
22 4 WASHER, LOCK (.579, .141)
23 16 WASHER, LOCK (.516, .125)
24 1 PLATE, ID (-01,WO/PAT.NO.)
25 2 SCREW, DRIVE (#2, .188)
26 2 PLATE, RETAINER
27 4 BOLT, BUTT HD-HEX SKT (10-24 x ½)

20037 Page 22 of 29
 P.O. Box 840687, Houston, Texas 77284
Phone: 713 896 6500 Fax: 713 896 6611

TOOL LIST
The following specialized tools may be used to assemble this unit. The tool diagrams included in this
manual are for the customer who wishes to have a tool made. All tools exist as one piece and must be
made from mild steel. All dimensions are given in inches.

Installation Tool for Seal 1B

20037 Page 23 of 29
 P.O. Box 840687, Houston, Texas 77284
Phone: 713 896 6500 Fax: 713 896 6611

Pressing Tool for Bearing Cup 1E

20037 Page 24 of 29
 P.O. Box 840687, Houston, Texas 77284
Phone: 713 896 6500 Fax: 713 896 6611

Pressing Tool for Bearing Cup 3C

20037 Page 25 of 29
 P.O. Box 840687, Houston, Texas 77284
Phone: 713 896 6500 Fax: 713 896 6611

Pressing Tool for Bearing Cup 1C

20037 Page 26 of 29
 P.O. Box 840687, Houston, Texas 77284
Phone: 713 896 6500 Fax: 713 896 6611

Pressing Tool for Bearing Cone 1F

20037 Page 27 of 29
 P.O. Box 840687, Houston, Texas 77284
Phone: 713 896 6500 Fax: 713 896 6611

Wrench for Bearing Nut 1J

20037 Page 28 of 29
 P.O. Box 840687, Houston, Texas 77284
Phone: 713 896 6500 Fax: 713 896 6611

Pressing Tool for Bearing Cone 1D

20037 Page 29 of 29
 P.O. Box 840687, Houston, Texas 77284
Phone: 713 896 6500 Fax: 713 896 6611

Boom / Slew Joystick

Part No. 40036

40036 Page 1 of 2
 Cutaway View

Parts List
Item Description Qty. Item Description Qty.
1 Pressure Body 1 16 Jam Nut (M12 x 1.5) 1
2 Composite Body 1 17 Retainer Ring 1
3 Spool Sub-assembly, Port A1 1 18 Ball Joint Retainer 1
4 Spool Sub-assembly, Port A2 1 19 Anti-rotation Pin 1
5 Spool Sub-assembly, Port B1 1 20 3/8” O.D. Tube Plug 1
6 Spool Sub-assembly, Port A2 1 21 Face Seal 1
7 Return Spring 4 22 “O” Ring (15/16” O.D. x ¾” I.D.) 0
8 Internal Stop Ring 4 23 Lock Washer 4
9 Seal Retainer 4 24 Cap Screw (M6 x 1.00 x 25L) 4
10 Wiper Seal 4 25 Dowel Pin (1/8” x .62”L) 2
11 Tie Wrap 1 26 Boot 1
12 Needle Roller 4 27 Lever 1
13 Push Plate 1 28 Ball 1
14 Jam Nut (M20 x 1.5) 1 29 Nameplate 1
15 Universal Joint 1 30 Drive Screw (1/4”L) 2

40036 Page 2 of 2
 P.O. Box 840687, Houston, Texas 77284
Phone: 713 896 6500 Fax: 713 896 6611

Main / Aux. Joystick

Part No. 40037

40037 Page 1 of 4
 Cutaway View

40037 Page 2 of 4
 Disassembly
1. If the crane is equipped with an overhead
hydraulic tank, close the suction line to 9. Mark both housings (items 1 and 2) for
the control circuit pump and tag the orientation during assembly.
console cover with a DO NOT START
tag that references the closed suction 10. Remove the four capscrews and washers
line. (items 34 and 35).

2. Disconnect the tank hose from the front 11. Carefully lift lower housing (item 2) off
of the seat and remove the fitting. Unbolt housing (item 1). Be careful not to
and remove the joysticks from the damage the spool subassemblies.
NOTE: there are shims between the
armrest. Before disconnecting hoses,
write down the hose numbers and to spool subassembly and plunger (item
which port they are connected. 24).
12. Tag spool subassemblies and shims for
3. Remove hoses one by one and plug them orientation to bores for later assembly.
as you go (have plenty of rags handy).
13. Remove seals (items 14 and 15) and
4. On a clean workbench, remove the two discard.
bolts holding the two sections together.
Take care not to loose the AO@ rings 14. Remove two springs (item 12) and spool
between the units (not shown). subassemblies (items 4 and 5).
5. Mount controller in a soft-jaw vise with 15. Remove the two plungers (item 24) and
the handle up, clamping on the lower tag for later re-assembly in the same
housing (item 2). bores.
6. Remove tie wrap from base of boot by 16. Carefully remove the two retaining rings
depressing tab at tie wrap connection. (item 38) and discard. Caution: Do not
Save tie wrap for re-use during damage bore when removing retainer
assembly. rings. If housing is damaged, it must be
replaced.
7. Unscrew and remove knob (item 33),
boot retainer (item 32), and boot (item 17. Remove and discard the two seal
30). retainers and wiper seals (items 36 and
37).
8. Mount controller in vise with handle
down, clamping on housing (item 1), in 18. Wash all parts in solvent and blow dry.
preparation of removing lower housing
(item 2).

Assembly
1. Mount lower housing (item 2) in a soft-
jaw vise with handle down. 4. Grease and install shims, spool
subassemblies (items 4 and 5) and
2. Install new wiper seal (item 36), seal springs (item 12) in their original
retainer (item 37), and retaining ring (item bores.
38). NOTE: Retaining ring must be
installed with bent ear as shown in detail. 5. Install seals (items 14 and 15) in
housing (item 1). DO NOT grease the
3. Install the two plungers (item 24) in the seals.
original bores.

40037 Page 3 of 4
 6. Install lower housing (item 2) on spool
subassemblies and housing (item 1). 12. Grease and re-install AO@ rings.
CAUTION: Make sure seals (items 14 Attach the two controllers with the
and 15) stay in place. CAUTION: Spools original bolts. The assembly is now
must be aligned with bores and carefully complete.
assembled; Damage to spools or bores
will make it necessary to replace the 13. Connect the hoses in the armrest to
complete controller. their respective ports and tighten.

7. With lower housing in place (item 2), 14. Install the joysticks into the armrest
install the four washers and screws (items and re-install bolts. Install tank fitting
34 and 35). Cross-tighten the screws to on the front of the armrest and attach
125 in/lbs. the tank line.

8. Turn controller in vise so the handle is up. 15. OPEN THE SUCTION LINE TO
THE CONTROL SYSTEM PUMP.
9. Coat plunger end with DuPont Krylock
GPL7 for lubrication. 16. Remove DO NOT START tag from
console.
10. Re-install boot (item 30), boot retainer
(item 32), and knob (item 33). 17. Test system for leaks and proper
operation.
11. Re-install tie wrap to hold the bottom of
the boot in place.

40037 Page 4 of 4
 P.O. Box 840687, Houston, Texas 77284
Phone: 713 896 6500 Fax: 713 896 6611

Hoist Motor
Part No. 40019

General Instructions
NOTICE:
These services instruction are generic and applicable to all gear motors and pumps used on the
SeaTrax Cranes. The instructions will familiarize you with the single and multiple pumps and
motors, their component parts, and the relative position of each part. Proper methods for assembly,
or disassembly, of these units are necessary to insure best performance and longer working life.
Use Specific Assembly Drawings and their item numbers when ordering parts.

To facilitate the repair of these units, and before any work is done, we suggest that you first read all
of the steps used in disassembly and all of the steps use in building the unit.

Dirt is the enemy of any hydraulic system. The first requirement of good maintenance of hydraulic
equipment is cleanliness. Make sure you disassemble and assemble your hydraulic equipment
in a clean area.

It is a good idea to check all replacement part closely before installing to insure that no damage
occurred during shipment. Use caution in gripping all parts in the vise to avoid damaging
machined surfaces.

A pump must be driven in the direction of rotation for which it was built: otherwise, pressure will
blow the shaft seal. Check the exploded view below for proper direction of rotation.
40019 Page 1 of 2
 Part No. 40019
Order Parts by using motor part number and required item numbers with descriptions listed below.

Order Parts for a 40019 Motor with 3” Gears

Item Description Qty. Item Description Qty

1 Snap Ring 1 12 Drive Shaft and Gear Set, 3” 1
2 Spacer or Outboard Bearing 1 13 Gasket Seals 2
3 Seal Retainer 1 14 Gear Housing for 3” Gear Set 1
4 “O” Ring 1 14A Dowel Pins 4
5 Seal 1 20 Port End Cover 1
6 Shaft End Cover 1 21 Name Plate 1
7 Check Assemblies or Plug 2 22 Drive Screws 2
8 Ring Seal 2 23 Washers 8
9 Roller Bearing 4 24 Studs or Cap Screws 8
10 Pocket Seals 12 25 Nuts (N/A with Cap Screws) 8
11 Thrust Plates 2

40019 Page 2 of 2
 P.O. Box 840687, Houston, Texas 77284
Phone: 713 896 6500 Fax: 713 896 6611

Low Pressure Pump and Motor

Disassembly Instructions
CAUTION:

1. If it becomes necessary to pry sections apart, take extreme caution not to damage machined
surfaces. Excessive force while prying can result in misalignment and serious damage to parts.

2. Never force parts during re-assembly. If a hammer must be used, use a brass or wood hammer,
never iron.

3. The gears are made as matched sets. Always keep pairs together. When handling gears, avoid
marring the journals and teeth.

4. Press bearings into housing, NEVER use a hammer.

Place the pump in a vice with the drive shaft pointing Remove the 8 cap screws and lock washers, or 8 hex
down. CAUTION: Do Not on or near any machined nuts, lock washers, and studs.
surfaces during assembly or disassembly. Index mark
all sections with a punch. Be sure to align these
marks during re-assembly.

Low Pressure Rebuild Page 1 of 15

 P.O. Box 840687, Houston, Texas 77284
Phone: 713 896 6500 Fax: 713 896 6611

Lift off the port end cover. If necessary to pry loose, Lift the dear housing from the gears. If necessary to
take care not to damage the machined surfaces. Dowel pry loose, take care not to damage machined parts.
pins will remain in either the port end cover or gear
housing. Do not remove them. If the thrust plate
remains in the gear housing, it can be tapped out later
with a wooden hammer handle. Be careful not to
distort the thrust plate.

Remove the drive and driven gears. Keep the gears Lift or pry off the bearing carrier. Take care not to
together because they are a matched set. Examine damage the machined surfaces.
and replace if necessary.

Low Pressure Rebuild Page 2 of 15

 P.O. Box 840687, Houston, Texas 77284
Phone: 713 896 6500 Fax: 713 896 6611

Remove the connecting shaft Lift or pry off the first section carrier. Be careful not to
damage machined surfaces. Remove thrust plate as
described in Step 3.

Remove the drive and driven gears. Keep the gears Pry the thrust plate from the shaft end cover, port
together because they are a matched set. Examine end cover, or bearing carrier with a screwdriver or
and replace if necessary. pick. Avoid distorting the thrust plate. Remove and
discard all rubber pocket seals and gasket seals.

Low Pressure Rebuild Page 3 of 15

 P.O. Box 840687, Houston, Texas 77284
Phone: 713 896 6500 Fax: 713 896 6611

Examine all roller bearings for wear and discoloration. It is generally advisable to ring seals when rebuilding
If replacement is necessary, remove the bearings with unit. To replace, remove the drive gear bearing with a
a bearing puller. ANY sign of wear or discoloration bearing puller and remove ring seal from the bottom of
calls for replacement. bearing bore. Check all ring seal bores for abnormal
wear. If worn, replace those sections.

Grip the shaft end cover in the vice with the

mounting face up. Remove the snap ring with snap Remove the spacer or outboard bearing (pull the
ring pliers outboard bearing with a bearing puller).

Low Pressure Rebuild Page 4 of 15

 P.O. Box 840687, Houston, Texas 77284
Phone: 713 896 6500 Fax: 713 896 6611

Remove the seal retainer and seal with a puller. Tap the seal from the seal retainer and discard.
Remove and discard “O” ring. Clean seal bore with solvent to remove old sealant.
If bore is scored, smooth with fine grade emery
paper. It is generally advisable to replace the seal
retainer.

The disassembly is now complete. Ensure all parts are kept in the order that they were removed. Clean all parts with
solvent and set them in a clean area for re-assembly. Thoroughly examine all parts for wear and replace as necessary.

Low Pressure Rebuild Page 5 of 15

 P.O. Box 840687, Houston, Texas 77284
Phone: 713 896 6500 Fax: 713 896 6611

Low Pressure Pump and Motor

Assembly Instructions
CAUTION:

1. Never force parts during assembly. If a hammer must be used, use a brass or wood hammer,
never iron.

2. The gears are made as matched sets. Always keep pairs together. When handling gears, avoid
marring the journals and teeth.

3. Press bearings into housing. NEVER use a hammer.

4. Assemble unit in a clean area.

Stone off all cast machine surfaces with a medium grit Grip the shaft end cover in the vice with the
carborundum stone (to remove any burrs as a result of mounting face down. Examine the plug or 2 check
disassembly). If bearings have been removed, de-burr valves. Whichever is used, be sure they are tightly
bearing bores. Rinse parts in a solvent. Air blast all in place. Replace only if parts are damaged or
parts and wipe with a clean lintless cloth before missing. Check valves can be removed with a
starting assembly. special tool (see tool list). Screw In new valve with
tool until tight. Peen with a 1½” steel ball to secure.

Low Pressure Rebuild Page 6 of 15

 P.O. Box 840687, Houston, Texas 77284
Phone: 713 896 6500 Fax: 713 896 6611

ASSEMBLY STEPS 3,4,6,7,AND 8 APPLY TO If any bearings have been removed from the shaft
SHAFT END COVER, BEARING CARRIERS, end cover, port end cover, or bearing carrier, replace
AND PORT END COVER. Of ring seals are being the bearings by pressing them into the bearing bores
replaced, insert into bottom of drive gear bearing with an arbor press. Take care to avoid pressing on
bore with the flat side down. The notch in the seal dowel pins.
ring MUST BE VISIBLE. This is a check to be
certain the notched side is next to the bearing.

Check all thrust plates for wear. Replace as necessary. Note Cut 2 pocket seals 1-1/32” long from the pocket seal strip.
that the thrust plates for pumps and motors can be different. Grease these pocket seals and insert into the middle slots in
For pump thrust plates, and all unidirectional thrust plates the thrust plate.
with a single relief pocket, the pocket must be installed on the
high-pressure side. Motor thrust plates are grooved on both
sides.

Low Pressure Rebuild Page 7 of 15

 P.O. Box 840687, Houston, Texas 77284
Phone: 713 896 6500 Fax: 713 896 6611

With the pocket seals down, place the thrust plate over Cut 4 pocket seals approximately 7/16” long. Insert one
the bearings. Tap thrust plate with a soft hammer to into each of the slots in the thrust plate. Push each
about 1/32” from the machined surface. pocket seal all the way in so that they touch the roller
bearings. Tap the thrust plate down firmly against the
surface with a soft hammer. Use a sharp razor blade to
trim the exposed end of the pocket seal flush with the
thrust plate.

Insert the integral shaft and gear. Push down until the Grease the new gasket seals and insert them into the
gear is tight against the thrust plate. Insert the matched grooves in both sides of all gear housings.
driven gear.

Low Pressure Rebuild Page 8 of 15

 P.O. Box 840687, Houston, Texas 77284
Phone: 713 896 6500 Fax: 713 896 6611

Slide the first section gear housing over the gears and *Position the bearing carrier with the thrust plates in
tap it with a soft hammer until it rests tightly against the gear housing so that the roller bearings receive the
the shaft end cover. Be careful not to pinch the gasket journals of the drive and driven gears. Make sure that
seal. Squirt oil over the gears to provide initial the index marks (see Step 1, Disassembly) are properly
lubrication when the pump is started. Make sure the aligned. Tap the bearing carrier tight with a soft
pressure port is on the correct side. hammer.

*Insert the connecting shaft in the spline of the driven *Insert the drive and driven gears of the second
gear. section in their respective bearings. Push down
tightly against the thrust plate.

Low Pressure Rebuild Page 9 of 15

 P.O. Box 840687, Houston, Texas 77284
Phone: 713 896 6500 Fax: 713 896 6611

*Slide the second section gear housing over the gears and tap it Place the port end cover over the gear journals and tap
tight against the bearing carrier with a soft hammer. Be careful lightly against the gear housing. Be careful not to pinch the
not to pinch the gasket seal. Squirt oil over the gears to provide gasket seal.
initial lubrication when pump is started. Line up the dowel pins
and holes in the two castings. When parts are parallel, squeeze
them together or gently tap alternately over the dowel pins with
soft hammer until parts move smoothly together. DO NOT
FORCE. Insert dowel pins on top if required

Insert the cap screws and washers, or studs, washers and nuts, Coat the outside of the seal with Permatex Form-A-Gasket or
into the shaft end cover and lightly cross-tighten. Rotate the equivalent. With the metal side of the seal down, press it into
drive shaft with a 6” wrench to make sure there is no binding in the seal retainer with a 2¾” diameter bar and an arbor press.
the pump. If pump turns smoothly, Cross-tighten the fasteners Be careful not to damage the lip of the seal.
to 200 ft/lbs.

Low Pressure Rebuild Page 10 of 15

 P.O. Box 840687, Houston, Texas 77284
Phone: 713 896 6500 Fax: 713 896 6611

Grease and install the new “O” ring on the seal retainer. Drop in the spacer or outboard bearing. The outboard
Lightly oil the installation sleeve and twist into the seal. bearing may need to be lightly tapped into the bore.
Slide the sleeve over the drive shaft and push the seal
retainer into place.

Install the snap ring into the groove.

The assembly is now complete. Before installation, install a new “O” ring on the outside of the
shaft end cover. Lubricate splines with anti-seize to reduce spline fretting.

* These instructions are for multiple section pumps and motors only.

Low Pressure Rebuild Page 11 of 15

 P.O. Box 840687, Houston, Texas 77284
Phone: 713 896 6500 Fax: 713 896 6611

As a guide in answering the question, "How much wear is allowed before the
part should be replaced?", we offer the following suggestions...

GEAR HOUSINGS: grooving, fretting of teeth surfaces or head

discoloration also necessitates replacement.
Wear in excess of .005" cutout necessitates Scoring, grooving or burring of outside
replacement of the gear housing. diameter of teeth generally means replacement
is necessary unless damage is light and can be
Place a straightedge across bore. If you can stoned off.
slip a .005" feeler gage under the straightedge
in the cutout area, replace the gear housing.
THRUST PLATES:
Pressure pushes the gears against the housing
on the low-pressure The thrust plates seal the gear section at the
side. As the hubs sides of the gears. Wear here will allow
and bearings wear, internal slippage; that is, oil
the cutout becomes will bypass within the
more pronounced. pump. .002" maximum
Excessive cutout in wear is allowable. Replace
a short period of thrust plates if they are
time indicates scored, eroded, pitted or
excessive pressure discolored. Check center of thrust plates where
or oil contamination. If the relief valve settings the gears mesh. Erosion here indicates oil
are within prescribed limits, check for shock contamination. Pitted thrust plates indicate
pressures or tampering. Withdraw oil sample cavitation or oil aeration. Discolored thrust
and check it and tank for dirt. plates indicate overheating, probably
insufficient oil.
Where cutout is moderate-005" or less, gear
housing is in good condition, and both ports are
of the same size, housing may be flopped over DRIVE SHAFTS:
and reused.
Replace if there is any
wear detectable by
touch in the seal areas or at the drive coupling.
GEARS:
.002" wear is the maximum allowable.
Any wear on gear hubs
Wear in the shaft seal areas indicates oil
detectable by touch, or in
contamination and shaft replacement is
excess of .002" necessitates
required. Wear or damage to splines, keys, or
replacement. Nicking,
keyways necessitates replacement.

Low Pressure Rebuild Page 12 of 15

 P.O. Box 840687, Houston, Texas 77284
Phone: 713 896 6500 Fax: 713 896 6611

DOWEL PINS:

If either the dowel pin or dowel hole is damaged, the pin, machined
casting, or both must be replaced.

If more than reasonable force is required to seat dowels, the cause may be
poorly de-burred or dirty parts; cocking of dowel in the hole; or improper
pin-to-hole fit.

BEARINGS:

If gears are replaced, bearings must be replaced. Bearings should fit into
bore with a light press fit. A neat hand fit is allowable. If bearings can fall
out, bore may be oversize.

CHECK VALVES:

Examine small check valves in shaft end cover to make sure they are intact
and functioning. If there are no check valves here, make sure the high-
pressure side of the shaft end cover is plugged.

SEALS AND GASKETS:

Replace all rubber and polymer seals whenever disassembling pump.
Include all "O" rings, pocket seals behind thrust plates, shaft seal and gasket
seals.

Low Pressure Rebuild Page 13 of 15

 P.O. Box 840687, Houston, Texas 77284
Phone: 713 896 6500 Fax: 713 896 6611

Tool list
• Arbor Press

• Awl

• Bearing Puller (Owatonna Tool Co.

MD-956 or equivalent)

• Clean Lintless Cloths

• Deburring Tool (an old file with the

cutting teeth ground off)

• Machinist's Hammer

• Soft Rubber Hammer

• Permatex Aviation Form-A-Gasket No. 3D Sealant or equivalent

• Medium Grit Carborundum Stone

• Oil and Grease

• Snap Ring Pliers

• Center Punch

• Sharp Razor Blade

• Scale (1/32" or 1/64" graduations)

• 2 Large Screwdrivers/Pry Bars

• Torque Wrench

• Vise with 6" Minimum Open Spread

• Light Duty Bearing Puller for Seal Retainer

• Special Steel Sleeve or Cardboard Sleeve

• Steel Ball
Low Pressure Rebuild Page 14 of 15
 P.O. Box 840687, Houston, Texas 77284
Phone: 713 896 6500 Fax: 713 896 6611

Lubrication and Oil Recommendations

The hydraulic oil in the circuit lubricates all parts, with the exception of the outboard bearing.
Particular attention must be paid to keep the oil in the system clean. Whenever there is a pump or
motor failure, and there is reason to feel that metal particles may be in the system, the oil must be
drained, the entire system flushed clean, and any filter screens thoroughly cleaned or replaced.
New oil should be supplied for the entire system. Oil suitable, and recommended, for use with low
pressure pumps and motors should meet the guidelines in Section D, Lubrication.

Recommended Start-Up Procedure for New or Rebuilt Units

Before installing a new or rebuilt pump or motor, back off the main relief valve until the spring
tension on the adjusting screw is relieved. This will avoid the possibility of immediate damage to
the replacement unit in the event that the relief valve setting had been increased beyond the
recommended operating pressure.

Before connecting any lines to the pump or motor, fill all ports with clean oil to provide initial
lubrication. This is particularly important where the unit is located above the oil reservoir.

After connecting the lines and mounting the replacement unit, operate the pump or motor at least
two minutes at zero pressure at lowest possible rpm. During this break-in period, the unit should
run free and not develop an excessive amount of heat. If the unit operates properly, speed and
pressure can then be increased to normal operating settings.

Reset the main relief valve to its proper setting while the pump is running at maximum operating
engine (motor) speed.

Low Pressure Rebuild Page 15 of 15

 P.O. Box 840687, Houston, Texas 77284
Phone: 713 896 6500 Fax: 713 896 6611

Slew Motor
Part No. 40113
1.5” Gears

General Instructions
NOTICE:
These services instruction are generic and applicable to all gear motors and pumps used on the
SeaTrax Cranes. The instructions will familiarize you with the single and multiple pumps and
motors, their component parts, and the relative position of each part. Proper methods for assembly,
or disassembly, of these units are necessary to insure best performance and longer working life.
Use Specific Assembly Drawings and their item numbers when ordering parts.

Dirt is the enemy of any hydraulic system. The first requirement of good maintenance of hydraulic
equipment is cleanliness. Make sure you disassemble and assemble your hydraulic equipment
in a clean area.

It is a good idea to check all replacement part closely before installing to insure that no damage
occurred during shipment. Use caution in gripping all parts in the vise to avoid damaging
machined surfaces.

A pump must be driven in the direction of rotation for which it was built: otherwise, pressure will
blow the shaft seal. Check the exploded view below for proper direction of rotation.

40113 Page 1 of 2
 Part No. 40113
Order Parts by using motor part number and required item numbers with descriptions listed below.

NOTE: This motor is ported

through the rear cover (20),
not the Gear Housing (14),
but the parts are similar.

Order Parts for a 40113 Motor with 1.5” Gears

Item Description Qty. Item Description Qty

1 Snap Ring 1 12 Drive Shaft and Gear Set, 1.5” 1
2 Spacer or Outboard Bearing 1 13 Gasket Seals 2
3 Seal Retainer 1 14 Gear Housing 1
4 “O” Ring 1 14A Dowel Pins 4
5 Seal 1 20 Port End Cover 1
6 Shaft End Cover 1 21 Name Plate 1
7 Check Assemblies or Plug 2 22 Drive Screws 2
8 Ring Seal 4 23 Washers 8
9 Roller Bearing 4 24 Studs or Cap Screws 8
10 Pocket Seals 12 25 Nuts (N/A with Cap Screws) 8
11 Thrust Plates 2

40113 Page 2 of 2
 P.O. Box 840687, Houston, Texas 77284
Phone: 713 896 6500 Fax: 713 896 6611

Low Pressure Pump and Motor

Disassembly Instructions
CAUTION:

1. If it becomes necessary to pry sections apart, take extreme caution not to damage machined
surfaces. Excessive force while prying can result in misalignment and serious damage to parts.

2. Never force parts during re-assembly. If a hammer must be used, use a brass or wood hammer,
never iron.

3. The gears are made as matched sets. Always keep pairs together. When handling gears, avoid
marring the journals and teeth.

4. Press bearings into housing, NEVER use a hammer.

Place the pump in a vice with the drive shaft pointing Remove the 8 cap screws and lock washers, or 8 hex
down. CAUTION: Do Not on or near any machined nuts, lock washers, and studs.
surfaces during assembly or disassembly. Index mark
all sections with a punch. Be sure to align these
marks during re-assembly.

Low Pressure Rebuild.dot Page 4 of 19

 P.O. Box 840687, Houston, Texas 77284
Phone: 713 896 6500 Fax: 713 896 6611

Lift off the port end cover. If necessary to pry loose, Lift the dear housing from the gears. If necessary to
take care not to damage the machined surfaces. Dowel pry loose, take care not to damage machined parts.
pins will remain in either the port end cover or gear
housing. Do not remove them. If the thrust plate
remains in the gear housing, it can be tapped out later
with a wooden hammer handle. Be careful not to
distort the thrust plate.

Remove the drive and driven gears. Keep the gears Lift or pry off the bearing carrier. Take care not to
together because they are a matched set. Examine damage the machined surfaces.
and replace if necessary.

Low Pressure Rebuild.dot Page 5 of 19

 P.O. Box 840687, Houston, Texas 77284
Phone: 713 896 6500 Fax: 713 896 6611

Remove the connecting shaft Lift or pry off the first section carrier. Be careful not to
damage machined surfaces. Remove thrust plate as
described in Step 3.

Remove the drive and driven gears. Keep the gears Pry the thrust plate from the shaft end cover, port
together because they are a matched set. Examine end cover, or bearing carrier with a screwdriver or
and replace if necessary. pick. Avoid distorting the thrust plate. Remove and
discard all rubber pocket seals and gasket seals.

Low Pressure Rebuild.dot Page 6 of 19

 P.O. Box 840687, Houston, Texas 77284
Phone: 713 896 6500 Fax: 713 896 6611

Examine all roller bearings for wear and discoloration. It is generally advisable to ring seals when rebuilding
If replacement is necessary, remove the bearings with unit. To replace, remove the drive gear bearing with a
a bearing puller. ANY sign of wear or discoloration bearing puller and remove ring seal from the bottom of
calls for replacement. bearing bore. Check all ring seal bores for abnormal
wear. If worn, replace those sections.

Grip the shaft end cover in the vice with the

mounting face up. Remove the snap ring with snap Remove the spacer or outboard bearing (pull the
ring pliers outboard bearing with a bearing puller).

Low Pressure Rebuild.dot Page 7 of 19

 P.O. Box 840687, Houston, Texas 77284
Phone: 713 896 6500 Fax: 713 896 6611

Remove the seal retainer and seal with a puller. Tap the seal from the seal retainer and discard.
Remove and discard “O” ring. Clean seal bore with solvent to remove old sealant.
If bore is scored, smooth with fine grade emery
paper. It is generally advisable to replace the seal
retainer.

The disassembly is now complete. Ensure all parts are kept in the order that they were removed. Clean all parts with
solvent and set them in a clean area for re-assembly. Thoroughly examine all parts for wear and replace as necessary.

Low Pressure Rebuild.dot Page 8 of 19

 P.O. Box 840687, Houston, Texas 77284
Phone: 713 896 6500 Fax: 713 896 6611

Low Pressure Pump and Motor

Assembly Instructions
CAUTION:

1. Never force parts during assembly. If a hammer must be used, use a brass or wood hammer,
never iron.

2. The gears are made as matched sets. Always keep pairs together. When handling gears, avoid
marring the journals and teeth.

3. Press bearings into housing. NEVER use a hammer.

4. Assemble unit in a clean area.

Stone off all cast machine surfaces with a medium grit Grip the shaft end cover in the vice with the
carborundum stone (to remove any burrs as a result of mounting face down. Examine the plug or 2 check
disassembly). If bearings have been removed, de-burr valves. Whichever is used, be sure they are tightly
bearing bores. Rinse parts in a solvent. Air blast all in place. Replace only if parts are damaged or
parts and wipe with a clean lintless cloth before missing. Check valves can be removed with a
starting assembly. special tool (see tool list). Screw In new valve with
tool until tight. Peen with a 1½” steel ball to secure.

Low Pressure Rebuild.dot Page 9 of 19

 P.O. Box 840687, Houston, Texas 77284
Phone: 713 896 6500 Fax: 713 896 6611

ASSEMBLY STEPS 3,4,6,7,AND 8 APPLY TO If any bearings have been removed from the shaft
SHAFT END COVER, BEARING CARRIERS, end cover, port end cover, or bearing carrier, replace
AND PORT END COVER. Of ring seals are being the bearings by pressing them into the bearing bores
replaced, insert into bottom of drive gear bearing with an arbor press. Take care to avoid pressing on
bore with the flat side down. The notch in the seal dowel pins.
ring MUST BE VISIBLE. This is a check to be
certain the notched side is next to the bearing.

Check all thrust plates for wear. Replace as necessary. Note high-pressure side. Motor thrust plates are grooved on both
that the thrust plates for pumps and motors can be different. sides.
For pump thrust plates, and all unidirectional thrust plates Cut 2 pocket seals 1-1/32” long from the pocket seal strip.
with a single relief pocket, the pocket must be installed on the Grease these pocket seals and insert into the middle slots in
the thrust plate.

Low Pressure Rebuild.dot Page 10 of 19

 P.O. Box 840687, Houston, Texas 77284
Phone: 713 896 6500 Fax: 713 896 6611

With the pocket seals down, place the thrust plate over Cut 4 pocket seals approximately 7/16” long. Insert one
the bearings. Tap thrust plate with a soft hammer to into each of the slots in the thrust plate. Push each
about 1/32” from the machined surface. pocket seal all the way in so that they touch the roller
bearings. Tap the thrust plate down firmly against the
surface with a soft hammer. Use a sharp razor blade to
trim the exposed end of the pocket seal flush with the
thrust plate.

Insert the integral shaft and gear. Push down until the
gear is tight against the thrust plate. Insert the matched Grease the new gasket seals and insert them into the
driven gear. grooves in both sides of all gear housings.

Low Pressure Rebuild.dot Page 11 of 19

 P.O. Box 840687, Houston, Texas 77284
Phone: 713 896 6500 Fax: 713 896 6611

Slide the first section gear housing over the gears and *Position the bearing carrier with the thrust plates in
tap it with a soft hammer until it rests tightly against the gear housing so that the roller bearings receive the
the shaft end cover. Be careful not to pinch the gasket journals of the drive and driven gears. Make sure that
seal. Squirt oil over the gears to provide initial the index marks (see Step 1, Disassembly) are properly
lubrication when the pump is started. Make sure the aligned. Tap the bearing carrier tight with a soft
pressure port is on the correct side. hammer.

*Insert the connecting shaft in the spline of the driven *Insert the drive and driven gears of the second
gear. section in their respective bearings. Push down
tightly against the thrust plate.

Low Pressure Rebuild.dot Page 12 of 19

 P.O. Box 840687, Houston, Texas 77284
Phone: 713 896 6500 Fax: 713 896 6611

*Slide the second section gear housing over the gears and tap it Place the port end cover over the gear journals and tap
tight against the bearing carrier with a soft hammer. Be careful lightly against the gear housing. Be careful not to pinch the
not to pinch the gasket seal. Squirt oil over the gears to provide gasket seal.
initial lubrication when pump is started. Line up the dowel pins
and holes in the two castings. When parts are parallel, squeeze
them together or gently tap alternately over the dowel pins with
soft hammer until parts move smoothly together. DO NOT
FORCE. Insert dowel pins on top if required

Insert the cap screws and washers, or studs, washers and nuts, Coat the outside of the seal with Permatex Form-A-Gasket or
into the shaft end cover and lightly cross-tighten. Rotate the equivalent. With the metal side of the seal down, press it into
drive shaft with a 6” wrench to make sure there is no binding in the seal retainer with a 2¾” diameter bar and an arbor press.
the pump. If pump turns smoothly, Cross-tighten the fasteners Be careful not to damage the lip of the seal.
to 200 ft/lbs.

Low Pressure Rebuild.dot Page 13 of 19

 P.O. Box 840687, Houston, Texas 77284
Phone: 713 896 6500 Fax: 713 896 6611

Grease and install the new “O” ring on the seal retainer. Drop in the spacer or outboard bearing. The outboard
Lightly oil the installation sleeve and twist into the seal. bearing may need to be lightly tapped into the bore.
Slide the sleeve over the drive shaft and push the seal
retainer into place.

Install the snap ring into the groove.

The assembly is now complete. Before installation, install a new “O” ring on the outside of the
shaft end cover. Lubricate splines with anti-seize to reduce spline fretting.

* These instructions are for multiple section pumps and motors only.

Low Pressure Rebuild.dot Page 14 of 19

 P.O. Box 840687, Houston, Texas 77284
Phone: 713 896 6500 Fax: 713 896 6611

As a guide in answering the question, "How much wear is allowed before the
part should be replaced?", we offer the following suggestions...

GEAR HOUSINGS: grooving, fretting of teeth surfaces or head

discoloration also necessitates replacement.
Wear in excess of .005" cutout necessitates Scoring, grooving or burring of outside
replacement of the gear housing. diameter of teeth generally means replacement
is necessary unless damage is light and can be
Place a straightedge across bore. If you can stoned off.
slip a .005" feeler gage under the straightedge
in the cutout area, replace the gear housing.
THRUST PLATES:
Pressure pushes the gears against the housing
on the low-pressure The thrust plates seal the gear section at the
side. As the hubs sides of the gears. Wear here will allow
and bearings wear, internal slippage; that is, oil
the cutout becomes will bypass within the
more pronounced. pump. .002" maximum
Excessive cutout in wear is allowable. Replace
a short period of thrust plates if they are
time indicates scored, eroded, pitted or
excessive pressure discolored. Check center of thrust plates where
or oil contamination. If the relief valve settings the gears mesh. Erosion here indicates oil
are within prescribed limits, check for shock contamination. Pitted thrust plates indicate
pressures or tampering. Withdraw oil sample cavitation or oil aeration. Discolored thrust
and check it and tank for dirt. plates indicate overheating, probably
insufficient oil.
Where cutout is moderate-005" or less, gear
housing is in good condition, and both ports are
of the same size, housing may be flopped over DRIVE SHAFTS:
and reused.
Replace if there is any
wear detectable by
GEARS: touch in the seal areas or at the drive coupling.
.002" wear is the maximum allowable.
Any wear on gear hubs
detectable by touch, or in Wear in the shaft seal areas indicates oil
excess of .002" necessitates contamination and shaft replacement is
replacement. Nicking, required. Wear or damage to splines, keys, or
keyways necessitates replacement.

Low Pressure Rebuild.dot Page 15 of 19

 P.O. Box 840687, Houston, Texas 77284
Phone: 713 896 6500 Fax: 713 896 6611

DOWEL PINS:

If either the dowel pin or dowel hole is damaged, the pin, machined casting, or
both must be replaced.

If more than reasonable force is required to seat dowels, the cause may be
poorly de-burred or dirty parts; cocking of dowel in the hole; or improper pin-
to-hole fit.

BEARINGS:
If gears are replaced, bearings must be replaced. Bearings should fit into bore with a light press

fit. A neat hand fit is allowable. If bearings can fall out, bore may be oversize.

CHECK VALVES:

Examine small check valves in shaft end cover to make sure they are intact and
functioning. If there are no check valves here, make sure the high-pressure side of
the shaft end cover is plugged.

SEALS AND GASKETS:

Replace all rubber and polymer seals whenever disassembling pump. Include all
"O" rings, pocket seals behind thrust plates, shaft seal and gasket seals.

Low Pressure Rebuild.dot Page 16 of 19

 P.O. Box 840687, Houston, Texas 77284
Phone: 713 896 6500 Fax: 713 896 6611

Tool list
• Arbor Press

• Awl

• Bearing Puller (Owatonna Tool Co.

MD-956 or equivalent)

• Clean Lintless Cloths

• Deburring Tool (an old file with the

cutting teeth ground off)

• Machinist's Hammer

• Soft Rubber Hammer

• Permatex Aviation Form-A-Gasket No. 3D Sealant or equivalent

• Medium Grit Carborundum Stone

• Oil and Grease

• Snap Ring Pliers

• Center Punch

• Sharp Razor Blade

• Scale (1/32" or 1/64" graduations)

• 2 Large Screwdrivers/Pry Bars

• Torque Wrench

• Vise with 6" Minimum Open Spread

• Light Duty Bearing Puller for Seal Retainer

• Special Steel Sleeve or Cardboard Sleeve

• Steel Ball
Low Pressure Rebuild.dot Page 17 of 19
 P.O. Box 840687, Houston, Texas 77284
Phone: 713 896 6500 Fax: 713 896 6611

Lubrication and Oil Recommendations

The hydraulic oil in the circuit lubricates all parts, with the exception of the outboard bearing.
Particular attention must be paid to keep the oil in the system clean. Whenever there is a pump or
motor failure, and there is reason to feel that metal particles may be in the system, the oil must be
drained, the entire system flushed clean, and any filter screens thoroughly cleaned or replaced.
New oil should be supplied for the entire system. Oil suitable and recommended for use in circuits
involving these pumps and motors should meet the following specifications:

Viscosity: 50 SSU minimum @ operating temperature

7500 SSU maximum @ starting temperature
150 to 225 SSU @ 100° F. (37.8° C.) (Generally)
44 to 48 SSU @ 210° F. (98.9° C.) (Generally)

Approximate SSU at...

Oil Grade 100° F. (37.8° C.) 210° F. (98. 9° C.)
SAE 10 150 43
SAE 20 330 51

Viscosity Index: 90 minimum

Aniline Point: +175° F (80° C) minimum

Recommended Additives:
• Foam Depressant
• Rust and Oxidation Inhibitors

Other Desirable Characteristics:

• Stability of physical and chemical characteristics.
• High demulsibility (low emulsibility) for separation of water, air, and contaminants.
• Resistant to the formation of gums, sludges, acids, tars, and varnishes.
• High lubricity and film strength.

General Recommendations;
Good quality hydraulic oil with the characteristics listed above is essential to satisfactory
performance and long life of any hydraulic system.

Oil should be changed on regular schedules in accordance with the manufacturer's

recommendations, and the system periodically flushed.

Oil temperature in reservoir must not exceed 200° F., (93.3° C.) with a maximum operating
temperature of 180° F. (82.2° C.) recommended. Higher temperatures will result in rapid oil
deterioration.

Low Pressure Rebuild.dot Page 18 of 19

 P.O. Box 840687, Houston, Texas 77284
Phone: 713 896 6500 Fax: 713 896 6611

Normal Temperatures:
0°F. (-18°C.) to 100°F. (37.8°C.) Ambient
100°F. (37.8°C.) to 180°F. (82.2°C.) System
Be sure your oil is recommended for the temperatures you expect to encounter.

Cold Weather Operation

Oils for use in cold weather should have a viscosity not exceeding 7500 SSU at the minimum start-
up temperature. A pour point of at least 20°F (-6.7°C) below start-up temperature is recommended.
Start-up procedures should allow for a gradual warm to normal operating temperature.
The use of Other Oils
Automatic Transmission Fluid (ATF): General experience here has been satisfactory, however, ATF
oils are sometimes too expensive for normal use in hydraulic systems and are NOT recommended.
Diesel Fuel or Kerosene (Coal Oil): Sometimes used as dilutants for cold weather operations but are
not recommended, as they are not sufficiently refined products.

Synthetic fluids are strongly recommended for their superior performance under all conditions.
Although more expensive, these fluids reduce wear and heat therefore increasing the life of all parts
they lubricate.

Fire resistant Fluids: Of the several different types, only the inverted emulsion types may be used
without changing to special seal, packing, gasket, hose, etc., compositions. Their use may
materially reduce pump life. Experience indicates that the use of FR fluids can be disastrous unless
certain precautions are followed. Do not use any fire resistant fluids or non-petroleum oils
without consulting our technical service department.

Recommended Start-Up Procedure for New or Rebuilt Units

Before installing a new or rebuilt pump or motor, back off the main relief valve until the spring
tension on the adjusting screw is relieved. This will avoid the possibility of immediate damage to
the replacement unit in the event that the relief valve setting had been increased beyond the
recommended operating pressure.

Before connecting any lines to the pump or motor, fill all ports with clean oil to provide initial
lubrication. This is particularly important where the unit is located above the oil reservoir.

After connecting the lines and mounting the replacement unit, operate the pump or motor at least
two minutes at zero pressure at lowest possible rpm. During this break-in period, the unit should
run free and not develop an excessive amount of heat. If the unit operates properly, speed and
pressure can then be increased to normal operating settings.

Reset the main relief valve to its proper setting while the pump is running at maximum operating
engine (motor) speed for the vehicle.

Low Pressure Rebuild.dot Page 19 of 19

 P.O. Box 840687, Houston, Texas 77284
Phone: 713 896 6500 Fax: 713 896 6611

Quad Section Pump

Part No. 40359
3”, 3”, 2”, 1” Gears

General Instructions
NOTICE:
These services instruction are generic and applicable to all gear motors and pumps used on the
SeaTrax Cranes. The instructions will familiarize you with the single and multiple pumps and
motors, their component parts, and the relative position of each part. Proper methods for assembly,
or disassembly, of these units are necessary to insure best performance and longer working life.
Use Specific Assembly Drawings and their item numbers when ordering parts.

To facilitate the repair of these units, and before any work is done, we suggest that you first read all
of the steps used in disassembly and all of the steps use in building the unit.

Dirt is the enemy of any hydraulic system. The first requirement of good maintenance of hydraulic
equipment is cleanliness. Make sure you disassemble and assemble your hydraulic equipment
in a clean area.

It is a good idea to check all replacement part closely before installing to insure that no damage
occurred during shipment. Use caution in gripping all parts in the vise to avoid damaging
machined surfaces.

A pump must be driven in the direction of rotation for which it was built: otherwise, pressure will
blow the shaft seal. Check the exploded view below for proper direction of rotation.
40359 Page 1 of 2
 Parts List for Pump No. 40359
Item Description Qty. Item Description Qty
1 Snap Ring 1 15 Connecting Shaft 3
2 Spacer or Outboard Bearing 1 16 Bearing Carrier 3
3 Seal Retainer 1 17 Matched Gear Set, 3” 1
4 “O” Ring 1 Matched Gear Set, 2” 1
5 Seal 1 Matched Gear Set, 1” 1
6 Shaft End Cover 1 18 Gear Housing, 2” 1
7 Check Assemblies or Plug 2 Gear Housing, 1” 1
8 Ring Seal 8 18A Dowel Pins 8
9 Roller Bearing 16 19 Plug 3
10 Pocket Seals 48 20 Port End Cover 1
11 Thrust Plates 8 21 Name Plate 1
12 Drive Shaft and Gear Set, 3” 1 22 Drive Screws 2
13 Gasket Seals 8 23 Washers 8
14 Gear Housing, 3” 2 24 Studs or Cap Screws 8
14A Dowel Pins 8 25 Nuts (N/A with Cap Screws) 8

NOTE: The exploded view shows all parts. Quantities can be found in the parts list.
40359 Page 2 of 2
 P.O. Box 840687, Houston, Texas 77284
Phone: 713 896 6500 Fax: 713 896 6611

Low Pressure Pump and Motor

Disassembly Instructions
CAUTION:

1. If it becomes necessary to pry sections apart, take extreme caution not to damage machined
surfaces. Excessive force while prying can result in misalignment and serious damage to parts.

2. Never force parts during re-assembly. If a hammer must be used, use a brass or wood hammer,
never iron.

3. The gears are made as matched sets. Always keep pairs together. When handling gears, avoid
marring the journals and teeth.

4. Press bearings into housing, NEVER use a hammer.

Place the pump in a vice with the drive shaft pointing Remove the 8 cap screws and lock washers, or 8 hex
down. CAUTION: Do Not on or near any machined nuts, lock washers, and studs.
surfaces during assembly or disassembly. Index mark
all sections with a punch. Be sure to align these
marks during re-assembly.

Low Pressure Rebuild Page 1 of 15

 P.O. Box 840687, Houston, Texas 77284
Phone: 713 896 6500 Fax: 713 896 6611

Lift off the port end cover. If necessary to pry loose, Lift the dear housing from the gears. If necessary to
take care not to damage the machined surfaces. Dowel pry loose, take care not to damage machined parts.
pins will remain in either the port end cover or gear
housing. Do not remove them. If the thrust plate
remains in the gear housing, it can be tapped out later
with a wooden hammer handle. Be careful not to
distort the thrust plate.

Remove the drive and driven gears. Keep the gears Lift or pry off the bearing carrier. Take care not to
together because they are a matched set. Examine damage the machined surfaces.
and replace if necessary.

Low Pressure Rebuild Page 2 of 15

 P.O. Box 840687, Houston, Texas 77284
Phone: 713 896 6500 Fax: 713 896 6611

Remove the connecting shaft Lift or pry off the first section carrier. Be careful not to
damage machined surfaces. Remove thrust plate as
described in Step 3.

Remove the drive and driven gears. Keep the gears Pry the thrust plate from the shaft end cover, port
together because they are a matched set. Examine end cover, or bearing carrier with a screwdriver or
and replace if necessary. pick. Avoid distorting the thrust plate. Remove and
discard all rubber pocket seals and gasket seals.

Low Pressure Rebuild Page 3 of 15

 P.O. Box 840687, Houston, Texas 77284
Phone: 713 896 6500 Fax: 713 896 6611

Examine all roller bearings for wear and discoloration. It is generally advisable to ring seals when rebuilding
If replacement is necessary, remove the bearings with unit. To replace, remove the drive gear bearing with a
a bearing puller. ANY sign of wear or discoloration bearing puller and remove ring seal from the bottom of
calls for replacement. bearing bore. Check all ring seal bores for abnormal
wear. If worn, replace those sections.

Grip the shaft end cover in the vice with the

mounting face up. Remove the snap ring with snap Remove the spacer or outboard bearing (pull the
ring pliers outboard bearing with a bearing puller).

Low Pressure Rebuild Page 4 of 15

 P.O. Box 840687, Houston, Texas 77284
Phone: 713 896 6500 Fax: 713 896 6611

Remove the seal retainer and seal with a puller. Tap the seal from the seal retainer and discard.
Remove and discard “O” ring. Clean seal bore with solvent to remove old sealant.
If bore is scored, smooth with fine grade emery
paper. It is generally advisable to replace the seal
retainer.

The disassembly is now complete. Ensure all parts are kept in the order that they were removed. Clean all parts with
solvent and set them in a clean area for re-assembly. Thoroughly examine all parts for wear and replace as necessary.

Low Pressure Rebuild Page 5 of 15

 P.O. Box 840687, Houston, Texas 77284
Phone: 713 896 6500 Fax: 713 896 6611

Low Pressure Pump and Motor

Assembly Instructions
CAUTION:

1. Never force parts during assembly. If a hammer must be used, use a brass or wood hammer,
never iron.

2. The gears are made as matched sets. Always keep pairs together. When handling gears, avoid
marring the journals and teeth.

3. Press bearings into housing. NEVER use a hammer.

4. Assemble unit in a clean area.

Stone off all cast machine surfaces with a medium grit Grip the shaft end cover in the vice with the
carborundum stone (to remove any burrs as a result of mounting face down. Examine the plug or 2 check
disassembly). If bearings have been removed, de-burr valves. Whichever is used, be sure they are tightly
bearing bores. Rinse parts in a solvent. Air blast all in place. Replace only if parts are damaged or
parts and wipe with a clean lintless cloth before missing. Check valves can be removed with a
starting assembly. special tool (see tool list). Screw In new valve with
tool until tight. Peen with a 1½” steel ball to secure.

Low Pressure Rebuild Page 6 of 15

 P.O. Box 840687, Houston, Texas 77284
Phone: 713 896 6500 Fax: 713 896 6611

ASSEMBLY STEPS 3,4,6,7,AND 8 APPLY TO If any bearings have been removed from the shaft
SHAFT END COVER, BEARING CARRIERS, end cover, port end cover, or bearing carrier, replace
AND PORT END COVER. Of ring seals are being the bearings by pressing them into the bearing bores
replaced, insert into bottom of drive gear bearing with an arbor press. Take care to avoid pressing on
bore with the flat side down. The notch in the seal dowel pins.
ring MUST BE VISIBLE. This is a check to be
certain the notched side is next to the bearing.

Check all thrust plates for wear. Replace as necessary. Note Cut 2 pocket seals 1-1/32” long from the pocket seal strip.
that the thrust plates for pumps and motors can be different. Grease these pocket seals and insert into the middle slots in
For pump thrust plates, and all unidirectional thrust plates the thrust plate.
with a single relief pocket, the pocket must be installed on the
high-pressure side. Motor thrust plates are grooved on both
sides.

Low Pressure Rebuild Page 7 of 15

 P.O. Box 840687, Houston, Texas 77284
Phone: 713 896 6500 Fax: 713 896 6611

With the pocket seals down, place the thrust plate over Cut 4 pocket seals approximately 7/16” long. Insert one
the bearings. Tap thrust plate with a soft hammer to into each of the slots in the thrust plate. Push each
about 1/32” from the machined surface. pocket seal all the way in so that they touch the roller
bearings. Tap the thrust plate down firmly against the
surface with a soft hammer. Use a sharp razor blade to
trim the exposed end of the pocket seal flush with the
thrust plate.

Insert the integral shaft and gear. Push down until the Grease the new gasket seals and insert them into the
gear is tight against the thrust plate. Insert the matched grooves in both sides of all gear housings.
driven gear.

Low Pressure Rebuild Page 8 of 15

 P.O. Box 840687, Houston, Texas 77284
Phone: 713 896 6500 Fax: 713 896 6611

Slide the first section gear housing over the gears and *Position the bearing carrier with the thrust plates in
tap it with a soft hammer until it rests tightly against the gear housing so that the roller bearings receive the
the shaft end cover. Be careful not to pinch the gasket journals of the drive and driven gears. Make sure that
seal. Squirt oil over the gears to provide initial the index marks (see Step 1, Disassembly) are properly
lubrication when the pump is started. Make sure the aligned. Tap the bearing carrier tight with a soft
pressure port is on the correct side. hammer.

*Insert the connecting shaft in the spline of the driven *Insert the drive and driven gears of the second
gear. section in their respective bearings. Push down
tightly against the thrust plate.

Low Pressure Rebuild Page 9 of 15

 P.O. Box 840687, Houston, Texas 77284
Phone: 713 896 6500 Fax: 713 896 6611

*Slide the second section gear housing over the gears and tap it Place the port end cover over the gear journals and tap
tight against the bearing carrier with a soft hammer. Be careful lightly against the gear housing. Be careful not to pinch the
not to pinch the gasket seal. Squirt oil over the gears to provide gasket seal.
initial lubrication when pump is started. Line up the dowel pins
and holes in the two castings. When parts are parallel, squeeze
them together or gently tap alternately over the dowel pins with
soft hammer until parts move smoothly together. DO NOT
FORCE. Insert dowel pins on top if required

Insert the cap screws and washers, or studs, washers and nuts, Coat the outside of the seal with Permatex Form-A-Gasket or
into the shaft end cover and lightly cross-tighten. Rotate the equivalent. With the metal side of the seal down, press it into
drive shaft with a 6” wrench to make sure there is no binding in the seal retainer with a 2¾” diameter bar and an arbor press.
the pump. If pump turns smoothly, Cross-tighten the fasteners Be careful not to damage the lip of the seal.
to 200 ft/lbs.

Low Pressure Rebuild Page 10 of 15

 P.O. Box 840687, Houston, Texas 77284
Phone: 713 896 6500 Fax: 713 896 6611

Grease and install the new “O” ring on the seal retainer. Drop in the spacer or outboard bearing. The outboard
Lightly oil the installation sleeve and twist into the seal. bearing may need to be lightly tapped into the bore.
Slide the sleeve over the drive shaft and push the seal
retainer into place.

Install the snap ring into the groove.

The assembly is now complete. Before installation, install a new “O” ring on the outside of the
shaft end cover. Lubricate splines with anti-seize to reduce spline fretting.

* These instructions are for multiple section pumps and motors only.

Low Pressure Rebuild Page 11 of 15

 P.O. Box 840687, Houston, Texas 77284
Phone: 713 896 6500 Fax: 713 896 6611

As a guide in answering the question, "How much wear is allowed before the
part should be replaced?", we offer the following suggestions...

GEAR HOUSINGS: grooving, fretting of teeth surfaces or head

discoloration also necessitates replacement.
Wear in excess of .005" cutout necessitates Scoring, grooving or burring of outside
replacement of the gear housing. diameter of teeth generally means replacement
is necessary unless damage is light and can be
Place a straightedge across bore. If you can stoned off.
slip a .005" feeler gage under the straightedge
in the cutout area, replace the gear housing.
THRUST PLATES:
Pressure pushes the gears against the housing
on the low-pressure The thrust plates seal the gear section at the
side. As the hubs sides of the gears. Wear here will allow
and bearings wear, internal slippage; that is, oil
the cutout becomes will bypass within the
more pronounced. pump. .002" maximum
Excessive cutout in wear is allowable. Replace
a short period of thrust plates if they are
time indicates scored, eroded, pitted or
excessive pressure discolored. Check center of thrust plates where
or oil contamination. If the relief valve settings the gears mesh. Erosion here indicates oil
are within prescribed limits, check for shock contamination. Pitted thrust plates indicate
pressures or tampering. Withdraw oil sample cavitation or oil aeration. Discolored thrust
and check it and tank for dirt. plates indicate overheating, probably
insufficient oil.
Where cutout is moderate-005" or less, gear
housing is in good condition, and both ports are
of the same size, housing may be flopped over DRIVE SHAFTS:
and reused.
Replace if there is any
wear detectable by
touch in the seal areas or at the drive coupling.
GEARS:
.002" wear is the maximum allowable.
Any wear on gear hubs
Wear in the shaft seal areas indicates oil
detectable by touch, or in
contamination and shaft replacement is
excess of .002" necessitates
required. Wear or damage to splines, keys, or
replacement. Nicking,
keyways necessitates replacement.

Low Pressure Rebuild Page 12 of 15

 P.O. Box 840687, Houston, Texas 77284
Phone: 713 896 6500 Fax: 713 896 6611

DOWEL PINS:

If either the dowel pin or dowel hole is damaged, the pin, machined
casting, or both must be replaced.

If more than reasonable force is required to seat dowels, the cause may be
poorly de-burred or dirty parts; cocking of dowel in the hole; or improper
pin-to-hole fit.

BEARINGS:

If gears are replaced, bearings must be replaced. Bearings should fit into
bore with a light press fit. A neat hand fit is allowable. If bearings can fall
out, bore may be oversize.

CHECK VALVES:

Examine small check valves in shaft end cover to make sure they are intact
and functioning. If there are no check valves here, make sure the high-
pressure side of the shaft end cover is plugged.

SEALS AND GASKETS:

Replace all rubber and polymer seals whenever disassembling pump.
Include all "O" rings, pocket seals behind thrust plates, shaft seal and gasket
seals.

Low Pressure Rebuild Page 13 of 15

 P.O. Box 840687, Houston, Texas 77284
Phone: 713 896 6500 Fax: 713 896 6611

Tool list
• Arbor Press

• Awl

• Bearing Puller (Owatonna Tool Co.

MD-956 or equivalent)

• Clean Lintless Cloths

• Deburring Tool (an old file with the

cutting teeth ground off)

• Machinist's Hammer

• Soft Rubber Hammer

• Permatex Aviation Form-A-Gasket No. 3D Sealant or equivalent

• Medium Grit Carborundum Stone

• Oil and Grease

• Snap Ring Pliers

• Center Punch

• Sharp Razor Blade

• Scale (1/32" or 1/64" graduations)

• 2 Large Screwdrivers/Pry Bars

• Torque Wrench

• Vise with 6" Minimum Open Spread

• Light Duty Bearing Puller for Seal Retainer

• Special Steel Sleeve or Cardboard Sleeve

• Steel Ball
Low Pressure Rebuild Page 14 of 15
 P.O. Box 840687, Houston, Texas 77284
Phone: 713 896 6500 Fax: 713 896 6611

Lubrication and Oil Recommendations

The hydraulic oil in the circuit lubricates all parts, with the exception of the outboard bearing.
Particular attention must be paid to keep the oil in the system clean. Whenever there is a pump or
motor failure, and there is reason to feel that metal particles may be in the system, the oil must be
drained, the entire system flushed clean, and any filter screens thoroughly cleaned or replaced.
New oil should be supplied for the entire system. Oil suitable, and recommended, for use with low
pressure pumps and motors should meet the guidelines in Section D, Lubrication.

Recommended Start-Up Procedure for New or Rebuilt Units

Before installing a new or rebuilt pump or motor, back off the main relief valve until the spring
tension on the adjusting screw is relieved. This will avoid the possibility of immediate damage to
the replacement unit in the event that the relief valve setting had been increased beyond the
recommended operating pressure.

Before connecting any lines to the pump or motor, fill all ports with clean oil to provide initial
lubrication. This is particularly important where the unit is located above the oil reservoir.

After connecting the lines and mounting the replacement unit, operate the pump or motor at least
two minutes at zero pressure at lowest possible rpm. During this break-in period, the unit should
run free and not develop an excessive amount of heat. If the unit operates properly, speed and
pressure can then be increased to normal operating settings.

Reset the main relief valve to its proper setting while the pump is running at maximum operating
engine (motor) speed.

Low Pressure Rebuild Page 15 of 15

 P.O. Box 840687, Houston, Texas 77284
Phone: 713 896 6500 Fax: 713 896 6611

Control System Pump

Part No. 40130

This pump is suggested as part of the 2 year spares package. SeaTrax strongly suggests that
this pump should be replaced instead of resealed. No rebuild kit is available.

40130 Page 1 of 2
 Control System Pump
Part No. 40130
Exploded View

ITEM DESCRIPTION
1 Bolts (8 front/8 rear) Torque to 47 ft.-lbs. nominal
2 Rear Cover
3 Body “O” Ring*
4 Loading “O” Ring*
5 Loading “O” Ring Back-up*
6 Bushing Blocks
7 N/A
8 Driven Gear 42.7 cm³/rev.
9 N/A
10 Gear Housing
11 Dowel Locating Pins
12 Mounting Flange (CW) (includes 13 &14)
13 Shaft Seal*
14 Snap Ring*
15 Splined Driveshaft 42.7 cm³/rev.
* Included in Seal Kit

40130 Page 2 of 2
 
SHARPEYE

UV-IR FLAME DETECTOR

MODELS 20/20L, 20/20LB

Technical Manual

TM20/20LB Rev C, September 1999

Factory Mutual CENELEC

Approved Approved
Class I Div. 1 Groups B, C, D EExd & Eexde IIB+H2 T5
Class II Div. 1 Groups E, F, G EN 50-014, 50-018, 50-019

218 Little Falls Road Cedar Grove, NJ 07009

Tel: (973) 239-839 Fax: (973) 239-7614
 SPECTREX INC.- SharpEye UV-IR FLAME DETECTOR TECHNICAL MANUAL, Rev. C

© 1997 - All rights reserved

The SharpEye monitoring system described in this document is the property of Spectrex,
Inc. It is furnished under a license agreement and is to be used only in accordance with
the terms of the agreement.

No part of the hardware, software or documentation may be reproduced, transmitted,

transcribed, stored in a retrieval system, or translated into any language or computer
language, in any form or by any means, without prior written permission of Spectrex, Inc.

While great efforts have been made to assure the accuracy and clarity of this document,
Spectrex, Inc. assumes no liability resulting from any omissions in this document, or
from misuse of the information obtained herein. The information in this document has
been carefully checked and is believed to be entirely reliable with all of the necessary
information included. Spectrex Inc. reserves the right to make changes to any products
described herein to improve reliability, function, or design, and reserves the right to
revise this document and make changes from time to time in content hereof with no
obligation to notify any persons of revisions or changes. Spectrex, Inc. does not assume
any liability arising out of the application or any use of any product or circuit described
herein; neither does it convey license under its patent rights or the rights of others.

Warning:

This manual should be carefully read by all individuals who have or will have
responsibility for using, maintaining or servicing the product.

The Detector is not field-repairable due to the meticulous alignment and calibration of the
sensors and the respective circuits. Do not attempt to modify or repair the internal circuits
or change their settings, as this will impair the system's performance and void the
Spectrex, Inc. Product warranty.

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 SPECTREX INC.- SharpEye UV-IR FLAME DETECTOR TECHNICAL MANUAL, Rev. C

Contents
CONTENTS .................................................................................................................................................................... 3

LIST OF FIGURES....................................................................................................................................................... 4

LIST OF TABLES ......................................................................................................................................................... 4

1 SCOPE........................................................................................................................................................................... 5
1.1 P RODUCT OVERVIEW............................................................................................................................................5
1.2 DOCUMENT OVERVIEW ........................................................................................................................................5
2 TECHNICAL FEATURES ...................................................................................................................................... 6
2.1 P RINCIPLES OF OPERATION .................................................................................................................................7
2.2 SENSING ELEMENTS..............................................................................................................................................7
2.3 DETECTION LEVELS...............................................................................................................................................7
2.4 A LARM SIGNAL DELAY........................................................................................................................................7
2.5 BUILT -IN-TEST (BIT) CAPABILITIES..................................................................................................................8
2.6 DETECTOR STRUCTURE ........................................................................................................................................8
2.7 SYSTEM CONFIGURATION ....................................................................................................................................8
2.8 DETECTOR TYPES..................................................................................................................................................8
3 PERFORMANCE.....................................................................................................................................................11
3.1 DETECTION SENSITIVITY....................................................................................................................................11
3.2 THE CONE OF VISION .........................................................................................................................................12
3.3 FALSE ALARMS...............................................................................................................................................13
4 OPERATION.............................................................................................................................................................14
4.1 VISUAL INDICATIONS..........................................................................................................................................14
4.2 OUTPUT SIGNALS.................................................................................................................................................14
4.3 M ODE SELECTION ...............................................................................................................................................14
4.3.1 Function switch (SW1).............................................................................................................................14
4.3.2 Alarm Delay Switch (SW2)......................................................................................................................16
4.4 DETECTOR STATES..............................................................................................................................................17
4.5 BUILT IN TEST .................................................................................................................................................18
5 TECHNICAL SPECIFICATIONS......................................................................................................................20
5.1 ELECTRICAL SPECIFICATIONS............................................................................................................................20
5.2 M ECHANICAL SPECIFICATIONS .........................................................................................................................21
5.3 ENVIRONMENTAL SPECIFICATIONS...................................................................................................................22
6 INSTALLATION INSTRUCTIONS ..................................................................................................................23
6.1 INTRODUCTION ....................................................................................................................................................23
6.2 GENERAL CONSIDERATIONS..............................................................................................................................23
6.3 P REPARATIONS FOR INSTALLATION .................................................................................................................24
6.4 CONDUIT INSTALLATION....................................................................................................................................24
6.5 DETECTOR M OUNTING .......................................................................................................................................25
6.5.1 Swivel Mount Kit.......................................................................................................................................25
6.5.2 Swivel installation (Figure 4a and 4b) ................................................................................................26
6.6 HARNESS CONNECTION ......................................................................................................................................29
6.7 TERMINAL W IRING (FIGURES 6,7) ....................................................................................................................30
6.8 SELECTION OF OPERATING M ODES..................................................................................................................34
7 OPERATING INSTRUCTIONS..........................................................................................................................35

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 SPECTREX INC.- SharpEye UV-IR FLAME DETECTOR TECHNICAL MANUAL, Rev. C

7.1 SCOPE..................................................................................................................................................................35
7.2 POWER-UP ............................................................................................................................................................35
7.3 RESET ....................................................................................................................................................................35
7.4 FUNCTIONAL TESTING........................................................................................................................................36
7.5 TESTING W ITH FIRE SIMULATOR......................................................................................................................36
7.6 SAFETY PRECAUTIONS........................................................................................................................................37
8 MAINTENANCE INSTRUCTIONS ..................................................................................................................38
8.1 S COPE....................................................................................................................................................................38
8.2 M AINTENANCE INSTRUMENTATION A ND PERSONNEL ..................................................................................38
8.3 P REVENTIVE M AINTENANCE PROCEDURES.....................................................................................................38
8.4 PERIODIC MAINTENANCE PROCEDURES................................................................................................38
8.4.1 Power Up Procedure................................................................................................................................38
8.4.2 Functional Test Procedure......................................................................................................................38
8.5 M AINTENANCE RECORDS...................................................................................................................................39
8.6 TROUBLESHOOTING ............................................................................................................................................39
8.6.1 Fault Indication.........................................................................................................................................39
8.6.2 False Alarm or Warning Indication ......................................................................................................39
APPENDIX A - WIRE SELECTION TABLES ..................................................................................................40

APPENDIX B. TYPICAL WIRING CONFIGURATIONS ............................................................................42

APPENDIX C. MOUNTING THE “DE” VERSION........................................................................................44

APPENDIX D. LONG RANGE UV/IR FIRE SIMULATOR .........................................................................48

List of Figures
FIGURE 1: FLAME DETECTOR A SSEMBLY - OUTLINE DRAWING ...............................................................................9
FIGURE 2: FLAME DETECTOR A SSEMBLY - SCHEMATIC SECTION ..........................................................................10
FIGURE 3: HORIZONTAL AND VERTICAL FIELDS OF VIEW ........................................................................................12
FIGURE 4.A: UV/IR DETECTOR AND SWIVEL MOUNT A SSEMBLY ..........................................................................27
FIGURE 4.B : SWIVEL M OUNT A SSEMBLY ....................................................................................................................28
FIGURE 5: UV/IR FLAME DETECTOR WITH COVER REMOVED ................................................................................31
FIGURE 6: TERMINAL BOARD CONFIGURATION .........................................................................................................32
FIGURE 7: FLAME DETECTOR A SSEMBLY - WIRING DIAGRAM ...............................................................................33
FIGURE 8: TYPICAL W IRING DIAGRAM FOR FOUR WIRE CONTROLLER.................................................................42
FIGURE 9: W IRING DIAGRAM FOR 4-20MA .................................................................................................................43
FIGURE 10: FLAME DETECTOR A SSEMBLY - W IRING DIAGRAM .............................................................................46
FIGURE 11: FLAME DETECTOR A SSEMBLY - W IRING DIAGRAM (“ DE VERSION”) ................................................47

List of Tables
TABLE 1: RESPONSE SENSITIVITY RANGES.................................................................................................................11
TABLE 2: IMMUNITY TO FALSE ALARM FAULTS........................................................................................................13
TABLE 3: FUNCTION SWITCH SW1...............................................................................................................................15
TABLE 4: SW2 A LARM DELAY SETTING.....................................................................................................................17
TABLE 5: OUTPUT SIGNALS VERSUS DETECTOR STATE ...........................................................................................17
TABLE 6: M AXIMUM DC RESISTANCE AT 68°F FOR COPPER WIRE .........................................................................40
TABLE 7: W IRING LENGTH IN METERS (FT ) .................................................................................................................41

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 SPECTREX INC.- SharpEye UV-IR FLAME DETECTOR TECHNICAL MANUAL, Rev. C

1 Scope

1.1 Product Overview

The Spectrex Model 20/20L, 20/20LB is a UV-IR Flame Detector. It is designed
to sense the occurrence of fire and flames and subsequently activate an alarm or
an extinguishing system directly or through a control circuit for maximum fire
protection. It uses innovative technology of advanced digital signal processing to
analyze the dynamic characteristics of fire.

The difference between Model 20/20L and 20/20LB is that Model 20/20LB
includes a Built In Test (BIT) function while the 20/20L does not include the BIT.

Detection performance is controlled by a microprocessor and easily adapted to all

environments, applications and requirements. The result is a unique and superior
flame detector that provides excellent detection sensitivity with extreme immunity
to false alarm.

1.2 Document Overview

This manual describes the detector and its features. It describes instructions on the
installation, operation and maintenance.
This manual is divided into several parts. Each part is contained in a separate
chapter as follows:

Chapter 1. Scope. A general introduction and overview of the product and the
Manual and provides a brief description of its content.
Chapter 2. Technical Features presents the detector features and capabilities.
Chapter 3. Performance describes the detector’s theory of operation.
Chapter 4. Operation describes the detector’s operation modes, user interface
and indications.
Chapter 5. Technical Specifications lists the Detector’s electrical, mechanical
and environmental specifications.
Chapter 6. Installation Instructions addresses the detector’s proper
installation, including wiring and mode setting.
Chapter 7. Operating Instructions addresses operation instructions and
power-up procedures.
Chapter 8. Maintenance Instructions addresses maintenance instructions and
support procedures.
Appendix A. Wiring Selection Tables contains tables for electrical wire
selection according to installation configuration.
Appendix B. Typical Wiring Configurations provides wiring diagrams for
installation.
Appendix C. Mounting the “de” version
Appendix D. Long Range UV/IR Fire Simulator

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 SPECTREX INC.- SharpEye UV-IR FLAME DETECTOR TECHNICAL MANUAL, Rev. C

2 Technical Features

• DETECTION RANGE: Up to 15m (50 ft) for a 0.3m x 0.3m (1ft x 1ft) Gasoline
fire.
• ULTRA HIGH IMMUNITY TO FALSE ALARM (see section. 3.3.).
• ADVANCED DIGITAL PROCESSING OF THE DYNAMIC
CHARACTERISTICS OF FIRE: Flickering and threshold
• DUAL SPECTRUM: UV and IR radiation
• MULTIPLE DETECTION LEVELS: Warning, alarm and saturated signal
• SOLAR BLIND
• MICROPROCESSOR BASED: Microcontroller performs signal processing
• BUILT IN TEST: Manual and automatic BIT for 20/20LB only (see section 4.5)
• ELECTRICAL INTERFACE:
- Dry contact RELAYS.
- 4-20mA outputs.

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 SPECTREX INC.- SharpEye UV-IR FLAME DETECTOR TECHNICAL MANUAL, Rev. C

2.1 Principles Of Operation

The Model 20/20L, 20/20LB Radiation Flame Detector is an electronic device
designed to sense the occurrence of fire and flames and subsequently activate an
alarm or an extinguishing system directly or through a control circuit.
The UV-IR Radiation Flame Detector is a dual spectrum optical detector sensitive
to two separate ranges of the radiation spectrum, both of which present in fires.
The detector monitors the protected volume, by measuring the radiation intensity
in it, within two frequencies ranges of the electromagnetic spectrum, namely the
UV and the IR.
The detector integrates two dependent channels in which appropriate detection
pulses are registered and further analyzed for frequency, intensity and duration.

2.2 Sensing Elements

The IR sensor is sensitive to radiation over the range of 2.5-3.0 micron. The IR
channel will register a detection signal, at the appropriate level, when the IR
sensor is exposed to radiation on the appropriate frequency range, having an
intermittent gleam pattern characteristic to flickering-fire, and a preset threshold
and time duration are reached.
The UV sensor is sensitive to radiation over the range of 0.185-0.260 micron. The
UV channel incorporates a special logic circuit that eliminates false alarms caused
by solar radiation and other non-fire UV sources. Further more; the UV channel
sensitivity is stabilized over the working temperature range.

2.3 Detection Levels

Simultaneous detection of radiation in both the UV and the IR channels having an
intensity which exceeds detector’s preset Warning level will result in a Warning
signal. In addition, the detector includes an option that detection of UV radiation
at high intensity will result in a Warning Signal.
Simultaneous detection of radiation in both the UV and the IR channels having an
intensity which exceeds detector’s preset Alarm level will result in an Alarm
signal. Simultaneous detection of radiation in both the UV and the IR channels
having an intensity which exceeds detector’s preset Flash-Fire Detection level
will result in an immediate Alarm signal, regardless of the detector mode setting
selected. Since the preset dual range and level of radiation, as well as the
flickering pattern, are characteristic of real fire, all other radiation sources apart
from actual fire will not be detected, thus avoiding false alarms.

2.4 Alarm Signal Delay

The detector is adapted with an Alarm Signal delay selector, providing a user to
set a different delay between 0 to 30 seconds, mandatory for several specific
applications.

When Alarm level detection conditions are met, an internal time delay is initiated
as preset on the selector. Once the preset time delay has elapsed, detection

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 SPECTREX INC.- SharpEye UV-IR FLAME DETECTOR TECHNICAL MANUAL, Rev. C

conditions are evaluated for 3 seconds. If during that evaluation period Alarm
level detection conditions persist, the Alarm signal is triggered. If no Alarm level
detection conditions endure, the Alarm signal Delay is reset.

2.5 Built-In-Test (BIT) Capabilities

The detector is adapted with BIT (Built-In-Test only in 20/20LB) capabilities.
The BIT is continuously performs at predetermined time intervals averaging 60
minutes. It performs automatic full-featured test of the detector’s internal electric
circuits, and checks the radiation sensors and the detector window cleanliness.
The BIT circuits will generate response signals to indicate adequate operation of
the detector or a fault should it be detected during a BIT sequence. The BIT
sequence can also be initiated manually by the user at his preference, upon a
remote operation from a control unit.

2.6 Detector Structure

Regarding detector’s structural design and configuration, Figure 1 presents an
outline drawing of the Flame Detector Assembly. Figure 2 presents a schematic
section of the internal Flame Detector, and describes its main components.

2.7 System Configuration

The Spectrex model 20/20L, 20/20LB is a self-contained Optical Flame Detector
that can function as a stand alone unit directly connected to external devices as
alarm systems or automatic fire extinguishing systems. The same detector can
form part of a more complex system where a plurality of detectors and other
devices are integrated through a dedicated control unit.

2.8 Detector Types

This manual covers two types of detectors. Model 20/20LB and model 20/20L,
the difference is that Model 20/20LB includes a BIT and 20/20L does not include
this feature.
The two Models are available in Aluminum (Al.) housing, or Stainless Steel
(St.St.) housing. They also include an option for higher ambient temperature
(+85°C) upon requirement.

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 SPECTREX INC.- SharpEye UV-IR FLAME DETECTOR TECHNICAL MANUAL, Rev. C

UV SOURCE
UV SENSOR

IR STATUS

INDICATOR

B A

1
IR SENSOR

EARTH

UV-IR FLAME DETECTOR TERMINAL

3
20/20 LB WITH BUILT IN TEST
INDICATOR (SEE NOTE 1)

2
VIEW B
CONDUIT

(SEE NOTE 2)

VIEW A

Note 1: This figure describes the Detector that includes Ground Terminal for
CENELEC installation. For FM installation device, which includes 1/4”
thread for external grounding screw mounting.
Note 2: Conduit standard size is 3/4”-14NPT. (M25 optional.)

Figure 1. Flame Detector Assembly - Outline Drawing

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 SPECTREX INC.- SharpEye UV-IR FLAME DETECTOR TECHNICAL MANUAL, Rev. C

MESH HONEYCOMB
IR SENSOR GUARD

WINDOW

HOUSING

UV SENSOR

P.C. BOARDS ASSY

GROUND TERMINAL
(SEE NOTE 1)

COVER

THREADS FOR CONDUIT

(SEE NOTE 2)

Note 1: This figure describes the Detector, which includes Ground Terminal for
CENELEC installation. For FM installation device, which includes 1/4”
thread for external grounding screw mounting.
Note 2: Conduit standard size is 3/4”-14NPT. (M25 optional.)

Figure 2. Flame Detector Assembly - Schematic Section

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 SPECTREX INC.- SharpEye UV-IR FLAME DETECTOR TECHNICAL MANUAL, Rev. C

3 Performance

3.1 Detection Sensitivity

Detection sensitivity of a fire detector is defined as the detection distance for a
specified size of fire and a specified type of fuel (“Standard Fire”) within a given
time.

Standard Fire:
Standard fire is defined as a 0.3m x 0.3m (1ft x 1ft) Gasoline pan fire with max.
Wind speed of 2m/sec (6.5ft/sec).

Sensitivity Ranges:
The detector has three response levels:

1. Warning (Pre-alarm)
2. Alarm
3. Saturated Signal

Response Time:
The typical response time of the detector is 3 seconds. for 1 sq. ft. gasoline fire,
and 20 ms for saturated signal which is defined as a 5” diameter Gasoline fire
from a distance of 12”.

Other Fuels:
The Detector will react to other fuels in standard fire conditions at maximum
response time of 3 seconds.
The sensitivity range of other fuels varies according to the fuel type. The
percentage of the range for a fuel type that is relative to gasoline standard fire
source is given at Table 1 below.

The response sensitivity ranges is given at Table 1 below.

Table 1. Response Sensitivity Ranges
TYPE OF FUEL % OF MAX. DISTANCE AT
EACH SENSITIVITY RANGE
GASOLINE 100%
N-HEPTANE 100%
ALCOHOL 95% 25%
JP4 75%
KEROSENE 75%
DIESEL FUEL 50%

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 SPECTREX INC.- SharpEye UV-IR FLAME DETECTOR TECHNICAL MANUAL, Rev. C

3.2 The Cone Of Vision

The cone of vision of the detector is as follows:
Horizontal: 90°
Vertical: 90°

Figure 3 illustrates the relative range as a function of the incidence angle.

RELATIVE RANGE

-10 deg 100% 10 deg

-20 deg
20 deg
-30 deg 90% 30 deg
-35 deg
35 deg
-40 deg 80%
40 deg
-45 deg
70% 45 deg
-50 deg
50 deg
60%
-60 deg
50% 60 deg

Figure 3. Horizontal and Vertical Fields of View

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 SPECTREX INC.- SharpEye UV-IR FLAME DETECTOR TECHNICAL MANUAL, Rev. C

3.3 FALSE ALARMS

The detector does not provide an alarm or a warning signal as a reaction to the
radiation sources specified at Table 2 below.

Notes:
IAD = Immune at any distance.
All sources are chopped from 0 to 20 Hz.

Table 2. Immunity to False Alarm Faults

RADIATION SOURCE IMMUNITY DISTANCE
m (ft.)
Sunlight IAD
Indirect or reflected sunlight IAD
Vehicle headlights (low beam) conforming IAD
to MS53023-1
Incandescent frosted glass light, 100W IAD
Incandescent clear glass light, rough IAD
service, 100W
Fluorescent light with white enamel IAD
reflector, standard office or shop, 40W (or
two 20W)
Arc welding [4mm (5/32in) rod; 240A] 3m (9.8ft)
Bright colored clothing, including red and IAD
safety orange.
Electronic flash (180 watt seconds IAD
minimum output)
Red dome light conforming to M251073-1 IAD
Blue-green dome light conforming to IAD
M251073-1
Flashlight (Mx 991/U) IAD
Radiation heater, 1500W IAD
Radiation heater, 1000W with fan IAD
Grinding metal 1m (3.3ft.)
Lit cigar or cigarette 1m (3.3ft.)
Match, wood, stick including flare up 1m (3.3ft.)

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 SPECTREX INC.- SharpEye UV-IR FLAME DETECTOR TECHNICAL MANUAL, Rev. C

4 Operation

4.1 Visual Indications

Two indication LEDs are located in the detector’s front window.

Red LED - provides indication of the IR channel.

Yellow LED - provides indication of the UV channel.

The LED indications within different Detector states are as follows:

Normal - the LEDs blink at 0.5 Hz rate.

Fault - the LEDs blink at 4 Hz rate.
Warning - the LEDs blink at 0.5 Hz rate (same as at Normal)
Alarm -the LEDs are on at constant illumination.

4.2 Output Signals

The detector includes the following control outputs:

• Alarm Relay
• Accessory Relay
• Fault Relay
• 4-20mA Current Source Output

4.3 Mode Selection

The detector has 2 DIP switches which enables the user to adapt the detector’s
operation to specific applications:

- Function switch (SW1)

- Alarm Delay Switch (SW2)

4.3.1 Function switch (SW1)

The user can select the desired mode of operation by means of this switch
according to Table 3.

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SPECTREX INC.- SharpEye UV-IR FLAME DETECTOR TECHNICAL MANUAL, Rev. C

Table 3. Function Switch SW1

Switch ON POSITION OFF POSITION

No.
1 Alarm Signal Latching enabled. Alarm Signal Latching disabled.
Reset of the Alarm signal is
performed by momentary
disconnection of power supply or
manual BIT activation.
2 Automatic & Manual BIT can be Only Manual BIT can be
performed. performed.
3 High UV protection enabled. High UV protection disabled.
4 Accessory Relay used by the Accessory Relay used in parallel to
Warning level. the Alarm Relay.
5 Warning conditions: Warning conditions:
UV & IR at Warning level, or UV UV & IR at Warning level.
at high level.
6 Following a successful Manual Following a successful Manual BIT
BIT sequence: sequence (1),(2) :
Alarm Relay is activated and the 4- Alarm Relay is not activated
20mA output turns to 20mA for
approximately 3 seconds.
7 Following a successful Manual Following a successful Manual BIT
BIT sequence (2): sequence (2):
Accessory Relay is activated and Accessory Relay is not activated.
the 4-20mA output turns to 16mA
for approximately 3 seconds (3).
8 Accessory Relay used as EOL Accessory Relay function in
relay. accordance with the position of
SW1-4.

Notes:
(1) The BIT sequence may last up to 7 seconds. Verify that all eight (8)
switches are in the appropriate setting (ON/OFF), to achieve the required
functional mode of operation.
(2) SW1-2, SW1-6, SW1-7 are function only for models 20/20LB. Model
20/20L does include BIT.
(3) If both SW1-6 and SW1-7 are at on position the 4-20mA output is 20mA
(Alarm Level) after successful manual BIT.

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 SPECTREX INC.- SharpEye UV-IR FLAME DETECTOR TECHNICAL MANUAL, Rev. C

Optional Latching:
The detector includes a latched alarm output capability, which operates according
to the DIP switch SW1-1 position. Upon the detection of a fire, the detection
signal is latched until manually reset (disconnecting the power supply or upon
performing a manual BIT). Latching affects the Alarm Relay only.

Built-in-Test Options:
Successful Manual BIT activates the following outputs according to SW1
switches.

SW1-6 ON: The Alarm relay will be activated for 3

seconds. The 4-20mA output will provide
20mA for 3 seconds.

SW1-7 ON & SW1-6 ON: The Accessory & Alarm relays will be
activated for 3 seconds. The 4-20mA output
will provide 20mA for 3 seconds.

SW1-7 ON & SW1-6 OFF: The Accessory Relay will be activated for 3
seconds. The 4-20mA output will provide
16mA for 3 seconds.

ACCESSORY RELAY AS EOL: If SW1-8 is ON then the Accessory Relay

is used as End of Line (EOL) relay. In this
case the accessory relay is always active as
long as the detector is powered.

4.3.2 Alarm Delay Switch (SW2)

The detector is equipped with different Alarm Delay options. It provides
programmable time delays of 0 to 30 seconds with eight (8) fixed settings at: 0, 3,
5, 10, 15, 20, 25 and 30 seconds, using SW2 switches 1-3. See Table 4.
When an Alarm (Detection) level condition is encountered, the detector delays
execution of the Alarm Relay and the 4-20mA output by the specified period of
time. The detector will then evaluate the condition for required delay period. If the
Alarm level is still present, the Alarm indications return to its standby state.
The Alarm delay option will affect the output relay and the 4-20mA output but
not the LEDs statuses.

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 SPECTREX INC.- SharpEye UV-IR FLAME DETECTOR TECHNICAL MANUAL, Rev. C

Table 4. SW2 Alarm Delay Setting

DELAY SW2 switches

(seconds) 4 3 2 1
0 N/A off off off
3 N/A off off on
5 N/A off on off
10 N/A off on on
15 N/A on off off
20 N/A on off on
25 N/A on on off
30 N/A on on on

4.4 Detector States

The detector can be in one of the following states:
Normal: The detector is functioning.
BIT: The detector performs a BIT.
IR Detection: IR sensor is in Detection level.
UV Detection: UV sensor is in detection level.
Warning: The detector detects a fire and changes into its warning-pre-
alarm state.
Alarm: The detector detects a fire and changes into fire alarm state.
Latched Alarm: The alarm outputs are latched after Alarm state due to the
detection of a fire even when the fire has already been
extinguished.
Fault: A fault is indicated during a BIT sequence, or if the power
supply voltage is too low.
In each state the detector will activate different outputs as specified in Table 5.

Table 5. Output Signals Versus Detector State

Detector SW1 Indication Alarm Accessory Fault 4-20 mA

State Switches Leds Relay Relay Relay Output
Fault Blink 4Hz Off Off Off 0mA
Normal Blink ½ Hz Off Off On 4mA
IR Detection only IR Led On Off Off On 8mA
UV Detection only UV Led On Off Off On 12mA
Warning SW1-4 on Blink ½ Hz Off On On 16mA
Alarm SW1-1 off On On On On 20mA
Latch SW1-1 on On On On On 20mA

The detector remains in Fault State until it passed a successful BIT.

When SW1-4 is OFF, warning state is the same as the Alarm state.
The alarm outputs are activated as long as the alarm conditions are present and
stop approximately five seconds after the fire is no longer detected.

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 SPECTREX INC.- SharpEye UV-IR FLAME DETECTOR TECHNICAL MANUAL, Rev. C

4.5 BUILT IN TEST

a. General
The detector’s Built In Test (BIT) checks the following:
- Electric circuitry
- Sensors
- Window cleanness
The detector can be set to perform the BIT automatically and manually (SW1-2=
on) or manually only (SW1-2 = off).

b. Principles:
If the BIT passes the detector’s status turns to Normal.
If the BIT fails, a second BIT is executed after a delay of 6 seconds.
If the second BIT passes, the detector’s status turns to Normal, otherwise the
status is turned to Fault.

c. Manual BIT only (SW1-2 = off):

The BIT is initiated manually by momentarily connecting terminal No. 3 with
terminal No. 2.
A successful manual BIT activates the following:
- Fault Relay is closed.
- Alarm Relay is activated for 3 seconds (only if SW1-6 = on).
- Accessory Relay is activated for 3 sec (only if SW1-7 = on).
- 4-20mA Output current will be 20mA when (only if SW1-6 = on) or 16mA
(only if SW1 -7 = on and SW1-6 = off).
Unsuccessful BIT activates the following:
- Fault Relay is released.
- 4-20mA output indicates Fault condition (0mA).
Two LEDs blink (at 4Hz rate).

IMPORTANT NOTE !
If SW1 switches 7 or 6 are in their “ON” position the Alarm and
Accessory Relays will be activated during a MANUAL BIT,
therefore, automatic extinguishing systems or any external
devices that may be activated during BIT must be disconnected.

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SPECTREX INC.- SharpEye UV-IR FLAME DETECTOR TECHNICAL MANUAL, Rev. C

d. Automatic & Manual BIT (only when SW1-2 = ON):

Manual BIT:
Functions as described in section 4.5.c.
In the case of an unsuccessful BIT all outputs will function as described in
section. 4.5.c., however, automatic BIT will be automatically executed every 1
minute.
This mode of operation continues until successful BIT have been encountered. As
such result, the detector resumes its normal operation.
The Manual BIT performance initiates the DIP switches configuration reading of
the detector. This function is performed at any switch configuration even if
manual BIT is disabled. This initiation is also performed at the 20/20L model,
even though BIT does not exist.

Automatic BIT:
The detector automatically performs a BIT every 60 minutes.
A successful BIT does not activate any indication and the detector indicates
normal as follows:
The Fault Relay contacts are closed.
The two LEDs blink at 0.5Hz rate.
An unsuccessful BIT sequence the detector turns to Fault and activates the
indications as follows:
The Fault Relay contacts are opened.
4-20mA output indicates Fault (0mA).
The two LEDs blink at 4Hz rate.
BIT procedure is performed every one minute.

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 SPECTREX INC.- SharpEye UV-IR FLAME DETECTOR TECHNICAL MANUAL, Rev. C

5 Technical Specifications

5.1 Electrical Specifications

a. Operating Voltage:
18-32 VDC

b. Power Consumption:
Max. 100 mA in Stand-by
Max. 150 mA in Alarm

c. Electric input protection:

The input circuit is protected against voltage reversed polarity voltage transients,
surges and spikes according to MIL-STD-1275.

d. Electrical Interface:

Terminals Function
1 POWER SUPPLY IN(+)
2 RTN
3 MANUAL BIT
4 ALARM RELAY(NO)
5 ALARM RELAY (COMMON.)
6 ALARM RELAY(NC)
7 FAULT RELAY (NO)
8 FAULT RELAY (COMMON.)
9 ACCESSORY RELAY (NO)
10 ACCESSORY RELAY (COMMON)
11 4-20mA(-)
12 4-20mA(+)

e. Electrical outputs:
Dry Contacts Relays Ratings:

Relay Name Type Normal position Maximum Ratings

Alarm Relay DPDT NO, NC 2A at 30 VDC or 0.5A at 250 VAC.
Accessory Relay SPST NO 5A at 30VDC or 250VAC.
Fault Relay SPST NC 5A at 30VDC or 250 VAC

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 SPECTREX INC.- SharpEye UV-IR FLAME DETECTOR TECHNICAL MANUAL, Rev. C

4-20mA Current Output Levels at different detector states (on terminals 11 and
12):

Fault: 0mA +0.5mA

Normal: 4mA ±5%
IR Detection: 8mA ±5%
UV Detection: 12mA ±5%
Warning: 16mA ±5%
Alarm: 20mA ±5%

- The 4-20mA output is a current source type. The signal is driven via terminal 12
through the load to terminal 11 that should be at RTN level (when connected to
terminal 2).
- Maximum load permitted resistance for the 4-20mA is 600 ohm.

5.2 Mechanical Specifications

a. Enclosure:
Aluminum enclosure or St.St. 316.
Chromate coating and Epoxy enamel finish for Al..
Electrochemical and pasivation coating for St.St. 316.
b. Explosion Proof
FM approved.
Class I Div. 1 Group B, C and D.
Class II Div. 1 Groups E, F and G.
CENELEC approved.
EExd IIB+H2 T5 (70°) and T4 (85°) per En 50014 & En 50018
EExde IIB+H2 T5 (70°) per En 50014 & En 50018 & En 50019. See Appendix C.

c. Electrical Modules:
Conformal coating.

d. Electrical connection:
Standard: Two 3/4” - 14NPT conduits.
Optional: Two M25 x 1.5 conduits

e. Dimensions:
Base: 132cm x 132cm (5.2 x 5.2 in)
Height:120cm (4.7in)

f. Weight:
3.7kg (8.1 lb.) - Al. enclosure
6.5kg (14.3 lb) - St.St. enclosure

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 SPECTREX INC.- SharpEye UV-IR FLAME DETECTOR TECHNICAL MANUAL, Rev. C

5.3 Environmental Specifications

a. High Temperature:
Design to MIL-STD-810C, method 501.1 procedure II
Operating temperature: +70 °C (+160 °F)
Optional operating temperature: +85 °C (+185 °F)
Storage temperature: +85 °C (+185 °F)

b. Low Temperature:
Design to MIL-STD-810C, method 502.1, procedure I
Operating temperature: -40 °C (-40 °F)
Storage temperature: -55 °C (-65 °F)

c. Humidity:
Designed to meet MIL-STD-810C, method 507.1, procedure IV
Relative humidity of up to 95% for the operational temperature range.

d. Salt and Fog:

Designed to meet MIL-STD-810C, method 509.1 procedure I.
Exposure to a 5% salt solution for 48 hours.

e. Water and Dust:

IP67 per En60529
IP66 per En60529
NEMA 250 Type 6P

f. Shock and Vibration:

Vibration: Designed to meet MIL-STD-810C, method 514.2,
procedure VIII.
Mechanical Shock: Designed to meet MIL-STD-810C, method 516.1,
procedure I.

g. Electromagnetic Compatibility (EMC):

The detector is design and approved according to the following EMC
requirements:

Electrostatic Discharge(ESD): IEC801-2:1984.

Conducted emission: EN55022, Class A.
Radiated emission: EN55022, Class A.
Radiated immunity: IEC801-3: 1984.
EFT/B: IEC801-4: 1988.

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 SPECTREX INC.- SharpEye UV-IR FLAME DETECTOR TECHNICAL MANUAL, Rev. C

6 Installation Instructions

6.1 Introduction
This chapter does not attempt to cover all of the standard practices and codes of
installation. Rather, it emphasizes specific points of consideration and provides
some general rules for qualified personnel. Special safety precautions are stressed
wherever applicable.

6.2 General Considerations

Very Important!
The detector should be aimed towards the center of the detection
zone and has a completely unobstructed view of the protected area.

Whenever possible, the detector face should be tilted down at a slight angle to
prevent the accumulation of dust and dirt.
Do not start an installation unless all conceivable considerations regarding
detector locations have been taken into account.
To ensure optimal performance and an efficient installation, the following
guidelines should be considered.

a. Spacing and Location

The number of detectors and their locations in the protected area are affected by
the following:

- Size of the protected area.

- Sensitivity of the detectors.
- Obstructed lines of sight.
- Cone of view of the detectors.
b. Environment
Dust, snow, rain and oil can reduce the detector's sensitivity and require more
maintenance activities.

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 SPECTREX INC.- SharpEye UV-IR FLAME DETECTOR TECHNICAL MANUAL, Rev. C

6.3 Preparations For Installation

Installation should comply with NFPA 72E, as applicable to flame detectors.
The detectors can be installed with the use of general purpose common tools and
equipment.

1 Verify the appropriate Purchase Order. Record the part number and Serial
number of the detectors and the installation date in the appropriate Log-
book.
2 Open the container package immediately prior to detector installation and
visually inspect the detector.
3 Verify that all components required for the detector installation are readily
available before commencing the installation. In case that the installation
is not completed in a single session, secure and seal detectors and
conduits.
4 For wiring, use color coded conductors or suitable wire markings or labels.
Wire diameter among 12 to 20 AWG may be used for site wiring. The
selection of wire gauge should be based on the number of detectors used
on the same line and the distance from the control unit, in compliance with
specifications (see Appendix A)

6.4 Conduit Installation

1 To avoid water condensation in the detector, it should be installed with the

conduits placed downward, and should include drain holes.
2 When using the optional swivel mount, use flexible conduits for the last
portion connecting to the detector.
3 For installations in atmospheres as defined in Group B of the NFPA,
conduit inlets should be sealed.
4 When pulling the cables through the conduits, ensure that they are not
tangled or stressed. Extend the cables about 30 cm. (12 in.) beyond the
detector location to accommodate wiring after installation.
5 After the conductor cables have been pulled through the conduits, perform
a continuity test.

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 SPECTREX INC.- SharpEye UV-IR FLAME DETECTOR TECHNICAL MANUAL, Rev. C

6.5 Detector Mounting

The detector may be mounted on a simple fabricated bracket, or preferably the
optional Swivel Mount, Model No. 20/20-003. The Swivel Mount enables the
detector to be rotated up to 40 degrees in all directions.
In addition, there are different Swivel Mounts as per special customer’s
specifications.

6.5.1 Swivel Mount Kit

Mounting according to FM requirements:

ITEM QTY TYPE /MODEL LOCATION

Swivel Mount 1 20/20-003
Screw 4 1/4” -20UNC Detector - Holding plate
1/4” Spring Washer 4 1/4” Detector - Holding plate

Mounting according to CENELEC requirements:

ITEM QTY TYPE /MODEL LOCATION

Swivel Mount 1 20/20-003-1
Screw 4 M6 x 1P Detector - Holding plate
Spring Washer 4 M6 Detector - Holding plate

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 SPECTREX INC.- SharpEye UV-IR FLAME DETECTOR TECHNICAL MANUAL, Rev. C

6.5.2 Swivel installation (Figure 4a and 4b)

1 Place the swivel mount (Item 6) in its designated location and secure it with
four (4) M6 or 1/4” screws, placed 76.2 mm. (3.0 in.) apart on swivel mount
plate (Item 10).
Note: Skip this step if the Swivel Mount is already installed. Also detector
removal for maintenance purpose does not require Swivel Mount removal.
2 Unpack the detector carefully
3 Place the detector with its conduit inlets pointing down on the holding plate of
the Swivel Mount (Item 7). Secure the detector to the Swivel Mount by four
(4) 1/4”-20UNC screws or M6 x 1P (Item 9) with 1/4” spring washers
enclosed with the Swivel Mount Kit.
Use 3/16 Hex Key for 1/4” screws and No. 5 Hex Key for M6 screws.
4 Tighten the three locking 3/8”-24UNF screws (Item 8) of the swivel mount
ring until the friction in the ball joint holds the detector in its position. Yet,
still permits it to be moved by hand-applied force (use 3/16 Hex Key).
5 Point the detector towards the protected area and make certain that the view of
the area is not obstructed. Secure the detector in that position by tightening the
locking screws of the swivel mount ring.

The detector is now correctly located and aligned, and ready for connecting to the
system.

- 26 -
 SPECTREX INC.- SharpEye UV-IR FLAME DETECTOR TECHNICAL MANUAL, Rev. C

220

120

9
1

2
A

132

UV-IR
.

FLAME DETECTOR
20/20 LB WITH BUILT IN TEST

132

2
6
3
DIA 7
4 PL.
6

4 3
8
100

0
7

76.2 (3")

100

108 (4 1/4")

VIEW A

Figure 4.a. UV/IR Detector and Swivel Mount Assembly

- 27 -
 0
SPECTREX INC.- SharpEye UV-IR FLAME DETECTOR TECHNICAL MANUAL, Rev. C

6
5

1
.

7
DIA 7
4 PL.
0

76.2 (3")

100

5
VIEW A
0

6
8
1

10

Figure 4.b. Swivel Mount Assembly

## Description ## Description
1 Protective Set Screws 7 Holding Plate
2 Ground Terminal (for CENELEC) or 8 Locking Screws
Ground Thread (for FM)
3 Back Cover 9 Detector Mounting Screws
4 Housing 10 Swivel Mount Plate
5 Swivel Mount Screw Hole 11 Swivel mounting screws
6 Swivel Mount

- 28 -
 SPECTREX INC.- SharpEye UV-IR FLAME DETECTOR TECHNICAL MANUAL, Rev. C

6.6 Harness Connection

1 Disconnect power.
2 Remove the four protective set-screws (Fig 4a, item 1) from detector front.
3 Refer to Figure 5. Release the four socket-head screws that secure the
detector housing (Item 6) to its back cover (Item 3) using No. 5 Hex Key
for M6 screw. Hold the housing during the removal of the screws. With
the screws removed, pull the detector housing from its cover. The cover
remains attached to the detector swivel mount. The housing slides under
the cover and remains attached to it by a securing cable (Item 8). The
terminal board (Item 7) inside the detector cover is now revealed.
4 Remove the protective plug mounted on the detector conduit inlet (Item
10). Pull the wires through the detector cover (Item 3) and secure them
firmly to the cover using the cable-tie (Item 11) attached to it. Use a 3/4”-
14NPT or M25 x 1.5P explosion-proof conduit connection.
5 Connect the wires to the required terminals (Item 7) according to the
wiring diagram. See section 6.7 and figures 5 and 6.
6 Connect a Grounding Cable to the Ground Terminal (Item 4) outside the
detector cover (Item 3). For FM installation connect the Grounding Cable
to the Ground Thread (Item 4) using appropriate screw. The detector must
be well grounded to Earth Ground for proper operation.
7 Verify the wiring. Improper wiring may damage the detector.
8 Check the wires for secure mechanical connection and press them neatly
against the Terminal Board (Item 7) to prevent them from interfering
while closing the detector’s housing.

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 SPECTREX INC.- SharpEye UV-IR FLAME DETECTOR TECHNICAL MANUAL, Rev. C

6.7 Terminal Wiring (Figures 6,7)

The detector contains a terminal board consisting of two terminal blocks. The left
terminal block is labeled 1 to 6; the right terminal block is labeled 7 to 12. See
Figure 6. The following describes the function of each electrical terminal of the
detector.
Power Supply: (Terminals 1, 2)
Input power is supplied to terminal No. 1.
The RETURN is connected to terminal No.2.
Manual Bit Activation: (Terminal 3)
Terminal No. 3 is used for the manual BIT activation. The manual BIT is initiated
by a momentary connection of terminal No. 3 to the power supply return line.
Alarm Relay: (Terminals 4, 5, 6)
The Alarm output is a change over contact relay (SPDT).
Terminal no. 4 is the NO. relay contact.
Terminal no. 5 is the COMMON relate contact.
Terminal no. 6 is the NC relay contact.
Fault Relay: (Terminals 7, 8)
The Fault output in NO SPST relay at terminals no. 7 and 8. The contacts are
closed when the detector is in its normal operational condition.
Accessory Relay: (Terminals 9, 10)
The Accessory output is N.O. SPST relay at terminals no. 9 and 10. The
Accessory relay may act in parallel with the Alarm relay to activate another
external device or it may provide a warning signal, depending on the position of
SW1-4.
NOTE:
To protect the dry contacts from voltage surges when connected to
reactive loads (electric motors, sirens, etc.) connect an appropriate
varistor over these contacts.
4-20mA Output: (Terminals11, 12)
Terminals 11 and 12 are used for 4-20mA current output as specified in section
5.1.e.
Terminal 11 is used as output terminal (-) (RTN)
Terminal 12 is used as input terminal (+)
See appendix B for more details.

- 30 -
 SPECTREX INC.- SharpEye UV-IR FLAME DETECTOR TECHNICAL MANUAL, Rev. C

T
11

Y
4

L
R

A
5

Y
U
A

R
8 10

L
O
L
I
S

3
A

A
S
L

1
U

E
E

7
.
C

2
1

6 7
3 2

K2
4

5 8
9
F
A A

C
N

4 9
1

K1
2

R
4 3

3 10
B
A
M
6 5
8 7

2 RTN (-)
11
0-20mA

1 VIN (+) 12

LEGEND:

1 Alarm Delay Switch (SW2) 7 Terminal Board

2 Function Switch (SW1) 8 Securing Cable
.

3 Back Cover 9 Terminal Screws

4 Earth (Ground) Terminal (for CENELEC) 10 Conduit Inlet
or Earth Thread (for FM)
5 Grounding Wires 11 Cable Tie
6 Housing
Figure 5. UV/IR Flame Detector with Cover Removed

- 31 -
O
 C
SPECTREX INC.- SharpEye UV-IR FLAME DETECTOR TECHNICAL MANUAL, Rev. C

.
.
2 4
1

6 7
3 2

K2
4

N
5 8

F
N

A
4 9
A
1

K1
3 2

UR
1
3 10
M L
T I B
A
5 4

LE
7 6

E C C

2 RTN (-) 11
8

0-20mA
TL

1 VIN (+) 12
S
A
R

O S
Y
M

R
A

LEGEND:
1. Function Switch (SW1)
2. Alarm Delay Switch (SW2)
3. Ground Cable
4. Terminal Screws
N

Figure 6. Terminal Board Configuration

- 32 -
U
SPECTREX INC.- SharpEye UV-IR FLAME DETECTOR TECHNICAL MANUAL, Rev. C

1 Power (18-32VDC)

2 Return

3
Manual B.I.T. Activation (N.O.)

4 N.O.

COM. ALARM RELAY CONTACTS

5

N.C.
6

7
FAULT RELAY CONTACTS
8

9
ACCESSORY RELAY CONTACTS
10

Grounding
11
4-20mA (-) Screw
4-20mA (+)
12

Earth Ground

Figure 7. Flame Detector Assembly - Wiring Diagram

- 33 -
 SPECTREX INC.- SharpEye UV-IR FLAME DETECTOR TECHNICAL MANUAL, Rev. C

6.8 Selection Of Operating Modes

When wiring is completed the operational mode can be selected.

Mode selection is achieved by means of two DIP switches listed below:

SW1 - Function switch
SW2 - Alarm Delay switch

Function switch (SW1)

Modes of operation are selected by DIP switch (SW1) according to the selection
table (Table 3 at section 4.3).

Alarm Delay Switch (SW2)

An Alarm Delay may be required for certain applications. The detector has an
Alarm Delay switch (SW2), permitting time delays from 0, 3, 5, 10, 15, 20, 25
and 30 seconds respectively (see table 4).

1 Setting Function Switch (SW1): Set all eight (8) switches of SW1 to their
appropriate settings (ON/OFF), to achieve the required functional mode. See
Table 3 at section 4.3.
2 Setting Alarm Signal Delay Switch (SW2): Set SW2 to the appropriate
position to achieve the required time delay. See Table 4 at section 4.3.
3 a. Verify that the “o” Ring is in its groove in appropriate position on the back cover.
b. Close the detector; Connect the housing to the cover using the alignment pin on
the back cover. Tighten the four (4) socket-head screws to secure the detector
housing to its back cover tighting torge 1 Kg * M.
4 Install the four (4) set-screws that protect the socket-head screws.

The Detector is now wired, assembled as its operational mode properly set.

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 SPECTREX INC.- SharpEye UV-IR FLAME DETECTOR TECHNICAL MANUAL, Rev. C

7 Operating Instructions

7.1 SCOPE
The following instructions are designed to obtain optimal performance from the
detector over its life-cycle.

7.2 Power-Up

1. Apply power and wait up to 40 seconds for the automatic self-test of the
detector.
Note:
Applying power initiates the following sequence:
The LEDs blink (4 Hz)
BIT is executed. If successful then:
The LEDs blink (0.5Hz)
Fault Relay contacts close

2. Wiring inspection. If a short-circuit or line discontinuity exists, indications

will appear on the control unit display panel. Review your wiring.

3. The detector goes into its FAULT state when supply voltage drops under
16.5V. The detector status goes back to NORMAL when the supply voltage is
above 17.5V.

4. Detector inspection: Visually inspect the viewing window of the detector. It

should be clean and clear. The LED should blink (0.5 Hz) and the Alarm and
Accessory Relays should be off and the Fault Relay should be on.

5. If any of the outputs or indications are different from the description in step 3,
see section 8.6. for troubleshooting.

The Flame Detector is now ready for Functional Testing.

7.3 Reset
To reset a detector when its Alarm Latch state, disconnect power (terminal No. 1
or terminal No. 2), or initiate a manual BIT.

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 SPECTREX INC.- SharpEye UV-IR FLAME DETECTOR TECHNICAL MANUAL, Rev. C

7.4 Functional Testing

Following is a testing procedure for proper wiring and functioning of the detector.
IMPORTANT NOTE !
If SW1 switches 7 or 6 are in their “ON” position the Alarm and
Accessory Relays will be activated during a MANUAL BIT, therefore,
automatic extinguishing systems or any external devices that may be
activated during BIT must be disconnected.

1. Verify that the detector is operated properly.

2. Initiate manual BIT. After a few seconds the following occurs:
Alarm Relay will be activated for 3 seconds (Only if SW1-6 is ON).
Accessory Relay will be activated for 3 seconds (Only if SW1-7 is ON).
The two LEDs should blink at 0.5Hz rate.
Fault Relay will stay active during the test.
This completes the installation procedure. The detector and system are now ready
for operation.

7.5 Testing With Fire Simulator (See appendix D)

This test is producing to simulate an exposure of the detector to a real fire
condition. The detector is exposed to the radiation in the specified detection level.
As a result, the detector must generate a Fire Alarm signal.
IMPORTANT NOTE!
If the detector is exposed to a fire simulator and SW1 switches 7 or 6 are in
their “ON” position the Alarm and Accessory Relays will be activated
during the simulation. Therefore, automatic extinguishing systems or any
external devices that may be activated during this process must be
disconnected.

1 Apply power to the system and wait up to 40 seconds for turning of the
detector to normal state. The LEDs should blink at 0.5 Hz rate. If the
detector is ON, skip this step.
2 Aim the Spectrex Fire Simulator Model 20/20-311 against the front of the
viewing window of the detector, in a way that the radiation emitted by it is
facing directly towards the detector. (See Appendix D.)
3 Press the operation button once. After few seconds the LEDs should be on
and remain so for 4÷11 seconds. After this period the LEDs should return
to blink at 0.5Hz rate. The 4-20mA output should turn to 20mA for 4÷11
seconds and then to return to 4mA. The Alarm Relay should also turn on
to this period. The Accessory Relay should respond in parallel to the
Alarm Relay if SW1-4 is off.

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 SPECTREX INC.- SharpEye UV-IR FLAME DETECTOR TECHNICAL MANUAL, Rev. C

7.6 Safety Precautions

After powering-up, the detector requires minimal attention in order to function

properly, but the following should be noted

1 Follow the instructions in the manual and refer to the drawings and
specifications issued by the manufacturer.
2 Do not expose the detector to radiation of any kind unless required for testing
purposes.
3 Do not open the detector housing, while power is supplied.
4 Do not touch internal parts other than the two functional switches.
Interference with internal circuits may impair detector performance and will
invalidate manufacturers warranty.
5 Disconnect external devices, such as automatic extinguishing systems before
carrying our any maintenance task.

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 SPECTREX INC.- SharpEye UV-IR FLAME DETECTOR TECHNICAL MANUAL, Rev. C

8 Maintenance Instructions

8.1 Scope
This chapter deals with preventive maintenance, describes possible faults in
detector operation and indicates corrective measures. Ignoring these instructions
may cause problems with the detector and any invalidate the warranty.
Whenever a unit requires service, please contact the manufacturer or its
authorized distributor for assistance.

8.2 Maintenance Instrumentation And Personnel

The detector’s maintenance requires ordinary tools and qualified personnel, which
should be familiar with local codes and practices

8.3 Preventive Maintenance Procedures

The detector must be kept as clean as possible. The viewing window and the
reflector of the model 20/20L, 20/2LB Flame Detector must be cleaned on a
periodic basis. The frequency of cleaning operations depends upon the
environmental conditions and specific applications. The fire detection system
designer will give his recommendations.

1 Disconnect power to the detector before proceeding with any maintenance.

2 To clean the detector viewing window and reflector use water and
detergent, then rinse with clean water.
3 Where dust, dirt or moisture accumulates on the window, first clean with a
small soft brush under the window guard, then clean with a soft optical
cloth and detergent and finally rinse with clean water. Do not attempt to
open the window guard since it should not be removed.

8.4 Periodic MAINTENANCE PROCEDURES

In addition to preventive cleaning and maintenance, the detector should be
functionally tested every six months. The test should also be carried out for any
reason the detector has been opened.

8.4.1 Power Up Procedure

Perform Power-Up procedure every time power is restored to the system. Follow
the instructions in section 7.2 above.

8.4.2 Functional Test Procedure

Perform a functional test of the detector as described in section 7.4 and 7.5 above.

- 38 -
 SPECTREX INC.- SharpEye UV-IR FLAME DETECTOR TECHNICAL MANUAL, Rev. C

8.5 Maintenance Records

It is recommended to record maintenance operations performed on a detector in
the System Log Book. The record should include information, which identifies the
unit, installation date, contractor, and entries for every maintenance operation
performed including the description of the operation, date and personnel ID.
If a unit is sent to the manufacturer or distributor for service, a copy of the
Maintenance records should accompany it.

8.6 Troubleshooting

8.6.1 Fault Indication

The following subsections describe possible faults and suggestion for immediate
solutions.

1 Check power supply for correct voltage, polarity and wiring.

2 Check detector window and reflector for cleanness. If necessary clean the
window as indicated in section 8.3 above and repeat the test.
3 Disconnect the power supply from the system and check the detectors’
internal wiring.
4 Re-connect power supply and wait approximately one minute. Repeat the
test. If any indication LEDs are still blinking at 4Hz rate, the unit is faulty
and requires to be removed and to be submitted for repair.

8.6.2 False Alarm or Warning Indication

1 Disconnect the power supply from the system and check the detector’s
internal wiring.
2 Re-connect power supply and wait approximately one minute. Repeat the
test. If the indication LEDs are still blinking at 4Hz rate, the unit is faulty
and requires to be removed and to be submitted for repair.

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 SPECTREX INC.- SharpEye UV-IR FLAME DETECTOR TECHNICAL MANUAL, Rev. C

Appendix A - Wire Selection Tables

GENERAL INSTRUCTION FOR ELECTRICAL WIRING

1. Refer to Table 6 to determine the required wire gauge for general wiring,
such as relay wiring. Calculate the permitted voltage fall with respect to
loads current, wire gauge, length of wires.

2. Refer to Table 7 to select wire gauge for detectors power supply wires.
DO NOT connect any device or load to detectors supply inputs.

Table 6. Maximum DC resistance at 68°° F for copper wire

AWG mm2 Ohm per 100 ft. Ohm per 100 meter
26 0.12 - 0.15 4.32 14.15
24 0.16 - 0.24 3.42 11.22
22 0.30 - 0.38 1.71 5.60
20 0.51 - 0.61 1.07 3.50
18 0.81 - 0.96 0.67 2.20
16 1.22 - 1.43 0.43 1.40
14 1.94 - 2.28 0.27 0.88
12 3.09 - 3.40 0.17 0.55
10 4.56 - 6.64 0.11 0.35
10 4.56 - 6.64 0.11 0.35

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 SPECTREX INC.- SharpEye UV-IR FLAME DETECTOR TECHNICAL MANUAL, Rev. C

Wiring gauge

One) Select “No. of detectors” connected on one circuit.

Two) Select “wiring length” per your installation requirements.
Three) Refer to “Power Supply Range” for voltage extreme applied.

Table 7. Wiring length in meters (ft)

No. of Recommended Wire Diameter Power Supply
Detectors Range (VDC)
24 18 16 14 - - 22-32

20 18 16 14 - - 22-32

16 20 18 16 14 - 22-32

12 20 18 16 14 - 20-32

8 20 18 16 14 - 20-32

4 and less 20 18 16 16 14 18-32

meter 0 100 150 200 250

(feet) (164) (328) (492) (656) (820)
Max. Length from Power Supply to Last
Detector

- 41 -
 SPECTREX INC.- SharpEye UV-IR FLAME DETECTOR TECHNICAL MANUAL, Rev. C

Appendix B. Typical Wiring Configurations

Wiring for Four Wire Controllers :

Controller First Last

Detector Detector

Power + 1 1
Supply - 2 2

Alarm 4 4
Loop 5 5

7 7

8 8

Figure 8. Typical Wiring Diagram for Four Wire Controller

- 42 -
 SPECTREX INC.- SharpEye UV-IR FLAME DETECTOR TECHNICAL MANUAL, Rev. C

4-20 mA Interface Wiring:

DETECTOR CONTROLLER
TERMINALS

12
4-20mA : OUT
+ -
mA
+
CURRENT SOURCE
DET R1
SUPPLY ELEC.
18-32V 11
- 4-20mA : IN

Figure 9. Wiring Diagram for 4-20mA

- 43 -
 SPECTREX INC.- SharpEye UV-IR FLAME DETECTOR TECHNICAL MANUAL, Rev. C

Appendix C. Mounting the “de” version

1 DETECTOR MOUNTING
The detector may be mounted on a simple fabricated bracket, or preferably the
optional Swivel Mount, Model 20/20-003. The Swivel Mount enables the detector to
be rotated up to 40° in all directions.

1.1 Swivel Mount Kit

Use the kit from the paragraph 7.5.1

1.2 Swivel installation

1 Refer to Fig. 4A and Fig. 4B. Place the swivel mount (item 6) in its designated
location and secure it with four (4) M6 or 1/4" screws (item 11) (recommended),
placed 76.2 mm. (3.0 in.) apart on the swivel mount plate (item 10).
Note: Skip this step if the Swivel Mount is already installed. Also detector removal
for maintenance purpose does not require Swivel Mount removal.
2 Unpack the detector.
3 Place the detector, with its conduit inlets pointing down, on the holding plate of the
swivel mount (Fig. 7 item 7). Secure the detector by four (4) 1/4"-20UNC screws
with 1/4" spring washers from the Swivel Mount Kit (using the holes (Fig. 8 item
5)). You can use the thread on the modified cover (Fig. 10 item 1) marked either
or .Use 3/16 Hex Key for 1/4" screws and No. 5 for M6 screws.
4 Tighten the three locking 3/8"-24UNF screws (Fig. 4B item 8) of the swivel mount
ring until the friction in the ball joint holds the detector in its position. Yet, still
permits it to be moved by hand-applied force (Use 3/16" HEX KEY).
5 Point the detector towards the protected area and make certain that the view of the
area. Secure the detector in that position by tightening the locking screws (Fig.4B
item 8) of the swivel mount ring.

The detector is now correctly located and aligned and ready for connecting to the
system.

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 SPECTREX INC.- SharpEye UV-IR FLAME DETECTOR TECHNICAL MANUAL, Rev. C

2 WIRING
Refer to Fig. 10.

1 Disconnect power.
2 Release the four (4) sloted-head screws that secure the chamber cover (Item 2). The
chamber is now revealed.
3 Remove the protective plug mounted on the detector conduit inlet, pull the wires
through the detector chamber (Item 7). Use a 3/4"-14NPT or M25x1.5 explosion-proof
conduit connection to assemble the conduit to the detector.
4 Connect the wires to the required terminals (Item 4) according to the wiring diagram.
See paragraph 2.1 and figures no. 10 and no. 11.
5 Connect the grounding wire to the ground screw outside the detector cover (Item 5).
The detector must be well grounded to EARTH GROUND for proper operation.
6 Verify the wiring. Improper wiring may damage the detector.
7 Check the wires for secure mechanical connection and press them neatly against the
terminal to prevent them from interfering while closing the cover (Item 2).
8 Place and secure the cover chamber using four (4) slotted screws (Item 3).

2.1 TERMINAL WIRING

The detector contains a chamber consisting of a terminal block (Item 4). The
terminal block is labeled 1 to 6. (See Fig. No.10.)
The following describes the function of each electrical terminal of the
detector:

Power Supply (Terminal Numbers 1, 2):

Input power is supplied to Terminal No. 1.
The RETURN is connected to Terminal No. 2.

4-20 mA Output (Terminal Numbers 3, 4):

Terminal Numbers 3 and 4 are used for analog, 4-20 mA current output as
specified in paragraph 4.e
Terminal No. 3 is used as output Terminal (+).
Terminal No. 4 is used as input Terminal (-). (see appendix B for more details)
NOTE: For other ANALOG OUTPUTS consult the factory.

Alarm Relays (Terminal Numbers 5, 6):

The Alarm output is a NO. SPST contact at Terminal Numbers 5 and 6. The
contacts are closed at Alarm Mode.

- 45 -
 SPECTREX INC.- SharpEye UV-IR FLAME DETECTOR TECHNICAL MANUAL, Rev. C

112200

1
A

1
3 UV-IR FLAME DETECTOR
2200//2200 LLBB WWIITTHH BBUUIILLTT IINN TTEESSTT
+

+
5
1 2 3 4 5 6
DDOO +

2
+

113322

8
7
2 Pl.
1

11//44""--2200UUNNCC--22BB

6 110088((44 11//44"")) OORR MM66xx11PP

88 PPLL..

VIEW
VIEW AA

## Description ## Description
1 Modified Back Cover 5 Ground Terminal
2 Chamber Cover 6 Mounting Thread
3 Slotted Screw 7 Chamber
4 Terminal Block 8 Conduit Inlet (M25 x 1.5)
3

Figure 10: Flame Detector Assembly - Wiring Diagram

9

- 46 -
 SPECTREX INC.- SharpEye UV-IR FLAME DETECTOR TECHNICAL MANUAL, Rev. C

1 POWER (+)
(18-32VDC)
2 RETURN (-)

3 4-20mA (+)

4 4-20mA (-)

N.O.
5
ALARM RELAY
COM. CONTACTS
6

SCREW
EARTH
GROUND

Figure 11: Flame Detector Assembly - Wiring Diagram (“de version”)

- 47 -
 SPECTREX INC.- SharpEye UV-IR FLAME DETECTOR TECHNICAL MANUAL, Rev. C

Appendix D. Long Range UV/IR Fire Simulator

Product Description
The SharpEye UV/IR Long-Range Fire simulator #20/20-311 is designed
specifically for use with the UV/IR or UV flame detectors. The Fire Simulator emits
UV/IR radiation in a unique sequential pattern corresponding and recognizable by
the detector as fire. This allows the detectors to be tested under real fire conditions
without the associated risks of an open flame. There is a specially designed beam
collimator model number 20/20-190 used for extended range.

Unpacking

In addition to the delivery form, there should be the following contents:

• Fire Simulator with built in batteries

• Battery charger
• Optional Beam Collimator
• Storage Case

Operating Instructions

Warning:
Do not open the Fire Simulator to charge the batteries or for any other reason in a
hazardous area.

- 48 -
 SPECTREX INC.- SharpEye UV-IR FLAME DETECTOR TECHNICAL MANUAL, Rev. C

Caution:
1. The following test will simulate a real fire condition and may activate the
extinguishing system or other alarms. If this is not desired, disconnect them
before the test and reconnect after the simulation.
2. Please note that if your flame detector mode is in “High UV protection enabled” –
switch SW1-3: ON, a beam collimator must be used.

Follow these instructions to simulate a fire:

1. Aim the Fire Simulator towards the detector.
Target Point

UV-IR FLAME DETECTOR

20/20 LB WITH BUILT IN TEST

2. Press the operation button once. Fire simulation will last for 20 seconds. The
detector will send an alarm signal.
3. For another fire simulation a 30 second time lapse is required between tests.
4. Make sure the optical window is clean and keep the Fire Simulator in the storage
case when not in use.

Battery Charging
The Fire Simulator uses NiCd batteries as a rechargeable power source. When the
batteries are fully charged it will operate for at least 100 uses without recharging. An
internal buzzer is sounded when the voltage from the batteries is lower than the
required operational level.

1. Place the Fire Simulator into the storage case on a table in a safe area.
2. Turn the sealed plug (next to the operation button) counter-clockwise with a
suitable wrench.
3. Connect the battery charger.
4. Charge for a maximum of 14 hours.
5. Disconnect the charger.
6. Tighten the sealed plug clockwise.

Note: When the Fire Simulator is being charged operation is disconnected for safety.

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 SPECTREX INC.- SharpEye UV-IR FLAME DETECTOR TECHNICAL MANUAL, Rev. C

Specifications

Mechanical
Explosion Proof Enclosure:

NFPA (designed to meet)

Class I, Division 1 & 2 Groups B, C and D
Class II, Division 1 & 2 Groups E, F, and G

CENELEC (approved by Nemko No. Ex 96D424)

En 50-014 & EN50-018
Eexd IIB T5,
Water and Dust IP 67
Electrical
Power: 9 VDC Max.
6 Rechargeable 1.2 VDC NiCd Batteries
Current: 2.5A Avg.
Charge 400mA for 14 Hours
Environmental
Temperature Range: -4o to 140o F
(-20o to 60o C)
Shock Protection: 1g (10-50hz)
Physical
Dimensions: 11.5 x 10.1 x 3.9 in (292 x 258 x 100 mm)
Weight: 7.5 lb. (3.4 Kg) )
Range*
Model Standard Extended Range
20/20L 14.5 ft (4.5 m) 29 ft (9 m)
20/20U 14.5 ft (4.5 m) 29 ft (9 m)
20/20LB 14.5 ft (4.5 m) 29 ft (9 m)
20/20UB 14.5 ft (4.5 m) 29 ft (9 m)

* At extreme temperatures 15% Max. Reduction

- 50 -
 SPECTREX INC.- SharpEye UV-IR FLAME DETECTOR TECHNICAL MANUAL, Rev. C

For further details or assistance, contact:

SPECTREX Inc.
218 Little Falls Road
Cedar Grove, NJ 07009
Tel: (973) 239-8398
Fax: (973) 239-7614

Your Local Authorized Distributor:

- 51 -
 P.O. Box 840687, Houston, Texas 77284
Phone: 713 896 6500 Fax: 713 896 6611

23 February 2000

Brake Release Shuttle Valve

Part No. 40311

NOTE: This brake release valve is a direct replacement for the TC3060 brake release valve

Application:
The 40311 shuttle valve was designed as a brake release valve for use in the SeaTrax® high pressure
hydraulic system. This is now the standard brake release valve used on all SeaTrax® cranes.

The valve can be disassembled for cleaning, but if parts are worn or the valve is not operating correctly
(after cleaning), it should be replaced, not repaired.

40311.doc Page 1 of 3
Operation:
The spool in this valve is pilot operated and spring centered. As pressure is applied to the up side of
the hoist motor, a separate hose carries pressure from the control valve, or hoist motor, to one end of
the brake release valve. As pressure is applied to the down side of the hoist motor, another hose
carries pressure from the control valve, or hoist motor, to the other end of the brake release valve.

When pressure is applied to one end of the brake release valve, the
spool is pushed forward. The pressure flows through the angled
port and out the side fitting. The fluid continues to the pressure port
of the brake release actuator.

When pressure is applied to the lower port, the valve functions in a

similar manner.

When fluid pressure is released, spring pressure centers

the spool. Once centered, the remaining fluid pressure
in the brake actuator returns through the brake release
valve and back to the hydraulic tank.

40311.doc Page 2 of 3
Parts List

Item Description Item Description

1 Housing 6 Spring
2 Spool 7 Screw
3 Sleeve, Spring 8 Washer (Narrow)
4 Retainer, Spring 9 O-Ring
5 Adapter 10 Adapter

40311.doc Page 3 of 3
 P.O. Box 840687, Houston, Texas 77284
Phone: 713 896 6500 Fax: 713 896 6611

Hoist Control Valves

Part No. 40003 (Dual Spool)
Part No. 40004 (Single Spool)

This manual has been prepared to assist you in the proper maintenance of SeaTrax directional
control valves. To facilitate repairs and before any work is done, we suggest that you read these
disassembly and assembly instructions completely.

General Information

All valve components, except spools and housings, are available as replacement parts or
subassemblies. Spools are hone-fitted to their individual housings. Therefore, damage to either
component means the entire section must be replaced.

Dirt is the natural enemy of any hydraulic system. The first rule of good maintenance is
cleanliness, including the work environment. Make sure you disassemble and re-assemble
your hydraulic equipment in a clean area.

40003-4.doc Page 1 of 8
 Figure 1

1. Square Section Seal

2. Square Section Seal 9. Spring Guide 16. Spool Clevis Lug
3. Lockwasher 10. Spring 17. Ball
4. Cap Screw 11. “O” Ring 18. Spring
5. Stripper Bolt 12. Back-up Ring 19. Ball Retainer
6. Retainer Plate 13. Endcap 20. Spacer
7. Back-up Ring 14. Check Spring Sleeve
8. “O” Ring 15. Check Poppet

General
Remove the valve from the equipment and of the section from which it was taken. -Line
thoroughly clean its exterior surfaces before spools are not symmetrical. Mark one end of
beginning disassembly. All work should be each spool with dye so that it can be identified
performed in a clean area. Carefully examine for proper reinstallation. Spools are hone-
the spools to ensure they are free of paint, fitted to their housings and are not
nicks or burrs that could damage the bore of interchangeable.
the housing as the spool is removed. Mark
each section in sequential order from inlet to Figure 1 illustrates the proper relationship of
outlet to ensure that they will be properly parts in a typical valve bank, and should be
reassembled, If individual sections are to be used as a guide to identifying parts and for re-
disassembled, tag each spool with the number assembly.

40003-4.doc Page 2 of 8
 Disassembly
1. Tie Bolts - Remove the three tie bolts, Once the stripper bolt is free the spring
which hold the bank together and separate and spring guides can be removed (items 9
the sections. Discard the section seals and 10). Remove and discard the stripper
(items 1 and 2). bolt O-ring and backup ring (items 11 and
12). CAUTION: The spool must be
2. Valve Endcap - Remove the four cap gripped by the solid, center land only. The
screws and lock washers (items 3 and 4) spool can be damaged if gripped on the
which fasten the endcap to the housing and hollow portion. DO NOT attempt to put a
remove the endcap (item 13). screwdriver or drift pin through the holes
in the spool for wrenching purposes. This
3. Seal Retainer Plates - Remove the four can cause spool damage which will result
cap screws and lock washers (items 3 and in a sticking spool and scored housing
4) which fasten the seal retainer plates to bore.
the clevis end of the housing and remove
the retainer plates (item 6). Cautious application of heat may be
required to free the stripper bolt as an
4. Valve Spool - Grasp the spring end of the anaerobic thread adhesive is used in its
spool with a clean rag and pull the spool assembly. Remove and discard the
from the housing with a steady twisting stripper bolt O-ring and backup ring (items
motion. 11 and 12).

The retainer plate, backup ring and spool Remove the spool from the vise and
seal (items 6, 7 and 8) will generally come remove the transition check poppet and
out with the spool. CAUTION: For spring from the spool (items 14 and 15),
valves with detented spools, be careful not Handle the check (item 15) carefully to
to remove the detent poppet sleeve unless avoid damaging the sealing face. (NOTE:
it is to be serviced. Without the sleeve, the Motor spools will not be equipped with
spring-loaded steel balls can pop free and transition checks).
be lost.
7. Detent Sleeve, Spring, and Steel Balls -
5. Spool Seals - Remove the spool seals and Remove items 17,18, and 21 by placing a
backup rings and discard (items 7 and 8). rag around the sleeve to keep the parts
from springing loose, and pulling firmly to
6. Centering spring and Spring Guides free the poppet retainer.
These parts should not be removed from
the spool unless they are to be replaced. 8. Spool Clevis Lug - This part should not be
Once the spool is free of the housing, it removed from the spool unless it is to be
must be handled carefully to avoid replaced. To remove the lug (item 16) grip
damage. the spool by its center land in a soft-jawed
vise. Grip the lug flats with a wrench.
If it is necessary to remove the spring, the Give the wrench a sharp, jerking pull to
spool in a soft-jawed vise and remove the loosen the lug. If the staking cannot be
stripper bolt (item 5) with a wrench. The overcome with a sharp pull, it may be
centering spring is preloaded. Exercise necessary to tap the deformed metal out of
caution when removing the stripper bolt so the notch with a punch. Exercise extreme
that the spring compression is released care to avoid damaging the spool. (See
slowly. figure 2 illustration of staking)

40003-4.doc Page 3 of 8
 Carefully remove the transition check
When the lug is free of the spool, remove poppet and spring from the spool (items
and discard the lug C-ring and backup ring 14and 15). NOTE: Motor spools will not
(items 11 and 12). be equipped with transition checks.

Cleaning, Inspection and Repair

1. Inspect the spool bores and spools for deep CAUTION: A shallow, machined relief
scratches, gouges or excessive wear. If band extends across the O-ring face of the
any of these conditions exist, replace the valve housing and should not be stoned or
section. Minor surface damage on the ground off.
spool may be polished away with crocus
cloth. 4. Discard all used seals and backup rings.

2. Examine the machined surfaces of the 5. Thoroughly wash all parts in clean solvent
valve housings for nicks or burrs that and blow them dry before re-assembly
could cause leakage between Sections.

3. Lightly stone these surfaces to remove

sure the spring guide is not pinched any
rough spots.

Assembly
Spool Lug and Transition Check
1. Carefully insert check poppet and spring compressing the spring. Be sure the spring
(items 14 and 15) into the spool. Install guide is not pinched between the spool and
the backup ring and 0-ring (items 12 and I stripper bolt. Tighten the stripper bolt and
1) on the lug (item 16). Give the 0-ring a lug while the spool is still in the vise.
light coat of grease to ease its entry into Remove the spool from the vise and stake
the spool (apply 'Loctite" to lug threads). the lug flange into the notch in the spool as
Thread the lug into the spool. illustrated in Figure 2. If necessary, de-
burr the stake to prevent damaging the
2. Centering Spring and Spring Guide Grip housing when the spool is installed.
the spool in a vise by the flats on the lug.
Install the spool seal, backup ring and 3. Valve Section Assembly - Apply a light
retainer plate (items 6, 7 and 8) on the coat of clean hydraulic oil to the valve
spool about 1/2" from the end. Carefully spool. Carefully insert the spool into-the
insert the transition check poppet and housing. The spring and spring guides
spring (items 14 and 15) into the spool. should be lightly coated with high
Install the 0-ring and backup ring (items temperature grease to prevent rusting.
11 and 12) on the stripper bolt (item 5). Line up the holes in the retainer plate with
Place the spring guides and spring (items 9 the four threaded holes in the valve
and 10) on the end of the spool. Apply a housing. Install the endcap (item 13)using
small amount of 'Loctite" to the stripper the cap screws and lock washers (items 3
bolt threads before assembly. (NOTE: and 4). Make sure the seal retainer plate is
Follow the adhesive manufacturer's properly aligned and is not rubbing the
instructions for proper curing). Insert the spool. Torque the cap screws to 125 in.
stripper bolt through the spring guides and lbs.
spring and thread it into the spool while
40003-4.doc Page 4 of 8
 Lightly grease the spool seal and backup
ring (items 7 and 8) for the lug end of the
spool and slip them over the spool. Install
the seal retainer plates (item 6) to the lug
end of the valve housing using cap screws
and lock washers (items 3 and 4). As the
cap screws are tightened the spool seal and
backup ring will be gently forced into their
recess. Make sure the retainer plates are
aligned so that there is no contact with the
spool and torque the cap screws to 125 in.
lbs.

4. Valve Bank Assembly - Coat the section

seals (items 1 and 2) with grease to help
keep them in place during assembly.
Place the valve sections on the tie bolts in
their proper sequence. Assemble item 1
cap screws with 125 in.-lbs. torque.

Figure 2

40003-4.doc Page 5 of 8
 Remote Operated Endcaps
Remote Operated Valve Sections
Remote operated valve sections are available Figure 3 illustrates the arrangement of parts in
in both Group I and Group 11 configurations. the remote operated endcaps. These endcaps
These sections are shifted by the application of may be serviced by first removing the four (4)
hydraulic pressure to either end of the spool. cap screws and lock washers on each cap
The valve spool is spring centered to neutral. (items1and 12) which hold them to the valve
The pressure to the endcap is modulated by a housing. Exercise caution when removing the
hydraulic remote control valve, which varies endcaps. The centering springs in these
the pressure as a function of its operating sections are under considerable pre-load.
handle position. The springs in the endcap are
tuned to the remote control valve to provide
proportional spool movement.

Figure 3

Item Description Quantity

1 Cap Screw 8
2 Stripper Bolt 2
3 Stripper Bolt Back-up Ring 2
4 Stripper Bolt O-ring 2
5 Seal Retainer O-ring 2
6 Seal Retainer 2
7 Back-up Ring 4
8 Spring Retainer Plate 2
9 Stroke Limiting Sleeve 2
10 Heavy Spring 2
11 Light Spring 2
12 Lock Washer 8

40003-4.doc Page 6 of 8
 System Overload Relief Valve (Pilot Operated)
Pilot Operated Main Relief Valve
The main relief valve protects the hydraulic Be careful not to nick or score the poppet or
system against pressure extremes. The pilot its bore when servicing. It these parts
operated design of this valve combines become badly scored the cartridge must be
smooth accurate operation and excellent replaced.
pressure vs. flow characteristics.
To service the screens, remove the setscrews
Figure 4 illustrates the arrangement of the which hold the seat retainer in place- the seat
parts and serviceable seals. This is a retainer, main seat and main poppet can be
cartridge-type relief valve and can be removed by carefully rapping the open end
removed from the control valve as an of the cartridge on the workbench. Remove
assembly for replacement or service. the snap ring in the main poppet to remove
the screens. Coat all parts with a light coat
The screens in the main poppet protect the of clean hydraulic oil to facilitate re-
pilot orifice from contamination. These assembly.
screens can usually be cleaned by flushing in NOTE: When these at retainer set screws
solvent and drying with air. The screens can are re-installed, they should only be finger
be removed for more thorough cleaning if tight. Over tightening will distort the
conditions warrant. CAUTION: The main cartridge and cause the relief valve to stick
poppet is hone-fitted into the cartridge body. open.

Figure 4

Item Description Quantity

1 Metallic Gasket 2
2 O-ring 1
3 Copper Gasket 1
4 O-ring 1
5 Back-up Ring 1
6 O-ring 1
7 Back-up Ring 1
8 O-ring 1
9 Back-up Ring 1
10 O-ring 1
40003-4.doc Page 7 of 8
 Troubleshooting

Trouble Probable Cause Corrective Action

Pinched or blown section seal Replace seal
Stud fasteners not correctly
Replace seals and re-torque
Oil leaks between sections. torqued
Loosen mounting bolts and
Mounting plate not level
shim as required
Oil leaks at either end of
Worn or damaged spool seals Replace seals.
spool.

Spring centered spools do not Broken centering spring Replace.

return to neutral Foreign particles in system Clean valve and system
Cylinder leaking or worn Check cylinder-repair
Port relief valve not holding. Remove and clean or replace.
Load will not hold
Spool or housing scored or
Replace section
worn excessively.
Dirt or foreign particles lodged
Disassemble, clean and
between transition check
Load drops when spool moved poppet and seat. reassemble.
from neutral
Scored or sticking check valve
Replace poppet
poppet
Detent spools won’t stay in Worn detent poppet sleeve Replace sleeve
detent position Weak or broken poppet sleeve. Replace Spring
Worm pump Check flow and pressure
Defective cylinder or motor Repair or replace
Low reservoir oil level Add oil to specs
Clogged suction strainer. Clean or replace
No motion, slow or erratic Suction line restricted Check lines
system operation
Relief valve not properly set. Check pressure setting
Relief valve poppet or seat
Replace relief valve
scored and sticking
Valve spool not shifted to full Check spool and linkage
stroke travel

40003-4.doc Page 8 of 8
 P.O. Box 840687, Houston, Texas 77284
Phone: 713 896 6500 Fax: 713 896 6611

Control Valve for

Single Slew Applications
Part No. 40002

Valve Bank Disassembly

B. Then mark the port boss closest to the
cap on each work section with a “B”
Step 1 - Mark the Valve Bank (for back cap end).
This step is the most critical step in
the disassembly procedure. It should C. Next mark the port boss closest to the
be followed very closely to ensure that spool clevis on each work section with
the valve bank is properly reassembled a “C” (for clevis end).
after repairs have been made, See
Figure 1. D. Lastly, if relief valves must be
removed from the valve bank they
A. Take a waterproof, quick drying should be marked with the number of
marker and mark each casting with a the casting and port to which they'
sequential number. Start by marking belong. Inlet and mid-inlet relief
the inlet casting as #1 and finish by valves are marked with their casting
marking the outlet with the highest number only.
number.
40002 Page 1 of 7
Step 2 - Tie Bolts
Remove the four (4) tie bolts, which
hold the bank together and separate
the sections.

Step 3 - Section Seals

The inlet, mid-inlet and each parallel
work section have four (4) section
seals (Items 1 & 2, Figure 2) on the
downstream mating face. A series
work section has three (3) section
seals on its downstream mating face
(Items 1 & 3, Figure 2). These section Figure 2
seals should be removed and
discarded. Step 5 - Control Spool and Seals
Grasp the spring end of the spool with
a clean rag and pull the spool with a
twisting motion. Generally the rear
retainer plate (6) backup ring (7) and
spool seal (item 8) will come out with
the spool. CAUTION: For detented
spool models, be careful not to remove
the detent poppet sleeve (Item 17,
Figure 4) unless it is to be serviced.
Next remove the two retainer screws
(9) from the spool clevis end of the
work section. Then remove the two
retainer plates (6), the backup ring (7)
and the spool seal (8). The spool
should now be tagged or marked with
its work section's identification
number (from Step 1). Spool seals (8)
and backup rings (7) should be
discarded.

Step 6 – Transition Check

The transition check is located in the
Figure 1
bottom center of the work section
housing. Remove the check valve cap
Step 4 - Valve Back Cap (10) and its 0 ring seal (11) then
Remove the two cap screws (4) which remove the check spring (12) and the
fasten the back cap to the work section check valve poppet (13). NOTE:
and then remove the back cap (5). See Only cylinder (ports blocked in
Figure 4. neutral) work sections have a
transition check.

40002 Page 2 of 7
Spool - Disassembly or excessive wear. If any of these
conditions exist, replace the section.
Minor surface damage on the control
Step 7 – Spring Centered Spool
spool and check poppet may be
These parts should not be removed
carefully polished away with very fine
from the spool unless they need to be
crocus cloth.
replaced. Once the spool is free of the
work section housing, it must be
2. Examine the machined surfaces of the
handled carefully to avoid damage.
valve housing for nicks and burrs that
Place the spool is a soft jawed vise
could cause leakage between sections.
and remove the stripper bolt (14) with
Lightly stone these surfaces to remove
a wrench. Cautious application of
any rough spots. CAUTION: A
heat may be required to free the
shallow milled relief area (noted in
stripper bolt because an anaerobic
Figure 2) extends across the “O” ring
thread adhesive is used in its
face of the valve housing. It should
assembly. CAUTION; Too much
not be stoned or ground off.
heat may distort the spool. As the
stripper bolt threads disengage the
3. Wash all parts thoroughly in a clean
spring (15) and spring guides (16) will
solvent and blow dry before beginning
pop free of the spool.
re-assembly. Pay special attention to
the number and letters marked on the
CLEANING, INSPECTION, AND parts in Step 1. If any marks are
REPAIR removed during cleaning, remark
immediately.
1. Inspect the spool bores; check seats
and spools for deep scratches, gouges

Typical Valve Section

Figure 3
40002 Page 3 of 7
 PARTS LIST
Item # Description Qty.
1 Square Seal 3
2 Square Seal 1
3 ** Check Valve Poppet 1
4 Back Cap Screw 2
5 Back Cap 1
6 Retainer Plate 3
7 Backup Ring 2
8 Spool Seal 2
9 Retainer Plate Screw 2
10 Check Valve Cap Or Valve Cap (F.I.N.) 1
11 ** "0” Ring Seal 1
12 ** Check Spring 1
Parallel Section Seals* See Figure 2

Assembly
Reverse the procedures outlined in Steps 1 insert the spool into the housing. Make sure
through 8. Also follow the additional that the spool and housing are in the proper
instructions listed below: orientation (see Step 1). Place Loctite 262, or
its equivalent, on the backcap screws (4) and
Spool Assembly Spring Centered front retainer screws (9), before threading
them into the valve housing.
Clamp the control spool in a soft jawed vise.
Apply a small amount of Loctite 262, or When installing the transition check refer to
equivalent anaerobic adhesive, to the stripper Step 6. Torque cap screws to 80 - 90 ft. lbs.
bolt (14) before assembly. CAUTION:
Follow the adhesive manufacturer's
instructions for proper cleaning and System Overload Relief Valve
curing. Failure to clean and prepare parts
properly may result in assembly failure.
Assemble the spring (15), spring guides (16)
and stripper bolt (14) onto the spool (Reverse
of Step 7). Lightly coat the spring assembly
with high temperature grease to prevent
rusting. Figure 4

Valve Section Assembly Item # Description Qty

1 O Ring 2
Apply a light coating of clean hydraulic oil to 2 O Ring 1
the valve spool. Place the retaining plates (6), 3 Backup ring 1
new backup rings (7) and new spool seals (8) 4 Gasket Washer 1
in position as shown in Figure 4. Carefully
40002 Page 4 of 7
Valve Bank Assembly

Return all relief valves to their proper The main relief valve protects the hydraulic
positions (see Step 1). Coat the section seals system against overload pressure It is located
(Items 1 & 2 or Items 1 & 3) with grease and in the inlet housing and it also can be found in
place them in their grooves (Figure 2). Place mid-inlet sections used in the valve bank.
the valve sections on the tie bolts in their Figure 5 illustrates the arrangement of the
proper sequence (see Step 1). Torque the tie parts and serviceable seals. This is a cartridge
bolts in a cross pattern to 34 foot pounds type relief valve and is removed from the
control valve as an assembly for replacement
or service.

Service Instructions Control Operators

Read these instructions carefully. Failure to follow these procedures can result in poor performance
and / or product failure. Make sure all work is done in a clean area.

Figure 5
Section Disassembly

1. Remove cap screws (8) from both seal retainer (2) and seals 1 & 10) to
ends of the valve section. replace seals.

2. Remove end caps (6), seal (10) and 4. If stripper bolt (3) must be removed
end cap tube (11) from each end of from the spoof for replacement of
casting. parts, it may be necessary to apply
heat to the hex nut and stripper bolt to
3. Remove seal retainer (2) and seals (1 loosen adhesive that was applied to
& 10) from the clevis end of the spool the threads.
assembly.
CAUTION: Use heat carefully to
4. Remove spool and spring package avoid warping spool.
assembly from valve section. Remove
40002 Page 5 of 7
Preparation of Parts

1. Clean adhesive from threads of spool, 2. Wash all parts in solvent to remove
stripper bolt, housing, cap screw holes grease and oil. Blow dry.
and hex nut with Loctite Chisel Gasket
Remover.

Section Assembly
CAUTION Failure to follow these
recommended assembly instructions can 6. Apply light grease to seals. Assemble
result in poor performance and / or “O” ring (10) on OD of seal retainer (2)
failure of the product. Product should and “O” ring (1) in the end of the seal
be thoroughly tested to ensure proper retainer.
operation before the valve is put into
service. CAUTION: Seals are similar in size.
Be sure to insert seals 1 & 10 in their
NOTE: If stripper bolt (3) was not proper position. They are not
removed from spool, proceed to step 6. interchangable.

1. Place spool in a soft-jawed vise, 7. Install one seal retainer with “O” rings
threaded end up. on spool. Then slide the spool into the
housing.
2. Spray the threads of the new stripper
bolt (3) and hex nut (9) with LOCQUIC 8. Lightly grease “O” ring (10) and install
Primer Grade NF-4 and let dry. Apply it on the valve cap (6).
Loctite 262 to threads.
9. Install end cap tube (11) on seal retainer
3. Slide one of the spring retainers (7) on (2). Then slip end cap (6) on the end cap
to the end of the stripper bolt (3) with tube
the longest threads. Screw the stripper
bolt into the valve spool as far as it will 10. Spray threads of the capscrews (8) and
go. BE SURE THE SPRING GUIDE the cap screw holes in the housing with
SLIDES FREELY. LOCQUIC Primer and let dry.

4. Slide the springs (4 & 5) over the 11. Apply Loctite 262 to threads of the two
stripper bolt. Install the other spring cap screws Insert them through valve
retainer and compress the springs so that cap (6) and screw them into the valve
the hex nut (9) can be screwed onto the housing. Tighten cap screws evenly and
stripper bolt. BE SURE THE SPRING torque to 175 in.lbs. (±17 in.lbs.)
RETAINER SLIDES FREELY.
12. Install seal retainer (2) with seals on
5. Torque the hex nut (9) to 175 in. lbs. (± cleavis end of spool. Install end cap
25 in.lbs.) and set the spool assembly tube (11) and valve cap 6 as in figure 5.
aside to cure for a minimum of 8-hours.
After curing, test the hex nut to be sure 13. Install two cap screws (8) tighten evenly
it withstands 125 in.lbs. of breakaway and torque to 175 in.lbs. (±17 in.lbs.) to
torque. complete assembly.
40002 Page 6 of 7
 Troubleshooting

TROUBLE PROBABLE CAUSE CORRECTION

Pinched or blown section seal Replace seal

Oil leaks between sections Stud fasteners not correctly torqued Replace seals and re-torque
Loosen mounting bolts and shim as
Mounting plate not level
required

Oil leaks at either end of Over pressurized tank core Correct high back-pressure condition
spoof Worn or damaged spool seals Replace seals
Broken centering spring Replace
Spring - centered spools not
Misalignment of operating linkage Check linkage for mechanical binding
returning to neutral
Foreign particles in system Clean valve & system

40002 Page 7 of 7
 P.O. Box 840687, Houston, Texas 77284
Phone: 713 896 6500 Fax: 713 896 6611

Counter Balance Valve Assembly

for Low Pressure Cranes
Part No. 40013

Function:
The Counterbalance Valve is designed as a check valve allowing fluid to pass to the motor unrestricted in the up
direction. Fluid flowing to the motor in the down direction can not pass because the valve is closed on the other side of
the motor. Therefore a line is run from the down pressure side of the line to the counterbalance valve. This signals the
valve to open and allow the hoist to lower

40013 Page 1 of 2
 PARTS LIST
Item # Parts # Description
1 356103 Spring
2 360776 Plug, 100-110 lb. ft.
3 360866 Body
4 360869 Poppet
5 360870 Plug, 90-100 lb. ft.
6 360871 Spool
7 361930 10 SAE Plug, 42-50 lb. ft.
8 401296 Drive Screw
9 405290 Orifice, .030
10 405962 Orifice, .020, 70-80 lb. in.
11 406516 O-Ring
12 406725 O-Ring
13 406775 O-Ring
14 406814 O-Ring
15 406815 O-Ring
16 407483 Nameplate
17 491353 12 SAE Plug, Use Part No. 361932, 55-65 lb. ft.
18 493599 Spring

40013 Page 2 of 2
 P.O. Box 840687, Houston, Texas 77284
Phone: 713 896 6500 Fax: 713 896 6611

VHF Marine Transceiver

Part No. ES-001000
Instruction Manual

If your vessel requires assistance, contact other vessels and the Coast Guard by sending a distress call
on channel 16. Or, transmit your distress call using digital selective calling on channel 70 (the optional
UX-130 DSC UNIT must be installed).

Using channel 16
Distress call procedure
1. “MAYDAY, MAYDAY, MAYDAY”
2. “THIS IS ___________________” (name of vessel).
3. Your call sign or other indication of the vessel (and 9-digit DCS ID if you have one).
4. “LOCATED AT __________________” (your position).
5. The nature of your distress and type of assistance required.
6. Any other information which might facilitate the rescue.

Using digital selective calling (ch. 70) (UX-130 required)

Distress call procedure
1. Push and hold [EMER] for 5 seconds until you hear 5 short beeps change to one long beep.
2. Then push [PTT] to transmit the call.
3. Wait for acknowledgement from a coast station When received, channel 16 is automatically
selected.
4. Push and hold [PTT] then transmit the appropriate information as in ‘Using channel 16’ above.

ES-001000 Page 1 of 30
 Page
IN CASE OF EMERGENCY 1
TABLE OF CONTENTS 2
IMPORTANT 3
CAUTIONS 3

1 Operating Rules 4 6 Set Mode 22

Entering SET mode 22
2 Panel Description 5 SET mode items 22
Front panel 5
Function display 6 7 Connections and Maintenance 24
Unpacking 24
3 Basic Operation 8 Additional requirements 24
Power ON 8 Basic connections 24
Channel selection 8 Connections for:
Receiving 9 hailer/intercom/fog horn 25
Transmitting 10 Mounting the transceiver 25
Scan function 11 Antenna 25
Call channel programming 12 Fuse replacement 26
Display backlighting 12 Cleaning 26
Channel name 13
8 Option Installation 26
4 Digital Selective Calling 14 Removing/replacing the case 26
General 14 Unit installation 26
Distress call transmission 14
All ships call transmission 15 9 Troubleshooting 27
Individual call transmission 16
Address input mode 16 10 VHF Marine Channel List 28
Receiving DSC calls 17
11 Specifications 30
5 Other Functions 19
Hailer operation 19 12 Options 30
Intercom operation 19
Automatic fog horn 21
Internal speaker ON/OFF 22

ES-001000 Page 2 of 30
READ ALL INSTRUCTIONS carefully and completely before using the transceiver.

SAVE THIS INSTRUCTION MANUAL - This instruction manual contains important operating
instructions for this unit.

YOU MUST HAVE a DSC vessel ID in order to operate the optional DSC functions of the
transceiver.

WARNING: NEVER connect the transceiver to an AC outlet. This may pose a fire hazard or result
in an electric shock.

WARNING: HIGH VOLTAGE! NEVER touch the antenna or an internal antenna connector during
transmission. This may result in an electric shock or a burn.

NEVER connect the transceiver to a power source of more than 16 V DC. This connection will ruin
the transceiver.

WHEN INSTALLING THE DSC UNIT

NEVER transmit a distress call when your vessel does not need immediate help. Distress calls can be
used only in times of emergency.

AVOID using or placing the transceiver in direct sunlight or in areas with temperatures below
-40°F (-20°C) or above +140°F (+60°C).

DO NOT operate the transceiver without running the vessel's engine. When your vessel's engine is
OFF and the transceiver is transmitting, the vessel's battery will soon become exhausted.

KEEP the transceiver out of the reach of children.

KEEP the transceiver and microphone at least 1 meter away from your vessel's magnetic navigation
compass.

ES-001000 Page 3 of 30
1 OPERATING RULES

Priorities
• Read all rules and regulations pertaining to priorities and an up-to-date copy handy. Safety and
distress calls take priority over all others.
• You must monitor channel 16 on another channel.
• False or fraudulent distress calls are prohibited under law.

Privacy
• Information overheard but not intended for you can not lawfully be used in any way.
• Indecent or profane language is prohibited.

Radio licenses
SHIP STATION LICENSE
You must have a current radio station license before using the transceiver. It is unlawful to operate a
ship station that is not licensed.

Inquire through the appropriate government agency for a Ship-Radiotelephone license. This license
includes the call sign which is used as your craft’s identification for radio purposes.

An FCC form 506 may be supplied with this radio. In this case, complete the form and send it to the
nearest

OPERATOR'S LICENSE
A restricted Radiotelephone Operator Permit is the license most often held all small vessel radio
operators when a radio is not required for safely purposes.

The Restricted Radiotelephone Operator Permit must be posted near the transceiver or be kept with the
operator. Only a licensed operator may operate a transceiver.

However, non-licensed individuals may talk over a transceiver if a licensed operator starts, supervises,
ends the call and makes the necessary log entries.

A current copy of the applicable government rules and regulations is only required to be on hand for
vessels in which a radiotelephone is compulsory. However, even if you are not required to have these
on hand it is your responsibility to be thoroughly acquainted with all pertinent rules and regulations.

ES-001000 Page 4 of 30
1. CHANNEL SELECTOR [CHANNEL]
• Selects the operating channel in the selected channel group.

2. CHANNEL 16 SWITCH [16 - POS]

• Selects channel 16
• Push for 1 second to display your position (when a GPS receiver is connected).

3. CALL CHANNEL SWITCH [9 - SCRM]

• Selects the call channel; the call channel is programmable, channel 9 being the default.
• Push and hold to activate the optional voice scrambler function (UT-98 is required).

4. CHANNEL/WEATHER CHANNEL SWITCH [CH/WX - U/I/C]

• Toggles between regular and weather channels.
• Selects channel groups in sequence when pushed for 1 second.

5. DUAL/TRI-WATCH SWITCH [DUAL - TRI]

• Activates dualwatch for checking channel 16.
• Push for checking channel when tag channels are programmed.

6. SCAN SWITCH [SCAN - TAG]

• Starts and stops normal or priority scan when tag channels are programmed.
• Push for 1 sec. to toggle the tag setting for the displayed channel.

7. HIGH/LOW POWER SWITCH [HI/LO - DIM]

• Toggles between high and low output powers.
• While pushing, rotate the channel selector or push the [•–] switches on the microphone to
adjust the display and control/switch backlighting intensity.

8. SQUELCH CONTROL [SQUELCH]

• Rotate clockwise to eliminate audio noise.
• Activates the built-in attenuator when rotated deep clockwise.

ES-001000 Page 5 of 30
9. POWERIVOLUME CONTROL [PWR/VOL]
• Push to turn power ON/OFF
• Rotate to adjust the audio output.

10. HAILER/INTERCOM SWITCH [HL/IC – A.FOG]

• Selects/turns OFF the hailer and intercom functions.
• Push for 5 seconds to activate the auto fog horn function.

11. INDIVIDUAL CALL SWITCH [INDV]

• Push for 5 see. to enter the individual call standby condition (when optional UX-130 is
installed).

12. EMERGENCY SWITCH [EMER]

• Push for 5 sec. to enter the distress call transmission standby condition (when optional UX-
130 is installed).

13 CHANNEL NAME SWITCH [NAME]

• Push to enter name input mode.
• Push for 5 seconds to enter the stand by condition for an "all ships call" (when optional UX-
130 is installed).

14 CHANNEL UP/DOWN SWITCHES [• •–]

• Select an operating channel in the selected channel group. (These switches can be used
instead of the transceiver's channel selector).

15 HIGH/LOW POWER SWITCH [HI/LO]

(The same function as the transceivers front panel)
• Toggles between high and low output powers.
• While pushing, rotate the channel selector to adjust the display and control/switch
backlighting intensity.

Function display

ES-001000 Page 6 of 30
1. MODE INDICATORS
• “USA” shows USA channels are selected
• “CAN” shows Canadian channels are selected.
• “INT” shows International channels are selected.
• “WX” shows weather channels are selected.

2. CALL CHANNEL INDICATOR

• Appears when the call channel is selected.

3. WEATHER ALERT INDICATOR

• Indicates the weather alert function is activated.

4. CHANNEL INDICATOR
• Shows the operating channel.

5. DUPLEX INDICATOR
• Appears when the selected channel is a duplex channel.

6. TAG CHANNEL INDICATOR

• Appears when the selected channel is set as a tag channel.

7. LOW POWER INDICATOR

• Shows that low output power is selected.

8. LOW BATTERY INDICATOR

• Appears when the vessel's battery voltage drops below 11 V.

9. VOICE SCRAMBLER INDICATOR

• Appears while the optional voice scrambler is activated.

10. SEND INDICATOR

• Appears when DSC information has been transmitted.

11. RECEIVE INDICATOR

• Appears when DSC information has been received.

12. TRANSMIT INDICATOR

• Appears while transmitting.

13. AUTO FOG HORN INDICATORS

• Appear when the auto fog horn function is activated. The number of indicators varies
according to the selected fog horn type.

14. S/RF INDICATOR

• Shows the relative signal strength while receiving.
• Shows whether high or low output power is selected while transmitting.

ES-001000 Page 7 of 30
15. NMEA INDICATOR
• Appears when NMEA devices (such as a GPS receiver) are connected.

16. ALPHANUMERIC READOUT

• Displays channel names during regular operation.
• Displays position and UTC time when [16 - POS] is pushed for 1 second.
• Displays selected functions, DSC information, set mode items, etc. depending on operation.

Power ON
1. Push [PWR] in to turnpower ON
2. Operate the transceiver as indicated in
the following sections.

Low voltage indicator

When “BATT” appears and flashes as shown at right, the vessel’s
battery voltage has dropped below 11 V, indicating there is a DC power
source problem. In this case, check your vessel's battery and DC power
cable.

Channel selection
Channel 16
Channel 16 is the distress channel. It is used for establishing
initial contact wit another station and for emergency
communications. Channel 16 is monitored during
dualwatch/triwatch. While standing by you are required to
monitor channel 16.

Call channel
The call channel is used to store your most often-used channel
for quick recall. In addition, the call channel is monitored
during tri-watch. The default setting for the call channel is
channel 9, which is for pleasure boat use.

U.S.A., Canadian, and international channels

There are 63 U.S.A., 62 Canadian and 59 international channels. These channel groups may be
specified for the operating area.

1. Push [CH/WX] to select a regular channel.

• If a weather channel appears, push [CH/WX] again.

ES-001000 Page 8 of 30
2. Rotate the channel selector to select a
channel.
• “UP” appears for duplex channels.

3. To change the channel group, push

[CH/WX – U/I/C] for 1 second.
• U.S.A., Canadian, and international
channels can be selected in sequence.

NOTE: When “DUP” appears in the display the selected channel is a duplex channel. Duplex
channels are used for ship-to-coast communications. When “DUP” does not appear in the display, the
selected channel is a simplex channel, Simplex channels are used for ship-to-ship communications.

Weather channels
There are 10 weather channels. These are used for
monitoring NOAA (National Oceanographic and
Atmospheric Administration) weather broadcasts.

CONVENIENT: Weather alert function: NOAA broadcast stations transmit a weather alert tone before
important weather announcements.

When the weather alert function is turned ON (in SET mode), and this unit receives an alert tone, the
“ALT” indicator flashes until any key is pushed. This function can only be activated when a weather
channel is selected or during any scan (if the scan includes weather channels). See “SET mode items.”

Receiving
1. Push [PWR] to turn power ON.
2. Rotate [SQUELCH] fully counterclockwise.
3. Rotate [VOLUME] to obtain a suitable listening level.
4. Rotate [SQUELCH] clockwise until the audio noise disappears.
5. Select the desired channel.
When a signal is received:
• The squelch opens;
• Audio is emitted from the speaker
• The S/RF indicator shows the received signal strength.
6. When an interrupting signal is received, rotate [SQUELCH] deeply clockwise.

Voice scrambler function

For confidential communications use the optional voice scrambler function. All
members of your group must have the UT-98 VOICE SCRAMBLER UNIT installed in
order to communicate using this function.

Push [9 - SCRM] for 1 second to toggle the function ON and OFF

• “SCRM” appears when the function is ON.
• This function cannot be used on CH 16.
• Set the scramble code in SET mode in advance.

ES-001000 Page 9 of 30
Dual/tri-watch functions
These functions allow you to conveniently check the distress channel (on 16) or, both
the distress and call channel (ch. 9; programmable) while receiving another channel.
When receiving a signal on one of these channels, the transceiver stops on the channel
until the signal disappears.

• Push [DUAL -TRI] momentarily

for dualwatch.

Checking channel 16 Signals on channel 16

Every 2 seconds. are monitored until they
disappear.

• Push and hold [DUAL -TRI] for

tri-watch.

Checking channel 16 When receiving a signal on the

and the call channel channel, the call channel is
every 2 seconds monitored while checking ch. 16.

• Signals received on channel 16

have priority.

Transmitting
Before transmitting, read the call procedures.

1. Select an operating channel.

2. Push [HI/LO) to select transmit output power.
• “LOW” appears when low output power is selected.
• High power cannot be selected on some channels. Refer to the channel list at the rear of
this manual.
3. Push and hold the PTT switch to transmit.
• “TXTX” appears.
4. Speak into the microphone at your normal voice level.
• Do not hold the microphone too closely to your mouth or speak too loudly. This may
distort the transmit signal.
5. Release the PTT switch to receive.

IMPORTANT: In order to maximize the readability of your transmitted signal, pause for a moment
after pushing [PTT], hold the microphone 1 inch (15-20 cm) from your mouth, then speak into the
microphone at an even, normal voice level.

ES-001000 Page 10 of 30
CALL PROCEDURES
You must identify yourself when you transmit and you must respect time limits.

1. Give your call sign each time you call another vessel or a coast station. If you have no call
sign, identify the station by giving the vessel name and the name of the license.

2. Give your call sign the end of each transmission that lasts more than 3 minutes.

3. You must pause and give your call sign at least once every 15 minutes during long ship-to-
shore calls.

4. Keep your calls short (less than 3 minutes). Wait 2 minutes before repeating a call.

5. Unnecessary transmissions are not allowed.

MOMENTARY HIGH POWER

On U.S.A. channels 13, 15 and 67, transmission using high power is momentarily possible. To use
high power, push and hold [HI/LO] while transmitting.

TIME-OUT TIMER (U.S.A. version only)

The transceiver has a time-out timer function to prevent continuous, long- transmissions. Transmit is
automatically inhibited after 5 minutes of continuous transmission.

Scan function
The transceiver has a high speed scan function for standing by on utility signals. The scan speed is 8
channels/sec. (except when the weather also function is in use).

Two scan types are available: normal scan (scans all tag channels in sequence) and priority scan
(checks channel 16 while scanning and becomes dual watch while pausing on a regular channel-except
for channel 16). These can be selected in SET mode.

Setting tag channels

You can specify channels as tag channels for efficient scanning. Tag channels can be set for each
channel group (USA, CAN, INT) independently.
• Select the desired channel, then push and hold [SCAN TAG]
for 1 second to toggle setting.

Scan operation
1. Select the desired channel group (USA, CAN, INT) with [CH/WX - U/I/C]
• When the weather alert function is in use, select the desired WX channel in the display,
then perform the above operation.
2. Push [SCAN] to start scanning.
• “N-SCAN” appears when normal scan is selected in SET mode.
• “P-SCAN” appears when priority scan is selected in SET mode.
3. To stop the scan, push [SCAN] again.
• “N-SCAN” or “P-SCAN” disappears.

ES-001000 Page 11 of 30
Clearing all tag channels:
While pushing [HI/LO], push and hold [SCAN - TAG] for 3 sec. until the long beep becomes 9 short
beeps.
• All tag channels in this selected channel group are released.

Scan resume timer:

When a signal is detected, scan pauses until the signal disappears or resumes after pausing 5 seconds,
according to the SET mode setting.

Confirming tag channels:

While operating scan, rotate [DIAL].
• Only tag channels are selected.
• Stop rotating [DIAL) to resume normal scan operation.

Weather alert function:

When this function is turned ON, any weather channels set as tag channels are monitored for alert
tones during scan.

Call channel programming

The call channel switch, [9], is used to select channel 9, however, you can program your most often-
used channels in each channel group for quick recall.

1. Push [CH/WX - U/I/C] for 1 second one or more times to select the
desired channel group. (USA, INT, CAN) to be programmed.

2. Push [9] to select the call channel of the selected channel group.
• “CALL” and the call channel number appear.

3. While pushing [HI/LO] push [9] to enter call channel write mode.
• Call channel number and channel group to be programmed flash.

4. Rotate the channel selector to select the desired channel.

5. Push [9] again to program the displayed channel as the call channel.
• The call channel number and channel group stop flashing.

Display backlighting
The function display and switches can be backlit for better visibility under low light conditions.

While pushing [HI/LO - DIM], rotate the channel

selector or use [UP]/[DN] switches on the
microphone to adjust the backlighting.
• Backligting can be set to 1 of 7 intensities or
turned OFF.

ES-001000 Page 12 of 30
Channel names
When shipped from the factory, this unit is programmed with default names for each
VHF marine channel (refer to the VHF MARINE CHANNEL LIST in the rear). These
defaults can be overwritten if desired.

1. Rotate [CHANNEL] to select a channel to program.

2. Push [NAME] momentarily. The 1st character of the currently

programmed name flashes.

3. Rotate channel to select a character.

4. Push [HI/LO] to move to the right; then rotate [CHANNEL] to select

the next character.
• Pushing [SCAN] moves to the left

5. Continue until the desired characters have been selected, then push
[NAME] to return to normal operation.

Available characters

ES-001000 Page 13 of 30
General
When an optional UX-130 DSC UNIT is installed, digital selective calling (or DSC) can be used via
the transciever. DSC is a method of radio communications involving digital signals rather than the
more conventional method of voice communications. The advantage of using digital communications
over voice communications is that information (especially useful for distress calls and other urgent
matters) can be pre-programmed into a radio and transmitted accurately.

In addition, when a GPS receiver (NMEA0183 ver. 1.5, 2.0, or 2.1) is connected, your
vessel's position is transmitted together with the vessel's identity when making a distress call.

DSC TYPE DESCRIPTION

This sends distress information which includes your vessel's ID (and
position/UTC time data when a GPS receiver is connected). Send under
Distress call
emergency conditions only. OSC acknowledgement will be received from a
coast station after making a distress call.
Distress relay This is used to alert Coast stations (or other ships) when a vessel in distress is
call unable to do so. This unit can only receive this type of signal; not transmit.
This used for non-emergency situations. This signal includes information that
All ships call allows a receiving transceiver to automatically select a specified channel for
voice communication.
This allows you to send a signal to a specific vessel only. The transceiver can
store up to 10 destination ID channels - select the desired ID in advance. Two
Individual call
kinds of acknowledgements (able to comply/unable to comply) are available (for
sending or receiving) after an individual call.
This is used for announcement to all ships in the specified area-when a GPS
Geographical
receiver is connected calls directed to areas other than yours are rejected.
area call
Receive only for this unit.

Distress call transmission

CAUTION: Distress calls may be transmitted under conditions of emergency only i.e. your vessel is
in danger of sinking and/or a person's life is in danger.

1. Push and hold [EMER] until you hear 4 short beeps change to one long
beep.
The display changes as at right.

2. Push [PTT] to transmit the distress call.

3. The transceiver remains on channel 70 until an acknowledgement is

received.
• When no acknowledgement is received, the distress call is repeated
until an acknowledgement is received.

ES-001000 Page 14 of 30
 • To cancel this, turn power OFF then ON again.
• Calls to you other than distress acknowledgement cannot be received.

4. When a distress acknowledgement is received, emergency alarm

sounds and channel 16 is automatically selected.
• Push any key to cancel the alarm.

5. Transmit your distress call particulars by voice using the following

procedure:

1. “MAYDAY.”
2 "THIS IS (name of your vessel)”
3. The 9-digit identity AND the call sign (or other vessel identification).
4. Your vessel's position if DSC does not include it.
5. The nature of the distress and assistance required.
6. Any other information which might facilitate the rescue.

NOTE: When a GPS receiver is connected, your vessel's position is automatically transmitted with the
distress call.

NOTE: Acknowledgement of a distress alert is normally made by coast stations only.

All ships call transmission

Large ships use channel 70 as their “listening channel.” When you want to announce a message to
these ships, use the “all ships call” function.

1. Select a simplex channel for the traffic channel (for voice communication after sending the all
ships call).
• Some 'A' channels (eg. channel 88A) cannot be used.

2. Rotate [SQUELCH] clockwise until the audio noise disappears.

3. Push and hold [NAME - ALL] until you hear 4 short beeps change to one long beep. The
display changes as at right.

4. Push [PTT] momentarily to transmit the all ships call.

• After transmission, the channel set in step 1 above is selected.

5. Push and hold [PTT] again to send an announcement it all ships.

NOTE: Channel busy:

When channel 70 is busy, the all ships call is not transmitted. The transceiver waits until the channel is
clear, then transmits the call automatically.

NOTE: Error indication:

When a transmission inhibited channel (e.g. ch 70) is selected for the traffic channel the display at
right appears. In this case, an appropriate channel must be selected.

ES-001000 Page 15 of 30
Individual call transmission
The individual call function allows you to transmit a DSC signal to a specific party only.

1. Set the ID code for the individual you wish to call in advance.
2. Select the traffic channel (for voice communication after individual call is sent). Select a
simplex channel (Some 'A' channels cannot be used) for ship-to-ship contact. Select a duplex
channel for ship-to-coast contact.
3. Rotate [SQUELCH] clockwise until the audio noise disappears.
4. While pushing [INDV], rotate the channel selector to select the desired pre-programmed
individual address.
5. Continue pushing and holding [INDV] until you hear 4 short beeps change to one long beep.
The display changes as at right.
6. Push [PTT] momentarily to transmit the individual call. 'HIGH' power is automatically
selected while transmitting the call.
7. Standby on channel 70 until an acknowledgement is received.
8. When the acknowledgement is received, the display changes as at right. Beeps sound. The
channel set in step 2 is selected.
9. Push and hold [PTT] to communicate your message to the responding party.

NOTE: Unable to comply: When the received acknowledgement includes "unable to comply,' the
message display changes as at right. In such a case, wait at least 5 min. before re-transmitting the call.

NOTE: Channel busy error indication: The same as for the all ships call. Refer to the previous page
for details.

Address input mode

In order to place individual calls you must know the 10-digit address code of the vessel you
wish to communicate with. This unit can be programmed with up to 10 separate address
codes. When transmitting an individual call the address code last programmed is used. If
no address codes have been programmed, the individual call function will not work.

1. While pushing [9] and [CH/WX], push [PWR] IN to turn power ON.
• “INDV ADRS” appears for 1 sec. and address input mode is selected.

2. Rotate the channel selector to select the address number to be programmed, “Ad0”
to “Ad9.”
• “- -“’s appear instead of numbers when an address code is not yet programmed.

3. Push [16] to initiate code input, then rotate the channel selector to select a number
for the 1st digit.
• If a “- -“ is selected as one of the digits, the address is invalid.

4. Push (HI/LO] to move to the next digit, then rotate the channel selector to select a
number.
• Pushing [SCAN] moves to the left (previous) digit.
• If a mistake is made, push [16] and repeat from step 3.

ES-001000 Page 16 of 30
5. To input a name to the set address, push (NAME], then set the desired name with
the channel selector.
• Use [HI/LO] and [SCAN] keys to move the cursor.

6. Push [NAME] again to memorize the name.

7. Turn power OFF, then ON again to exit the address input mode.

Receiving DSC calls

Several types of DSC transmissions can be received. The required action depends on the particular
DSC type as outlined in the following examples. However, in all examples, you must be
monitoring channel 70 in order to receive such signals.

NOTE: When channel 70 is set as a tag channel and scan is functioning, DSC calls will not be
received. DSC calls can only be received when channel 70 is selected.

Receiving a distress call

While monitoring channel 70 and a distress call is received:
• Emergency alarm sounds.
• “RCV” and “DISTRESS” appear in the display; then, channel 16 is automatically selected.
• Push [16] to stop the alarm.
• Continue monitoring channel 16 as a coast station may require assistance in any rescue attempt.

Receiving a distress relay call

A distress relay call may be transmitted from a large ship to a coast station. While monitoring
channel 70 and a distress relay call is received:
• Emergency alarm sounds “RCV” and “RELAY” appear in the display; then, channel 16 is
automatically selected.
• Push [16] to stop the alarm.
• Monitor channel 16 until the emergency communication has been completed.

Receiving an all ships call

While monitoring channel 70 and an all ships call is received:
• Emergency alarm or beeps sound depending on the received category.
• “RCV” and “ALL SHIPS” appear in the display; then, the channel specified by the calling
station is automatically selected for voice.
• Monitor the selected channel for an announcement from the calling vessel.

Receiving a geographical area call

While monitoring channel 70 and a geographical area call (for the area you are in) is received:
• Emergency alarm or beeps sound depending on the received category.
• “RCV” and “GEOGRAPHIC” appear in the display; then, the channel specified by the calling station
is automatically selected for voice communications.
• Monitor the selected channel for an announcement from the calling ship.

NOTE: When no GPS receiver is connected or if there is a problem with the connected receiver, all
geographical area calls are received, regardless of your position.
ES-001000 Page 17 of 30
Receiving an individual call
When receiving an individual call, an acknowledgement must be sent back to the calling station within
4.5 min. Operation and transceiver function differs depending on the SET mode settings.

Two messages can be selected for acknowledgement:

• “Able to comply”: You can communicate with the calling vessel via the mic after a DSC
connection.
• “Unable to comply”: You cannot communicate with the calling vessel after a DSC connection (e.g.
operator leaves transceiver).

While monitoring channel 70 and an individual call is received.

• Emergency alarm or beeps sound depending on the received category.
• “RCV” and “INDIVIDUAL” appear in the display.
• The channel specified by calling station is automatically selected for checking the channel
condition (except when full automatic acknowledgement is selected).
• Proceed as follows on the next section according to your preset conditions.

When semi-automatic (SA; default) or manual (SL) is selected in SET mode:

1. Push and hold [INDV] until you hear 4 short beeps change into one long beep to send an “Able
to comply” message.
• If you want to send an “Unable to comply” message, or other individual call, rotate the
channel selector to select them.

2. Push [PTT] momentarily to transmit the acknowledgement.

• The channel specified by the calling station is selected.
• When “Unable to comply” is transmitted in step 1, the transceiver remains on channel 70.

3. After receiving a voice transmission, reply via the mic.

When full automatic (FA) is selected in SET mode:

The transceiver automatically replies to the call in one of two ways, depending on the auto
acknowledge setting in SET mode.

• When able to comply is set (Ab), the transceiver automatically transmits an able to comply
acknowledgement and then selects the channel as specified by the calling station for voice
communications.
• When unable to comply is set (Un), the transceiver automatically transmits an unable to comply
acknowledgement and remains on channel 70.

Differences between semi-automatic and manual

• Semi-automiatic: When no operation is performed, the transceiver automatically sends an "Unable
to comply" acknowledgement 4.5 min. after the call is received.
• Manual: When no operation is performed after receiving a call, NO acknowledgement is
transmitted.

ES-001000 Page 18 of 30
5 OTHER FUNCTIONS

Hailer operation
This unit has a 2-way hailer function for voice amplification and reception over the loudspeaker,
making it unnecessary to leave the bridge to hear a hailing party

• The external speaker emits your amplified voice and receives an answer from another vessel.
• Transmitting is impossible during hailer operation.
• When a radio signal is received, the S-meter shows signal strength.

Preparation
1. Connect an external speaker as illustrated in section 7
2. When you need to have more power (up to 20 W), connect an optional UA-4 AUDIO
AMPLIFIER

Operation
1. Turn the transceiver power ON.
• The UA-4 is turned ON automatically if connected.

2. Push [HL/IC] once.

• “HAIL LSTN” appears

3. Push and hold the PTT switch on the microphone and speak at a normal voice level into the
microphone.
• “HAIL TALK” appears.
• To adjust the hailer level, rotate the channel selector while (PTT) is pushed, “HAIL LVL”
appears.

4. After releasing the PTT switch you can hear the response through the hailer speaker.
• “HAIL LSTN” appears.

5. TO return to normal operation, push [HL/IC] twice.

• Other switches also turn the function OFF, however, the corresponding function activates
e.g. pushing [16] selects channel 16.

Intercom operation
The intercom function allows you to talk to the deck from the cabin. When you do not require the
hailer function, you can use 2 separate intercoms.

• The external speaker functions as a speaker and a microphone.

• Transmitting is impossible during intercom operation.
• When a radio signal is received, the S-meter shows signal strength.

Preparation
Connect an external speaker and an intercom switch as illustrated in Section 7.

ES-001000 Page 19 of 30
Operation from the transceiver
1. Turn transceiver power ON.

2. Push [HL/IC] twice.

• “INCOM LSTN” appears.

3. Push and hold the PTT switch on the microphone and speak at a normal voice level into the
microphone.
• “INCOM TALK” appears.
• To adjust the intercom level, rotate the channel selector while PTT is pushed; “INCOM LVL”
appears.
• To adjust the internal speaker output level, rotate [VOLUME].

4. After releasing the PTT switch you can hear the response through the intercom speaker.
“INCOM LSTN” appears.

5. To return to normal operation, push [HL/IC] once.

Other switches also turn the function OFF, however, the corresponding function activates e.g.
pushing [16] selects channel 16.

Operation from the intercom speaker

1. Push and hold the intercom switch and speak into the speaker.
2. Keep pushing the intercom switch to receive an answer.
3. Release the intercom switch to return the transceiver to cabin control of the intercom switch.

NOTE: While the intercom switch is pushed, the transceiver display appears as below. Transceiver
(transmit and receive) are interrupted when the external intercom switch is turned ON. If the
transceiver is transmitting, the intercom function is not available.functions.

Operation with 2 separate intercoms

When you connect 2 intercom switches and 2 intercom speakers to the transceiver, you can talk to two
separate places such as the deck and the fly bridge.

Connect the switches and speakers as illustrated in Section 7 before operating with 2 speakers.

To output from intercom-1 speaker

1. Push [HL/IC] once or twice to turn the intercom ON.
2. Push and hold the PTT switch and speak into the mic.

To output from intercom-2 speaker

1. Push [HL/IC] once or twice to turn the hailer ON.
2. Push and hold the PTT switch and speak into the mic.

When speaking from the intercom speakers

Push and hold intercom switch 1 or 2, then speak into the speaker as described earlier.

NOTE. The hailer function CANNOT be used when you connect 2 intercom speakers.

ES-001000 Page 20 of 30
Automatic fog horn
The automatic fog horn function sounds a horn repeatedly until the function is turned OFF. Four horn
patterns are available for varying conditions. The fog horn outputs from the hailer speaker. To use
this function, the hailer speaker must be connected to the transceiver. See Section 7 for connection
details.

One 6-second blast every 100 seconds.

Motor vessel underway and making way.

Two 5-second blasts (separated by 2 seconds) every 100 seconds.

Motor vessel underway but stopped (not making way).

One 5-second blast followed by two 1-second blasts (each separated by 2 seconds) every 100 seconds.

Sailing vessel underway, fishing vessel (underway or anchored), vessel not under command, a vessel
restricted in her ability to maneuver (underway or at anchor), or a vessel towing or pushing another
ahead.

One 5-second blast followed by three 1-second blasts (each separated by 2 seconds) every 100
seconds.

Vessel under tow (manned).

The audio frequency of the fog horn is selectable. See Section 6 for details on selecting the audio
frequency.

Turning the auto log horn ON and OFF

1. Push [HL/IC - A.FOG] for 1 sec.
• One or more “ ” appear indicating the selected fog horn pattern.

2. Push [HLJIC A. FOG) for I sec. again to turn the function OFF.
• “ “ indications disappear.

Selecting a fog horn pattern

1. Be sure the fog horn pattern is turned OFF.
• When turned ON (one or more “ ” appear), push and hold [HL/IC – A.FOG] to turn the
function OFF.

2. Push and hold [HL/IC - A.FOG] until step 3 is finished.

3. After “ ” (one or more) appears, rotate the channel selector or microphone [UP]/[DN]
switches until the desired fog horn pattern is selected.
• The number of “ ” appearing indicates the selected fog horn pattern (see Automatic fog
horn).
• At this time you can send a fog horn signal manually by pushing PTT.

ES-001000 Page 21 of 30
Internal speaker ON/OFF
When you connect an external speaker and the transceiver's internal speaker is not required, the
internal speaker can be deactivated. The internal speaker is turned ON and OFF in SET mode. For
details see Section 6.

NOTE: Even when the internal speaker is set to OFF, optional DSC function alerts will sound when
activated.

Displaying position
When the optional OPC-457 (NMEA CABLE) and a GPS receiver is connected to the transceiver,
your position can be displayed at the push of a switch.

Push [16-POS] for 1 sec. to display your current vessel position.

Entering SET mode

SET mode is used to customize operation of the transceiver to suit your operating needs.

To enter set mode:

1. While pushing [16], turn power ON.
• SET mode is selected.
2. To exit SET mode, turn power OFF then ON again.

To select an item:
There are up to 10 items in SET mode (depending on options installed) that may be adjusted to suit
your operating preferences.

1. Select SET mode as above.

2. Push [16] to select the desired item; then rotate the channel selector to select the desired
condition.
• See the following pages for details on each SET mode item.

SET mode items

This diagram shows the default settings for each SET mode item and the order of selection. Items
inside dotted line appear when optional units are installed.

Beep tone level

The audio level of the beep tones (emitted when a switch/key is pushed, etc.) can be adjusted from
OFF to 3 (loudest).

Scan type
Depending on your preference, you can select scans to function as normal scan or priority scan. See
Section 3 for scan details.
Normal scan: all tag channels are checked in sequence.
Priority scan: same as normal scan except that channel 16 is monitored between tag channels.

ES-001000 Page 22 of 30
Scan timer
This item sets the scan behavior when receiving a signal. When set to OFF, scan pauses on a signal
until it disappears, then resumes 3 sec. after that; when set to ON, scan resumes 6 sec. after receiving a
signal, regardless of whether it disappears or not.

Weather alert
This item turns the weather alert function ON and OFF. When the transceiver is scanning or watching
a weather channel and a weather alert tone is broadcast, an alert beep sounds (and “ALT” flashes)
indicating that an emergency weather report is on the air.

RF attenuator
This item turns the RF attenuator function ON and OFF. The RF attenuator is activated when rotating
[SQUELCH] deep clockwise and is useful when strong adjacent signals alternately open and close the
squelch.

Internal speaker ON/OFF

When you connect an external speaker and the transceiver's internal speaker is not required, the
internal speaker can be deactivated. Note that DSC alert's will not be turned OFF even when this item
is set to OFF

Auto fog horn frequency

The audio frequency of the auto fog horn can be adjusted to suit your preference. While this item is
selected, pushing [PTT] outputs the fog horn. Experiment with the frequencies available until you find
one you like.
• The horn outputs from the hailer speaker.

Voice scrambler code

This item appears only when an optional UT-98 vonE SCRAMBLER UNIT is installed.

When communicating using the voice scrambler function, remember that all members of your group
must have the scrambler function ON, and the same scramble code set.

DSC acknowledgement method

This item appears only when an optional UIX-130 DSC UNIT is installed.

This item sets the acknowledgment method for replies to a calling station when receiving an individual
call (see Sections 1, 2, and 4 for details concerning individual calls).

Auto acknowledge contents

This item appears only when an optional UX-130 DSC UNIT is installed and full automatic (FA) is
selected (see previous).

This item only appears when full automatic (FA) is selected in the previous item and sets “unable to
comply” or “able to comply” as the full automatic acknowledgement transmission (left).

ES-001000 Page 23 of 30
Mounting bracket 1
DC power cable with microphone 1
hanger
Mounting bolts (M6 x 50) 4
Mounting screws (AO 6 x 30) 4
Mic hanger screws (AO 3.5 x 30) 2
Flat washers (M6) 8
Spring washers (M6) 4
Nuts (M6) 4
Mounting knobs (M6 x 50 SUS) 4
Fuse (10 A) 1
ACC connector plug (8-pin) 1

FOR GENERAL OPERATION

• Marine VHF antenna
• Coaxial cable

FOR DSC OPERATION

• UX-13O DSC UNIT

FOR ENHANCED DSC OPERATION

• GPS receiver with NMEA01 83 output for sending positioning data.

FOR VOICE SCRAMBLER OPERATION

• UT-98VOICE SCRAMBLER UNIT
Consult with your dealer if you need this function-disassembly and soldering of transceiver circuits is
required for installation.

FOR HAILER OPERATION

• External speaker
• UA-4AUDIO AMPLIFIER if your require 20 W of output power

FOR INTERCOM OPERATION

• External speaker
• Non-looking switch for intercom operation

ES-001000 Page 24 of 30
1. MICROPHONE HANGER

2. EXTERNAL SPEAKER CABLES

Set the internal -speaker to OFF in SET mode (Section 6),

3. DC POWER CONNECTOR
Connects the supplied DC power cable from this connector to an external 13.8 V DC power
source.
The mic hanger and external speaker outputs are also included in this connector

4. HAILER/INTERCOMIFOG HORN CONNECTOR PINS

8-pin plug connects speaker and switches for the hailer, intercom and fog horn functions. With
an optional UA-4 audio amplifier, 20 W output is possible from the speaker for the hailer or fog
horn function.

5. OPTIONAL NMEA CONNECTOR

Connects an NMEA device, such as a GPS receiver.

6. ANTENNA CONNECTOR
Connects a marine VHF antenna with a PL-259 connector to the transceiver.

CAUTION: Transmitting without an antenna will damage the transceiver,

Mounting the transceiver

The universal mounting bracket supplied with your transceiver allows overhead or dashboard
mounting. Please read the following instructions carefully.

Mount the transceiver securely with the 4 supplied screws to a surface more than 10 mm thick and can
support more than 5 kg.

Mount the transceiver so that the face of the transceiver is at 90° to your line of sight when operating
it.

CAUTION: Keep the transceiver and microphone at least 1 meter away from your vessel's magnetic
navigation compass.

NOTE: Check the installation angle; the function display may not be easy-to-read at some angles.

NOTES: FOR SUPPLIED STICKER

When installing an optional UX-130 DSC UNIT: Attach the WARNING sticker supplied with the
UX-130 near the transceiver's front panel so that it is clearly visible during operation.

Antenna
A key element in the performance of any communication system is an antenna. SeaTrax mounts the
antenna in the best place available.

ES-001000 Page 25 of 30
Fuse replacement
Two fuses are installed in the supplied DC power cable. If a fuse blows or the transceiver stops
functioning, track down the source of the problem, if possible, and replace the damaged fuse with a
now, rated one. (Fuse rating: 10 A)

Cleaning
If the transceiver becomes dusty or dirty, wipe it clean with a dry, soft cloth.

Avoid the use of solvents such as benzene or alcohol, as they may damage transceiver surfaces.

Removing/replacing the case

1. Turn the transceiver power OFF and disconnect the DC power connector.
2. Remove the 6 screws located on the rear panel as shown in the diagram; then slide the case free
of the transceiver.
3. Replace the transceiver case; then, replace the 6 screws on the rear panel when you are
finished. 10 to 12 kg of torque MUST be applied to insure water resistance.

Unit installation
1. Remove the transceiver case as mentioned in step 2 above.
2. Install the OPC-457, UT-98, or UX-130 as shown.
• When installing the UX-130, be sure to secure it in place with the 2 supplied screws as
illustrated.
3. Replace the case and secure with the 6 screws as in step 3 above.

ES-001000 Page 26 of 30
9 TROUBLESHOOTING
REF.
PROBLEM POSSIBLE CAUSE SOLUTION
SECT.
• Power cord not connected • Check the power cord connection
No power comes on properly. • Check the polarity of the power 7
• Blown fuse. connection, then, replace the fuse
• The hailer or intercom • Push [CH/WX] to turn the function OFF
function is activated • Turn the internal speaker ON in SET mode
• The internal speaker is turned • Set the handset into the cradle
No sound comes from the
OFF in SET mode. 3,6
speaker
• Handset is out of the cradle
(when an optional handset is
used).
No beeps sound even when • Set beep level to 01 or more in SET mode
• Beep function is turned OFF 6
a switch is pushed.
• [SQUELCH] is rotated too far • Rotate [SQUELCH] counterclockwise to a
clockwise suitable position
Sensitivity is low and only • Antenna feedline or the • Check, and if necessary, replace the 3,7
strong signals are audible antenna connector solder has feedline or solder the antenna connector
poor contact or is short again
circuited.
Transmitting is impossible
• Transmission is restricted on
or high power cannot be • Change channels 3
some channels
selected
• Push and hold [CH/WX-U/I/C] to select
Desired channel cannot be • Different channel group is
the appropriate channel group (U.S.A., INT 3
selected selected
or CAN)
• While pushing (HI/LO-DIM], rotate the
• Backlight function is turned
No display backlighting channel selector to select the desired 3
OFF
brightness
• No “TAG” channels are • Set channels to be scanned as 'TAG'
Scan does not start 3
programmed channels
• Voice scrambler has been • Install the optional LIT-98, then activate
Receive signal cannot be turned OFF the function
3,6
understood • Voice scrambler code has not • Reset the scramble code
been set correctly

ES-001000 Page 27 of 30
 Channel Number Frequency (MHz)
Channel name
USA INT CAN Transmit Receive
- 01 01 156.050 160.650 TELEPHONE
01A - - 156.050 156.050 VTS
- 02 02 156.100 160.700 TELEPHONE
02A - - 156.100 156.100
- 03 03 156.150 160.750 TELEPHONE
03A - - 156.150 156.150
- 04 - 156.200 160.800 INTL
04A - 04A 156.200 156.200 CCG
- 05 - 156.250 160.850 INTL
05A - 05A 156.250 156.250 VTS
06 06 06 156.300 156.300 SAFETY
- 07 - 156.350 160.950 INTL
07A - 07A 156.350 156.350 COMMERCIAL
08 08 08 156.400 156.400 COMMERCIAL
09 09 09 156.450 156.450 CALLING
10 10 10 156.500 156.500 COMMERCIAL
11 11 11 156.550 156.550 VTS
12 12 12 156.600 156.600 VTS
13 2 13 13 1 156.650 156.650 BRG/BRG
14 14 14 156.700 156.700 VTS
15 2 15 1 15 1 156.750 156.750 COMMERCIAL
16 16 16 156.800 156.800 CALLING
17 1 17 17 1 156.850 156.850 SAR
- 18 - 156.900 161.500 INTL
18A - 18A 156.900 156.900 COMMERCIAL
- 19 - 156.950 161.550 INTL
19A - 19A 156.950 156.950 COMMERCIAL
20 20 20 1 157.00 161.600 PORT OPR
20A - - 157.000 157.000 PORT OPR
- 21 - 157.050 161.650 INTL
21A - 21A 157.050 157.050 CCG
- - 21B - 161.650 CMBS
- 22 - 157.100 161.700 INTL
22A - 22A 157.100 157.100 USCG
- 23 23 157.150 161.750 INTL
23A - - 157.150 157.150 USCG
24 24 24 157.200 161.800 TELEPHONE
25 25 25 157.250 161.850 TELEPHONE
- - 25B - 161.850 CMBS
26 26 26 157.300 161.900 TELEPHONE
27 27 27 157.350 161.950 TELEPHONE
28 28 28 157.400 162.000 TELEPHONE
- - 28B - 162.000 CMBS
- 60 60 156.025 160.625 TELEPHONE
60A - - 156.025 156.025
- 61 - 156.075 160.675 INTL
61A - 61A 156.075 156.075 CCG
- 62 - 156.125 160.725 INTL
62A - 62A 156.125 156.125 CCG
- 63 - 156.175 160.775 INTL
63A - - 156.175 156.175 VTS
- 64 64 156.225 160.825 TELEPHONE

1
Low power only2 Momentary high power 3
Receive only (except for DSC transmissions)

ES-001000 Page 28 of 30
 VHF MARINE CHANNEL LIST (cont.)
Channel Number Frequency (MHz)
Channel name
USA INT CAN Transmit Receive
64A - 64A 156.225 156.225 COMMERCIAL
- 65 - 156.225 168.875 INTL
65A 65A 65A 156.275 156.275 PORT OPR
- 66 - 156.375 160.925 INTL
66A 66A 66A 1 156.325 156.325 PORT OPR
67 2 67 67 156.375 156.375 BRG/BRG
68 68 68 156.425 156.425 SHIP-SHIP
69 69 69 156.475 156.475 PLEASURE
70 3 70 3 70 3 156.525 156.525 DSC
71 71 71 156.575 156.757 PLEASURE
72 72 72 156.625 156.625 SHIP-SHIP
73 73 73 156.675 156.675 PORT OPR
74 74 74 156.725 156.725 PORT OPR
75 75 75 Guard Guard
76 76 76 Guard Guard
77 1 77 77 1 156.875 156.875 PORT OPR
- 78 - 156.925 161.525 INTL
78A - 78A 156.925 156.925 SHIP-SHIP
- 79 - 156.975 161.575 INTL
79A - 79A 156.975 156.975 SHIP-SHIP
- 80 - 157.025 161.625 INTL
80A - 80A 157.025 157.025 SHIP-SHIP
- 81 - 157.075 161.675 INTL
81A - 81A 157.075 157.075 CCG
- 82 - 157.125 161.725 INTL
82A - 82A 157.125 157.125 CCG
- 83 - 157.175 161.775 CCG
83A - 83A 157.175 157.175 CCG
- - 83B - 161.775 CMBS
84 84 84 157.225 161.825 TELEPHONE
84A - - 157.225 157.225
85 85 85 157.275 161.875 TELEPHONE
85A - - 157.275 157.275
86 86 86 157.325 161.925 TELEPHONE
86A - - 157.325 157.325
87 87 87 157.375 161.975 TELEPHONE
87A - - 157.375 157.375
88 88 88 157.425 162.025 TELEPHONE
88A - - 157.425 157.425 COMMERCIAL
1 2
Low power only Momentary high power3 Receive only (except for DSC transmissions)

Frequency (MHz) CHANNEL NAME KEY

WX channel
Transmit Receive TELEPHONE Public correspondence
01 RX only 162.550 PLEASURE Pleasure boat use
02 RX only 162.400 SAFETY Safety communications
03 RX only 162.475 PORT OPR Port Operations
04 RX only 162.425 VTS Vessel Traffic Control
05 RX only 162.450 SHIP-SHIP Intership communications
06 RX only 162.500 CMBS Continuous Marine Broadcast System
07 RX only 162.525 COMMERCIAL Commercial use
08 RX only 161.650 USCG United States Coast Guard
09 RX only 161.775 BRG/BRG Bridge to Bridge Communications
10 RX only 163.275 INTL Outside of the U.S. or Canada
SAR Search And Rescue
CCG Canadian Coast Guard

ES-001000 Page 29 of 30
 General Transmitter
Frequency coverage Transmit 156-157.5 MHz Output power High 25 W Low 1 W
Receive 156-163 MHz Modulation system Variable reactance
Usable channels All U.S.A., International and phase modulation
Canadian channels plus 10 Max. freq. deviation ±5.0 kHz
weather channels Spurious emissions Less than -70 dB
Mode 16KOG3E, (16KOG2B when Mic impedance 600 S
optional DSC is in use)
Power supply req. 13.8 V DC ± 15% Receiver
Current drain Transmit: Receive system Double conversion
(at 13.8 V DC) • high power 6.3 A superheterodyne
• low power 2.0 A Intermediate 1st 21.8 MHz
frequency 2nd 455 kHz
Receive: Sensitivity 0.25 FV (typical) for
• Standby 500 mA 12 dB SINAD
• max.audio output 1.5 A Squelch sensitivity 0.32 FV at threshold
Adjacent channel More than 75 dB
Frequency stability ±5 ppm selectivity
Usable temp. range -4°F to +140°F Spurious response More than 75 dB
(-20°C to +60°C) rejection
Scan speed 8 channels/second Intermodulation More than 75 dB
rejection
Dimensions 9 W x 3 1/16 H x 85/8 D in Audio output power 5 W at 10%
(projections not included) 229 W x 78 H x 220 D mm distortion
Audio output 4S
Weight 5.5 lbs. (2.5kg.) impedance

All stated specifications are subject to change without notice or obligation.

MB-66 FLUSH MOUNT OPC-457

For mounting the transceiver to a panel. NMEA CABLE
Available in black or white. Allows you to connect NMEA equipment such
as a GPS receiver.
SP-5 EXTERNAL SPEAKER
A large, external speaker for superior audio INTERNAL UNITS
output UT-98 VOICE SCRAMBLER UNIT
Provides private communications. Analog-type
SP-10 EXTERNAL SPEAKER voice scrambling unit with 128 scramble codes
A compact, easy to install external speaker. available.

PS-66 DC-DC CONVERTER UX-130 DSC UNIT

Input voltage: 19 to 32 V DC When the UX-130 is installed, the transceiver
Output voltage: 13.6 V DC conforms to U.S. Coast Guard proposal SC-101
for marine digital communications

ES-001000 Page 30 of 30
Table of Contents
Information Section
Foreword 2 Maintenance Section
Air-To-Air Aftercooling System (ATAAC) (If Equipped)54

Safety Section Oil Level Gauge (Dipstick) 56

Important Safety Information 4 Scheduled Oil Sampling (S-O-S) 58
Safety 5 S-O-S Coolant Analysis 59
Warning Signs and Labels 5
Maintenance Terminology 60
General Hazard Information 7
Burn Prevention 9 Lube Viscosity Recommendations & Fill Capacity 61
Fire or Explosion Prevention 9
Maintenance Schedule-3304B Engines 62
Crushing or Cutting Prevention 10
Mounting and Dismounting 10 Maintenance Schedule-3306B Engines 64
Before Starting the Engine 11
Daily 66
Engine Starting 11
Engine Stopping 11 Every 50 Service Hours 75
Every 125 Service Hours 76
General Section
Emergency Service 12 Every 250 Service Hours 78
Model Views and Engine Information 13 Every 500 Service Hours (NA Only)* 91
Engine and Generator I.D. and Reference No’s 18 Every 1,000 Service Hours 92
Engine Lifting and Storage 20 Every 2,000 Service Hours 95
Every 3,000 Service Hours 100
Specification Section Every 4,000 Service Hours 105
Engine Specifications 22
Every 6,000 Service Hours 106
Torque Specifications 23
Standby Generator Preventive Maintenance
Cooling System Specifications 25
Recommendations 107
Fuel Specifications 31
Maintenance Schedule for Standby Generator Set
Lubricant Specifications 32
Engines 108
Gauges 38
Troubleshooting 109
Generator Set Control Panel 103-1582 (If Equipped) 39
Performance Analysis 110
Engine Protection Devices 40
Value Planned Repair (Repair Before Failure) 111
Engine Starting 45
Engine Operating Cost Analysis 112
Engine Operation 48
Maintenance Records 113
Cold Weather Operation 50
Maintenance Log 114
Engine Stopping 52
Literature Section
Reference Materials 115

Index Section
Index 117

3306 Caterpillar Page 1 of 120

Foreword
Literature Information Maintenance
This manual contains information and instructions The maintenance section is a guide to engine care.
concerning engine safety, operation, lubrication, and The illustrated instructions are grouped by maintenance
maintenance. Read, study, and keep it available with service intervals. The actual operating environment of
other literature and engine information. the engine also governs the maintenance schedule.
Under extremely severe, dusty, or frigid operating
Some photographs or illustrations in this publication conditions, lubrication and maintenance checks more
show details or attachments that may differ from your frequent than those specified in the Maintenance
engine. Guards and covers may have been removed for Schedule may be necessary.
illustrative purposes. Continuing improvement and
advancement of product design may have caused
changes to your engine which are not included in this Maintenance Intervals
publication.
Use the service hour meter to determine service intervals.
Whenever a question arises regarding your engine, or Calendar intervals shown (daily, weekly, monthly, etc.)
this publication, please consult your Caterpillar dealer can be used instead of service hour meter intervals, it
for the latest available information. they provide more convenient servicing schedules and
approximate the indicated service hour meter reading.
Recommended service should always be performed at
Safety the interval that occurs first.
The safety section lists basic safety precautions. In We recommend that the maintenance schedules be
addition, this section identifies hazardous, warning reproduced for ease of inspection. We also recommend
situations. Read and understand the basic precautions that ongoing maintenance records be kept to document
listed in the safety section before operating or engine service.
performing lubrication, maintenance and/or repair on this
product. See the Maintenance Records section of this publication
for information regarding documents that are generally
Operation accepted as proof of maintenance or repair. Your
Caterpillar dealer can assist you in tailoring your
Engine operation outlined in this publication is basic. Maintenance Schedule to meet the needs of your
Engine operators gain knowledge of the engine through operating environment.
experience, developing operation skills and techniques
which enhance efficient and economical engine
operation, Overhaul
Major engine repair details are not covered in this
The operation section is a reference for operators. manual. Major repairs are best left to trained personnel
Photographs and illustrations guide operators through or an authorized Caterpillar dealer.
correct procedures of inspecting, starting, operating and
stopping the engine, Discussion of gauges and engine If a major engine failure requiring removal of the engine
control information is included. occurs, numerous after-failure overhaul options available
from your Caterpillar dealer. Contact your dealer for
information regarding these options.

3306 Caterpillar Page 2 of 120

Engine Description
The engines described in this publication are 3304B and
3306B Industrial and EPG diesel engines.

They are designed primarily for agricultural, prime

power and standby electrical power generation,
petroleum and auxiliary industrial applications.

Engine Storage
For general information, refer to the Engine Lifting &
Storage topic. For complete engine storage information
refer to Special Instruction SEHS9031, Storage
Procedure for Caterpillar Products.

California
Proposition 65 Warning
Diesel engine exhaust and some of its constituents are
known to the state of California to cause cancer, birth
defects, and other reproductive harm.

The EPA/EU Emissions Certification Film (if

applicable) is located either on the side, the top, or
the front of the engine.

3306 Caterpillar Page 3 of 120

 Important Safety Information

Most accidents involving product operation, maintenance and repair are caused by failure to observe basic safety rules or
precautions. An accident can often be avoided by recognizing potentially hazardous situations before an accident occurs.
A person must be alert to potential hazards. This person should also have the necessary training, skills and tools to perform
these functions properly.

Improper operation, lubrication, maintenance or repair of this product can be dangerous and could result in injury or death.

Do not operate or perform any lubrication, maintenance or repair on this product, until you have read and understood the
operation, lubrication, maintenance, and repair information.

Safety precautions and warnings are provided in this manual and on the product. If these hazard warnings are not heeded,
bodily injury or death could occur to you or other persons.

The hazards are identified by the "Safety Alert Symbol" and followed by a "Signal Word" such as “WARNING” as shown
below.

The meaning of this safety alert symbol is as follows:

Attention! Become Alert! Your Safely is Involved.

The message that appears under the warning, explaining the hazard, can be either written or pictorially presented.

Operations that may cause product damage are identified by NOTICE labels on the product and in this publication.

Caterpillar cannot anticipate every possible circumstance that might involve a potential hazard. The warnings in
this publication and on the product are therefore not all inclusive. If a tool, procedure, work method or operating
technique not specifically recommended by Caterpillar is used, you must satisfy yourself that it is safe for you and
others. You should also ensure that the product will not be damaged or made unsafe by the operation, lubrication,
maintenance, or repair procedures you choose.

The information, specifications, and illustrations in this publicati6n are on the basis of information available at the time it
was written. The specifications, torques, pressures, measurements, adjustments, illustrations, and other items can change at
any time, These changes can affect the service given to the product. Obtain the complete and most current information
before starting any job. Caterpillar dealers have the most current information available. For a list of the most current
publication form numbers available, see the Service Manual Contents Microfiche, REG1139F.

3306 Caterpillar Page 4 of 120

Safety
Warning Signs and Labels Clutch

There may be several specific warning signs on your

engine. Please familiarize yourself with all warning
signs.

Make sure that YOU can read all warning signs. Clean
or replace warning signs if you cannot read the words or
see the pictures. When cleaning the labels use a cloth,
water and soap. Do not use solvents, gasoline, etc., to
clean warning signs. The use of solvents, gasoline, etc.,
could loosen the sign's adhesive and cause the sign to fall
off.

You must replace a warning sign if it is damaged,

missing or cannot be read. If a warning sign is attached The clutch warning label may be located on the clutch
to a part, and that part is replaced, make sure a new housing (if equipped).
warning sign is installed on the replaced part. See your
Caterpillar dealer for new warning signs.

Do not operate or work on the engine unless you have

read and understand the instructions and warnings in this
Manual. Proper care is your responsibility. Failure to
follow the instructions or heed the warnings could result
in injury or death.

Fuel Tank Lifting

The fuel tank lifting warning sign is located on the fuel
tank.

Rotating gears-finger or hand entanglement. Do not

service until reading the operator's manual.

Drain fuel tank before lifting unit. Lifting this unit

when fuel is present in the tank could result in
separation of the tank from the base and cause
personal injury or death.

3306 Caterpillar Page 5 of 120

Lifting the Generator Set Jumper Cable Connections

The warning label for jumper cable connections is

located near the batteries.

The warning label for lifting the generator set is located

on the rail.

Improper jumper cable connections can cause an

explosion resulting in personal injury.
Batteries may be located in separate compartments.
When using jumper cables, always connect positive
(+) cable to positive (+) terminal of battery connected
to starter solenoid and negative (-) cable from
external source to starter negative (-) terminal (if
machine not equipped with starter negative terminal,
connect to engine block.) Follow procedure in the
operation manual.

1. Use adequate spreader bar as described because

center of gravity is above base lift points.
2. Attach four properly rated chains from base lift
holes to spreader bar.
3. Adjust chain lengths to position spreader bar
over center symbol for level lift.
4. Use single point center lift arch and 5N2171
Instruction Film when present.

3306 Caterpillar Page 6 of 120

Electrical Shock Diesel engine exhaust contains products of combustion
which may be harmful to your health. Always start and
The warning label for electrical shock is located on the operate the engine in a well ventilated area and, if in an
control panel. enclosed area, vent the exhaust to the outside.

Use caution when removing filler cap, grease fittings,

pressure taps, breathers or drain plugs. Hold a rag over
the cap or plug to prevent being sprayed or splashed by
liquids tinder pressure.

• Wear a hard hat, protective glasses, hearing

protection and other protective equipment as
required by job conditions.

• Do not wear loose clothing or jewelry that can catch

on controls or other parts of the engine.

High voltage can cause electrical shocks. Electrical • Make certain all protective guards and covers are
shocks can cause personal injury or death. Avoid secured in place.
contacting electrical components or wiring.
• Use all cleaning solutions with care.

General Hazard Information • Never put maintenance fluids into glass containers
since glass containers can break.
Attach a DO NOT OPERATE or similar warning tag to
the start switch or controls before performing • Report all needed repairs.
maintenance or repairing the engine. These tags,
SEHS7332, are available from your Caterpillar dealer.
When appropriate, attach the tags at the engine and at UNLESS INSTRUCTED DIFFERENTLY,
each operator's position. Disconnect starting controls PERFORM ALL MAINTENANCE AS FOLLOWS:
when appropriate.
• Stop the engine.

• Ensure the protective locks or controls are in the

applied position.

• Disconnect the batteries whenever performing any

maintenance or before servicing the electrical
system. If the engine has electric starters,
disconnect and tape the battery ground leads to
prevent accidental starting.

• Do not attempt any repairs or adjustments to the

engine or driven equipment while it is running.

Do not allow unauthorized personnel on, around or in the • Do not attempt repairs you do not understand. Use
engine unit when it is being serviced. proper tools; replace or repair broken or damaged
equipment.

• Apply the parking brakes (it equipped).

• Block or restrain the vehicle or machine, if

applicable before operating or performing
maintenance.

3306 Caterpillar Page 7 of 120

• When starting an engine after repairs have been If dust, which may contain asbestos is present, there are
made to the fuel system or governor, make several common sense guidelines that should be
provisions for shutting off the engine's inlet air followed.
supply (to stop the engine), in case there is an
overspeed on startup. • Never use compressed air for cleaning.

• Start the engine only from the operator's station. • Avoid brushing or grinding of asbestos containing
Never short across the starter terminals or the materials.
batteries as this could bypass the engine neutral-start
system as well as damage the electrical system. • For clean up, use wet methods or a vacuum equipped
with a high efficiency particulate air (HEPA) filter.
Pressure Air and Water • Use exhaust ventilation on permanent machining
Pressure air can cause personal injury. When using jobs.
pressure air for cleaning, wear a protective face shield,
protective clothing and protective shoes. • Wear an approved respirator if there is no other way
to control the dust.
The maximum air pressure must be below 205 kPa (30
psi) and maximum water pressure must be below 275 • Comply with applicable rules and regulations for the
kPa (40 psi) for cleaning purposes. work place. (For example in the U.S,A.. OSHA
requirements as set forth in 29 CFR 1910.1001).
Wear eye protection at all times when cleaning the
cooling system. Pressurized water could cause debris • Follow environmental rules and regulations for
and/or hot water to be blown and result in personal disposal of asbestos.
injury.
• Avoid areas where airborne asbestos particles may be
present.
Fluid Penetration
Always use a board or cardboard when checking for a Lines, Tubes, and Hoses
leak. Escaping fluid under pressure, even a pin-hole size
leak, can penetrate body tissue, causing serious injury or Do not bend or strike high pressure lines. Do not install
possible death. bent or damaged lines, tubes or hoses.

If fluid is injected into your skin, it must be treated by a Repair any loose or damaged fuel and oil lines, tubes and
doctor familiar with this type of injury immediately. hoses. Leaks can cause fires.

Inspect all lines, tubes and hoses carefully. Do not use

Asbestos Information your bare hands to check for leaks. Tighten all
connections to the recommended torque.
This Caterpillar product and replacement parts shipped
from the factory are asbestos free. Caterpillar
recommends the use of only genuine Caterpillar Check for the following:
replacement parts. If any replacement parts containing
asbestos fibers are used, the following guidelines should • End fittings damaged, leaking or displaced.
be used in handling these parts and asbestos debris.
• Outer covering chafed or cut and wire reinforcing
Asbestos used in components is usually bound in a resin exposed.
or sealed in some way. Normal handling is not
hazardous as long as airborne dust which contains • Outer covering ballooning locally.
asbestos is not generated.
• Evidence of kinking or crushing of the flexible part of
Caution should be used to avoid breathing dust that may the hose.
be generated when handling components containing
asbestos fibers. It this dust is inhaled, it can be • Armoring embedded in the outer cover.
hazardous to your health.
Make sure that all clamps, guards and heat shields are
installed correctly to prevent vibration, rubbing against
other parts and excessive heat during operation.

3306 Caterpillar Page 8 of 120

Burn Prevention Batteries
Do not touch any part of an operating engine. Allow the
engine to cool before any repair or maintenance is Battery electrolyte contains acid and can cause injury.
performed on the engine. Avoid contact with the skin and eyes.

Relieve all pressure in air, oil, fuel or cooling systems Wash hands after touching batteries and connectors. Use
before any lines, fittings or related items are of gloves is recommended.
disconnected or removed.
Batteries give off flammable fumes which can explode.
Ensure there is proper ventilation for batteries which are
Coolant located in an enclosure.
Use caution when removing filler cap, grease fittings, Always thaw a frozen battery before jump starting.
pressure taps, breathers or drain plugs. Hold a rag over Frozen batteries can explode.
the cap or plug to prevent being sprayed or splashed by
liquids under pressure. Do not smoke when observing the battery electrolyte
levels.
To prevent personal injury, do not step up on engine to
remove the filler cap, if applicable. Use an adequate Always wear protective glasses when working with
ladder. batteries.
At operating temperature, the engine coolant is hot and Never disconnect any charging unit circuit or battery
under pressure. The radiator and all lines to heaters or circuit cable from the battery when charging unit is
the engine contain hot water. When pressure is relieved operating. A spark can cause the flammable vapor
rapidly, this hot water can turn into steam. mixture of hydrogen and oxygen to explode.
Allow cooling system components to cool before
draining. Any contact with hot water or steam can cause Fire or Explosion Prevention
severe burns.
Fire may result from lubricating oil or fuel sprayed on
Check the coolant level only after the engine has been hot surfaces causing personal injury and property
stopped and the filler cap is cool enough to remove with damage. Inspect all lines and tubes for wear or
your bare hand. deterioration. They must be routed, supported or
clamped securely. Tighten all connections to the
Remove the cooling system filler cap slowly to relieve recommended torque. Leaks can cause fires.
pressure.
Determine whether the engine will be operated in an
Cooling system additive (conditioner) contains alkali. environment in which combustible gases could be drawn
To prevent personal injury, avoid contact with the skin through the air inlet system. These gases could cause the
and eyes and do not drink. engine to overspeed, which in turn could seriously
damage the engine and result in bodily injury or property
damage.
Oils
If your application involves the presence of combustible
Hot oil and components can cause personal injury. Do gases, consult your Caterpillar dealer to obtain additional
not allow hot oil or components to contact the skin. information concerning protection devices (i.e. air inlet
shutoff) suitable for the application involved.
Keep all exhaust manifold and turbocharger shields in
place to protect hot exhaust from oil spray in the event of All fuels, most lubricants and some coolant mixtures are
a line, tube, or seal failure. flammable.

Diesel fuel is flammable. Gasoline is flammable. The

mixture of diesel and gasoline fumes are extremely
explosive.

3306 Caterpillar Page 9 of 120

Do not smoke while refueling or in a refueling area. Wiring must be kept in good condition, properly routed
and firmly attached. Routinely inspect wiring for wear
Do not smoke in areas where batteries are charged, or or deterioration. Loose, unattached, or unnecessary
where flammable materials are stored. wiring must be eliminated. All wires and cables must be
of the recommended gauge and fused if necessary. Do
Batteries give off flammable fumes which can explode. not use smaller gauge wire or bypass fuses. Tight
connections, recommended wiring, and cables properly
Keep all fuels and lubricants stored in properly marked cared for will help prevent arcing or sparking which
containers and away from all unauthorized persons. could cause a fire.

Store all oily rags or other flammable material in a

protective container, in a safe place. Fire Extinguisher
Have a fire extinguisher available and know how to use
Do not weld, or flame cut, on pipes, or tubes, that contain it. Inspect and have it serviced as recommended on its
flammable fluids. Clean them thoroughly with instruction plate.
nonflammable solvent before welding or flame cutting
on them.
Crushing or Cutting Prevention
Remove all flammable materials such as fuel, oil and
other debris before they accumulate on the engine. Support equipment and attachments properly when
working beneath them.
Do not expose the engine to flames, burning brush, etc.,
if at all possible. Never attempt adjustments while the engine is running
unless otherwise specified in this manual.
Shields (if equipped), which protect hot exhaust
components from oil or fuel spray in the event. of a line, Stay clear of all rotating and moving parts. Guards
tube or seal failure, must be installed correctly. should be in place whenever maintenance is not being
performed.
Provide adequate and proper waste oil disposal. Oil and
fuel filters must be properly installed and housing covers Keep objects away from moving fan blades. They will
tightened to proper torque when being changed. throw or cut any object or tool that falls, or is pushed,
into them.
Batteries must be kept clean, covers kept on all cells,
recommended cables and connections used and battery Wear protective glasses when striking objects to avoid
box covers kept in place when operating. injury to your eyes.

When starting from an external source, always connect Chips or other debris can fly off objects when struck.
the positive (+) jumper cable to the POSITIVE terminal Make sure no one can be injured by flying debris before
of the battery of the engine to be started. striking any object.

To prevent potential sparks from igniting combustible Mounting and Dismounting

gases produced by some batteries, attach the negative
boost ground cable last, to the starter NEGATIVE Do not climb on, or jump off the engine or stand on
terminal (if equipped) or to the engine block. See the components which cannot support your weight. Use an
Operation Section of this manual for specific starting adequate ladder. Always use steps and handholds when
instructions. mounting and dismounting.

Clean and tighten all electrical connections. Check Clean steps, handholds and areas of the engine you will
regularly for loose or frayed electrical wires. Refer to be working on or around.
maintenance schedules for interval. Have all loose or
frayed electrical wires tightened, repaired or replaced
before rating the engine.

3306 Caterpillar Page 10 of 120

Enclosure Doors Check the jacket water and oil temperature gauges
frequently during the operation of jacket water and/or
Strong winds may lift the enclosure doors off their hinge lube oil heaters to ensure proper operation.
pins.
Diesel engine exhaust contains products of combustion
If strong winds threaten to lift the enclosure doors, the
which may be harmful to your health. Always start and
doors should be removed from their hinges to prevent
operate the engine in a well-ventilated area and, if in an
damage.
enclosed area, vent the exhaust to the outside.

Before Starting the Engine

Starting Aids (if Used)
Inspect engine for potential hazards.
Ether and other starting aids are poisonous and
Be sure all protective guards and covers are installed it
flammable. Do not smoke while changing ether
an engine must be started to make adjustments or checks.
cylinders.
To help prevent an accident caused by parts in rotation,
work carefully around them.
Use ether only in well ventilated areas.
Do not disable or bypass automatic shutoff circuits.
Keep ether cylinders out of the reach of unauthorized
They are provided to prevent personal injury and engine
persons.
damage.
Do not store replacement ether cylinders in living areas
Never start an engine with the governor linkage
or in the engine compartment or cab (if equipped).
disconnected.
Do not store ether cylinders in direct sunlight or at
Make provisions for shutting off the air or fuel supply to
temperatures above 39°C (102°F). Discard cylinders in a
stop the engine if there is an overspeed on start-up after
safe place. Do not puncture or burn cylinders.
performing repair or maintenance to the engine.

See the Maintenance section of this manual for Engine Stopping

adjustment, or the Service Manual for repairs.
Stop the engine according to the Engine Stopping
instructions in the Operation Section to avoid
Engine Starting overheating and accelerated wear of the engine
components.
DO NOT start the engine or move any of the controls if
there is a warning tag attached to the controls. Check
Only use the Emergency Stop button in an emergency
with the person who attached the tag before starting.
situation. DO NOT start the engine until the problem
necessitating the emergency stop has been located and
Make sure no one is working on, or close to the engine or
corrected.
engine driven components before starting it. Always
make an inspection of the engine before and after
On initial startup or overhaul, be prepared to STOP the
starting.
engine should an overspeed condition occur. This may
be accomplished by cutting the fuel and air supply to the
Start the engine only from the operator's station. Never
engine.
short across the starter terminals or the batteries as this
could bypass the engine neutral-start system as well as
damage the electrical system.

Always start the engine according to the required Engine

Starting procedure described in this manual to prevent
major engine component damage and personal injury.

3306 Caterpillar Page 11 of 120

Emergency Service
North America Only Brazil
When a problem arises concerning the sale, operation or Caterpillar Americas Co,
service of your engine, it will normally be handled by the Edificio Brasil Interpart
dealer in your area. The service facility nearest you can Rua Guararapes, 2064 5.0 andar, cj.2
be located twenty-four hours a day by calling the phone 04561-004 - Sao Paulo-SP-Brazil
number below. 01.000-Sao Paulo-SP-Brazil
Phone: 011-536-3388
In U.S. and Canada: 1 (800) 447-4986. Fax: 011-505-1647

Your satisfaction is a primary concern to Caterpillar and Far East (except Japan and Australia)
its dealers. If you have a problem that has not been Caterpillar Far East Limited
handled to your complete satisfaction, we suggest the 28th Floor, Sun Hung Kai Centre
steps that follow. 30 Harbour Road
G.P.O. Box 3069
Step One Wanchai, Hong Kong
Discuss your problem with a member of management Cable Address; CATFAREAST HKG
from the dealership. Telex No.: HX73305 CFEL
Phone: 5-8326333
Step Two
When it appears that your problem cannot be readily Australia and New Zealand
resolved at the dealer level without additional assistance, Caterpillar of Australia Ltd. 1 Caterpillar Drive
use the above telephone numbers and ask to talk to a Private Mail Bag 4
Field Service Coordinator. Regular Monday through Tullamarine, Victoria 3043
Friday business hours are from 8.00 a.m. to 4:30 p.m. Australia
Central Standard Time (CST). Telex: AA30240
Cable: CATERPILLAR MELB
Step Three Phone: (03) 339-9333
if you are still not satisfied, present the engine matter in Fax: (03) 336-3366
writing to: Caterpillar Inc.
Manager, Customer Service, Engine Division Japan
Mossviile Bldg. A Caterpillar Mitsubishi Ltd.
P.O. Box 600 3700,Tana, Sagamihara-shi
Peoria, Illinois 61552-0600 Kanagawa-ken, 229
Japan
When contacting the Manager, Customer Service, please Telex No.: 2872-261 CM HAJ
keep in mind that ultimately your problem will likely be Cable Address: CATERBISHICO SAGAMIHARA
resolved at the dealership, using their facilities, Phone: Sagamihara (0427) 62-1121
equipment, and personnel. Therefore, it is suggested that Fax: (0427) 62-8542
you follow the above steps in sequence when
experiencing a problem. Europe, Africa, and Middle East
Caterpillar Overseas S.A./Power SyStNTIS
Outside North America YA50 76, Route de Frontenex
If a problem arises outside North America, and cannot be P.O. Box 456
resolved at the dealer level, contact the appropriate 1211 Geneva 6
Caterpillar subsidiary office. Switzerland
Cable Address: CATOVERSEA
Telex No.: 413323
Central/South America (except Brazil) Phone: (022) 8494444
Caterpillar Americas Co. Telecopier: (022) 849-4984
100 NE Adams Street Fax: (022) 849 4544
Peoria, Illinois 61629 U.S,A.
Phone: 309-675-5876
Fax: 309-675-5384

3306 Caterpillar Page 12 of 120

Model Views and Engine Information
Engine Model Views
Typical views and attachments are shown. Because
of individual applications, your engine may appear
different from those illustrated.

3306B Model Views: Air Cleaner (1), Turbocharger (2), Exhaust (3), Service (Hour) Meter (4), Crankcase Breather (5),
Instrument Panel (6), Lifting Eye (7), Oil Filler (8), Fuel Pressure Gauge (9), Fuel Filter (10), Fuel Priming Pump (11),
Fumes Disposal Tube (12), Magnetic Pickup Location (13), Crankshaft Vibration Damper (14), Flywheel Housing (15), Oil
Drain (16), Oil Level Gauge (17), and Oil Filter (18).

3306 Caterpillar Page 13 of 120

Standby Generator Set: Control and Power Panel (1), Optional Battery Charger Mounting Location (2), Air Cleaner (3),
Solenoid (4), Fuel Priming Pump (5), Exhaust (6), Governor Control Lever (7), Crankcase Breather (8), Radiator Fill Cap
(9), Circuit Breaker (10). Optional Radiator Vent Hose (11), Lifting Location (12), Starting Motor (13). Oil Drain (14),
Fuel Filter (15), and Water Drain (16).

3306 Caterpillar Page 14 of 120

Building Service Standby (BSSB) Generator Set: Control and Power Panel (1), Optional Total-Enclosure (2), Air
Cleaner (3), Fuel Priming Pump (4), Governor Control Lever (5), Crankcase Breather (6), Radiator Fill Cap (7), Lifting
Location (8), Starting Motor (9), Fuel Filter (10), and Oil Drain (11).

3306 Caterpillar Page 15 of 120

Prime Generator Set: Control and Power Panel (1), Air Inlet (2), Solenoid (3), Turbocharger (4), Exhaust (5), Governor
Control Lever (6), Crankcase Breather (7), Fuel Pressure Gauge (8), Radiator Fill Cap (9), Lifting Location (10), Starting
Motor (11), Fuel Priming Pump (12), Fuel Filter (13), Oil Drain (14), and Water Drain (15).

3306 Caterpillar Page 16 of 120

Engine Information
The engines are available with direct fuel injection. The engines can be naturally aspirated, turbocharged, or turbocharged
with jacket water aftercooling. The 3306B is also available turbocharged with air-to-air aftercooling (ATAAC).

A full-range hydramechanical governor controls the fuel injection pump output, maintaining the engine rpm selected by the
operator. Individual injection pumps (one for each cylinder) meter and pump fuel under high pressure to injection nozzles.
Automatic timing advance provides the best fuel injection timing over the full range of engine speed.

The cooling system consists of:

• a gear driven centrifugal pump (with one thermostat which regulates the engine coolant temperature)
• an oil cooler, and
• a radiator (incorporating a shunt system).

The engine lubricating oil, which is both cooled and filtered, is supplied by a gear-type pump. Bypass valves provide
unrestricted flow of lubrication oil to the engine parts if oil viscosity is high, or if the oil cooler or the oil filter elements
become plugged.

Engine efficiency, efficiency of emission controls, and engine performance, depend on adherence to proper operation and
maintenance recommendations. Engine performance and efficiency also depend on the use of recommended fuels and
lubrication oils. Follow the recommended Maintenance Schedule found in this publication, paying attention to emission
related components, air cleaner, oil, oil filter, fuel and fuel filter maintenance.

3306 Caterpillar Page 17 of 120

Engine and Generator Identification and Reference Numbers
Engine Identification Generator Identification
Caterpillar engines are identified with serial numbers, fuel
system setting numbers, and arrangement numbers. In
some cases, modification numbers are used. These
numbers are shown on the serial number plate mounted on
the engine.

Caterpillar dealers need all of these numbers to determine

which components were included on the engine when it
was assembled at the factory. This permits accurate
identification of replacement part numbers.

Quality Caterpillar replacement parts are available from

Caterpillar dealers throughout North America and the
world. Their parts stocks are up to date and include all
The generator serial number plate is located on the barrel
parts normally required to protect your Caterpillar engine
of the generator,
investment.

Serial Number Plate

Typical generator serial number plate.

The Serial Number Plate is located on the rear of the

cylinder block.

Information Plate

The Information Plate is located on the left side of the

cylinder block, or on the valve cover.

3306 Caterpillar Page 18 of 120

Reference Numbers Ordering Parts

NOTE: Locate the following information for your When ordering parts, your order should specify the
engine, and record it on the appropriate line below. You quantity, part number, part name and serial number,
may wish to make a copy of this record. Retain the arrangement number and modification number of the
information for future reference. engine for which the parts are needed. If in doubt about
the part number, please provide your dealer with a
Record for Reference complete description of the needed item.

Engine Model When service or maintenance is needed for your

Engine Serial No. Caterpillar engine, be prepared to give the dealer all the
information that is provided on the Information Plate.
Engine Arrangement No.
Engine Power Discuss the problem with the dealer, such as when it
Engine Low Idle rpm occurs, what happens. etc. This will help the dealer in
troubleshooting and solving the problem faster.
Engine Full Load rpm
Performance Specification No.
Governor Group No.
Fuel Filter Element No.
Lubrication Oil Filter Element No.
Auxiliary Oil Filter Element No.
Lubrication Oil System Capacity
Supplemental Coolant Additive
Maintenance Element No.
Supplemental Coolant Additive
Pre-charge Element (Optional) No.
Cooling System Capacity
Air Cleaner Element No.
Fan Drive Belt Set No.
Alternator Belt No.

3306 Caterpillar Page 19 of 120

Engine Lifting and Storage

Engine Lifting Engine Lifting With Generator

NOTE: Do not use the engine lifting eyes to remove the
engine and generator together.

Lifting the engine and generator together requires special

equipment and procedures. Contact your Caterpillar
dealer for information regarding fixtures for proper lifting
of your engine package.

Engine Lifting With Fuel Tank

Lifting the engine along with a mounted fuel tank requires
special equipment and procedures. Do not lift the unit
with fuel in the tank. Contact your Caterpillar dealer for
information regarding proper engine and fuel tank lifting.
NOTICE
When it is necessary to remove a component on an
angle, remember that the capacity of an eyebolt is less Engine Storage
as the angle between the supporting members and the
object becomes less than 90 degrees. Eye Bolts and The following Engine Storage procedures and
recommendations minimize the possibility of damage to
brackets should never be bent, and should only be
engines stared for one year or less.
loaded under tension.
When an engine is not started for several weeks, the
Use a hoist to remove heavy components. Use an lubricating oil drains from the cylinder walls and piston
adjustable lifting beam to lift the engine. All supporting rings. Rust can then form on the cylinder liner surface,
increasing engine wear and decreasing engine life.
members (chains and cables) should be parallel to each
other, and perpendicular as possible to the top of the
Special precautions should be used with engines
object being lifted.
remaining out of service for extended periods,
Some removals require the use of lifting fixtures, to obtain
proper balance and provide safe handling. After one year, a complete protectl6n procedure must be
followed if the engine is kept in storage longer.
To remove the engine ONLY, use the lifting eyes
To prevent excessive engine wear:
equipped with the engine.
• Be sure all lubrication recommendations mentioned
The lifting eyes are designed for the engine arrangement in the: Maintenance Schedule intervals chart are
as sold. Modifying the lifting eyes and/or engine completed.
arrangement weight renders the lifting eyes and devices
obsolete. • If freezing temperatures are expected, check the
cooling system for adequate protection against
If you modify the lifting eyes and/or engine arrangement freezing. A 50/50 solution of Caterpillar (permanent
weight, you are responsible for providing adequate lifting type) Antifreeze and approved water will give
devices. Contact your Caterpillar dealer for information protection to -29°C (-20°F).
regarding fixtures for proper engine package lifting.
If it will be impossible to start the engine periodically,
consult your Caterpillar dealer for instructions to prepare
your engine for longer storage periods.

Refer to Storage Procedures For Caterpillar Products,

SEHS9031, for more detailed information on engine
storage.

3306 Caterpillar Page 20 of 120

Generator Storage Procedure To Remove Moisture

When a generator is stored, moisture may condense in the NOTICE

windings. Use a dry storage space and space heaters to Drying does not always produce desired results. It
minimize condensation, Refer to: Service Manual for SR4 may be necessary for the generator to be dipped and
Generators, SENR3985, or Special Instruction, baked by a qualified rebuild shop.
SEHS9124, Cleaning and Drying of Caterpillar Electric
Set Generators, or contact your Caterpillar dealer.
• Energize the space heaters in the generator (if
After Storage equipped).

NOTE: Test the main stator windings with a • Space heaters, of the same type used in marine
megohmmeter: applications, can be installed on generators (see the
Parts Manual.) These heaters warm the windings to
• Before the initial startup of the generator set. remove moisture. These heaters should be connected
• Every 3 months* if the generator is operating in a at all times in high humidity conditions, whenever the
humid environment. generator is not running.
• If the generator has not been run under load for 3
months* or more. The megohmmeter test is described in Service Manual for
SR4 Generators, SENR3985 or Special Instruction,
* This is a guideline only. It may be necessary to megger SEHS9124, Cleaning and Drying of Caterpillar Electric
more frequently if the environment is extremely humid Set Generators, or contact your Caterpillar dealer.
or salty.

When servicing or repairing electric power generation

equipment:

Make sure the unit is off-line (disconnected from

utility and/or other generators power service), and
either locked out or tagged DO NOT OPERATE 1.
Remove all fuses.

Make sure the generator engine is stopped.

Make sure all batteries are disconnected.
Make sure all capacitors are discharged.
Failure to do so could result in personal injury or
death.

Make sure residual voltage in the rotor, stator and the

generator is discharged.

1
DO NOT OPERATE tags, SEHS7332, are available
from your Caterpillar dealer.

3306 Caterpillar Page 21 of 120

Engine Specifications
3304B Engine

3304B ENGINE SPECIFICATIONS

Number of Cylinders 4 in-Line
Bore 121 mm (4.75 in.)
Stroke 152 mm (5.0 in.)
Compression Ratio 15:1
Aspiration NA & T
Displacement 7.0 L (425 cu in.)
Firing Order 1-3-4-2
Rotation (viewed from flywheel) Counterclockwise

3304B VALVE LASH (CLEARANCE) SETTINGS

Inlet 0.38 mm (0.015 inch).
Exhaust 0.64 mm (0.025 inch)

3306B Engine

3306B ENGINE SPECIFICATIONS

Number of Cylinders 6 In-Line
Bore 121 mm (4.75 in.)
Stroke 152 mm (6.0 in.)
Compression Ratio 15.1
Aspiration NA, T & TA
Displacement 10.5 L (638 cu in.)
Firing Order 1-5-3-6-2-4
Rotation (viewed from flywheel) Counterclockwise

3306B VALVE LASH (CLEARANCE) SETTING

Inlet 0.38 mm (0.015 inch)
Exhaust 0.64 mm (0.025 inch)

3306 Caterpillar Page 22 of 120

 Torque Specifications
Torques for Taperlock Studs
General Torque Information
Thread Size Standard Taperlock Stud Torque
Inch N-m1 lb ft
1/4 8±3 6±2
5/16 17 ± 5 13 ± 4
Mismatched or incorrect fasteners can result in 3/8 35 ± 5 26 ± 4
damage or malfunction, or possible injury. 7/16 45 ± 10 33 ± 7
1/2 65 ± 10 48 ± 7
Take care to avoid mixing metric dimensioned
5/8 110 ± 20 80 ± 15
fasteners and inch dimensioned fasteners.
3/4 170 ± 30 125 ± 22
7/8 260 ± 40 190 ± 30
Exceptions to these torques are given in the Service 1 400 ± 60 300 ± 44
Manual, it necessary. 1 1/8 525 ± 60 390 ± 44
1 1/4 750 ± 80 550 ± 60
Prior to installing any hardware, ensure that the 1 3/8 950 ± 125 700 ± 90
components are in near new condition. Bolts and threads 1 1/2 1200 ± 150 880 ± 110
must nor be worn or damaged. Threads must not have 1
burrs or nicks. Hardware must be free of rust and 1 Newton meter (N-m) is approximately the same as 0.1
corrosion. Clean the hardware with a non-corrosive mkg.
cleaner. Do not lubricate the fastener threads except with
rust preventive. The rust preventive should be applied by NOTE: Use these standard torque values for all fasteners
the supplier of that component for purposes of shipping unless otherwise specified in this manual or in the Service
and storage. Other applications for lubricating Manual.
components may also be specified in the Service Manual.

For additional torque specifications, refer to SENR3130, Torque for Metric Fasteners
Torque Specifications, available from your Caterpillar
dealer. Metric IS0 2 Thread
Thread Size Standard Torque
Standard Torque for Bolts, Nuts and Metric N-m1 lb ft
Taperlock Studs M6 12 ± 3 9±2
M8 28 ± 7 21 ± 5
Thread Size Standard Bolt & Nut Torque M10 55 ± 10 41 ± 7
Inch N-m1 lb ft M12 100 ± 20 75 ± 15
1/4 12 ± 3 9±2 M14 160 ± 30 120 ± 22
5/16 25 ± 6 18 ± 4 M16 240 ± 40 175 ± 30
3/8 47 ± 9 35 ± 7 M20 460 ± 60 340 ± 44
7/16 70 ±15 50 ± 11 M24 800 ± 100 590 ± 75
1/2 105 ±20 75 ± 15 M30 1600 ± 200 1180 ± 150
9/16 160 ± 30 120 ± 22 M36 2700 ± 300 2000 ± 220
5/8 215 ± 40 160 ± 30 1
3/4 370 ± 50 275 ± 37 1 Newton meter (N-m) is approximately the same as 0.1
mkg.
7/8 620 ± 80 460 ± 60 2
1 900 ± 100 660 ± 75 ISO-International Standard Organization.
1 1/8 1300 ± 150 960 ± 110
1¼ 1800 ± 200 1320 ± 150
1 3/8 2400 ± 300 1780 ± 220
1 1/2 3100 ± 350 2280 ± 260
1
1 Newton meter (N-m) is approximately the same as 0.1
mkg.

3306 Caterpillar Page 23 of 120

 Torque for Standard Hose Clamps - Worm Torque for Constant Torque Hose Clamps
Drive Band Type
A Constant torque hose clamp can be used in place of any
standard hose clamp. Make sure the constant torque hose
NOTICE clamp is the same size as the standard clamp. Due to
The chart that follows gives the torques for initial extreme temperature changes, hose will heat set. Heat
installation of hose clamps on new hose and for re- setting causes hose clamps to loosen. Loose hose clamps
assembly or tightening of hose clamps on existing hose. can result in leaks. There have been reports of component
failures caused by hose clamps loosening. The constant
torque hose clamp will help prevent these failures.
Initial Installation
Torque on Now Hose
Clamp Width N-m1 lb in.
15.9 mm (.63 in) 7.5 ± 0.5 65 ± 4
13.5 mm (.53 in) 4.5± 0.5 40 ± 4
7.9 mm (.31 in) 0.9 ± 0.2 8±2
Re-assembly or
Re-tightening Torque
Clamp Width N-m1 lb in.
Use a torque wrench for proper installation of the constant
15.9 mm (.63 in) 4.5 ± 0.5 40 ± 4 torque hose clamp. The constant torque hose clamp is
13.5 mm (.53 in) 3.0 ± 0.5 27 ± 4 installed correctly under the following conditions:

7.9 mm (.31 in) 0.7 ± 0.2 6±2 • Screw tip (1) extends 6.35 mm (.250 in) (X) beyond
the housing.
1
1 Newton meter (N-m) is approximately the same as 0.1
mkg. • The belleville washers are collapsed nearly flat after
screw (2) is tightened to a torque of 11 ± 1 N-m (98 ±
9 lb in).

3306 Caterpillar Page 24 of 120

Cooling System Specifications
General Coolant information Additives
Additives must be added to all coolant mixtures.
Many engine failures are related to the cooling system. Additives help prevent the formation of rust, scale, and
Problems such as overheating, water pump leaking, mineral deposits. Additives protect metals from
plugged radiators, and cylinder liner pitting can be corrosion, prevent liner cavitation, and contain
avoided with proper cooling system maintenance. antifoaming agents. Additives deplete during engine
Cooling system maintenance is as important as fuel and operation and need to be replenished. This can be done
lubricating system maintenance. Coolant quality is as by treating conventional coolants with Supplemental
important as the quality of fuel and lubricating oil. Coolant Additives (SCA) or by treating Extended Life
Coolant (ELC) with Extender.
Coolant is normally composed of three elements:
Additives must be added at the proper concentration.
• Water
Over-concentration of additives can cause the inhibitors to
• Additives
drop out of the solution and form a gel in the radiator. An
• Glycol over-concentration of additives produces excessive
deposits on water pump seals that can cause the water
pump seal to leak. Under-concentration of additives can
Water produce pitting, cavitation, erosion, rust, scale, and
foaming.
NOTICE
Never use water alone without Supplemental Coolant Glycol
Additives (SCA) or without inhibited coolant. Water
alone is corrosive at engine operating temperatures. Glycol in the coolant provides boil and freeze protection,
Water alone does not provide adequate freeze or boil prevents water pump cavitation, and reduces cylinder liner
protection. pitting. For optimum performance, Caterpillar
recommends a 50/50 glycol/water coolant mixture.

Distilled or deionized water is recommended for use in Ethylene glycol is used in most conventional heavy duty
engine cooling systems. DO NOT use hard tap water or (HD) coolant/antifreezes. However, propylene glycol
salt softened tap water in engine cooling systems. If may also be used. Both ethylene glycol and propylene
distilled or deionized water is not available, use water that glycol have similar fluid properties in a 50/50
meets the minimum acceptable requirements listed in the glycol/water mixture. Both ethylene glycol and propylene
following chart. glycol provide similar heat transfer, freeze protection,
corrosion control, and seal compatibility. The following
charts define the temperature protection provided by the
Caterpillar Water Quality Limits two types of glycol.
Water Property (ASTM Test) mg/L (grains/US gal)
Ethylene Glycol
Chloride (D512b or D512d or D4327) 40 (2.4) Maximum
Concentration Protection Against
Sulfate (D516b or D516d) 100 (5.9) Maximum
% Glycol/% Water Freezing Boiling
Total Hardness (D1126) 170 (10) Maximum
50/50 -36°C (-33°F) 106°C (223°F)
Total Solids (D1888a) 340 (20) Maximum
60/40 -51°C (-60°F) 108°C (226°F)
pH (D1293) 5.5 to 9.0

Contact your Caterpillar dealer, your local water

department. agricultural agent, or an independent
laboratory for water analysis.

3306 Caterpillar Page 25 of 120

 NOTICE
Do not use propylene glycol in concentrations that Caterpillar ELC will provide the best coolant service life,
exceed 50 percent glycol because of propylene glycol's corrosion protection, water pump seal service life, and
reduced heat transfer capability. Use ethylene glycol radiator service life.
in conditions that require additional boil or freeze
protection. Caterpillar recommends a 50/50 glycol/water mixture for
optimum ELC performance and for optimum conventional
HD coolant/antifreeze performance.
Propylene Glycol
NOTE: Caterpillar DEAC does not require SCA
Concentration Protection Against treatment at initial fill. Commercial HD
% Glycol/% Water Freezing Boiling coolant/antifreezes meeting the ASTM D5345 or D4985
specification DO REQUIRE SCA treatment at initial fill.
50/50 37°C (-35°F) 106°C (222°F)
In those stationary applications that do not require boil or
freeze protection, a mixture of SCA and water is
Caterpillar recommends the use of a refractometer for acceptable. Caterpillar recommends a six to eight percent
checking the glycol concentration. Use the 1U-7298 Concentration of SCA in those cooling systems, Distilled
Coolant Tester ( °C) or use the 1U-7297 Coolant Tester or deionized water is preferred. Water having the
(°F). The testers give immediate, accurate readings and properties listed in the Caterpillar Water Quality Limits
can be used with ethylene or propylene glycol. chart may be used.

Coolant Recommendations Coolant Service Life

Coolant Type Service Life
NOTICE Caterpillar ELC 6000 Hours or Six Years
DO NOT use a commercial coolant/antifreeze that
Caterpillar DEAC 3000 Hours or Two Years
ONLY meets the ASTM D3306 or D4656 specification.
This type of coolant/antifreeze is made for light duty Commercial heavy duty 3000 Hours or Two Years
automotive applications. Coolant/antifreeze meeting
ASTM D5345
Commercial heavy duty 3000 Hours or One Year
The primary types of coolant used in Caterpillar coolant /antifreeze meeting
commercial diesel engines are: ASTM D4965
Caterpillar SCA and Water 3000 Hours or Two Year
• Preferred - Caterpillar Extended Life Coolant (ELC), Commercial SCA and
or... 3000 Hours or One Year
Water

a commercial ELC meeting the Caterpillar EC-1

specification Caterpillar Extended Life Coolant (ELC)
Caterpillar provides Extended Life Coolant (ELC) for use
• Acceptable - Caterpillar Diesel Engine in heavy-duty diesel engines, natural gas engines, and
Antifreeze/Coolant (DEAC), or... automotive engines. The Caterpillar ELC anticorrosion
package is totally different from conventional coolants.
a commercial heavy duty (HD) coolant/antifreeze Caterpillar ELC is an ethylene glycol based coolant
meeting ASTM D5345 or D4985 specifications, or ... containing organic acid corrosion inhibitors and
antifoaming agents. Caterpillar ELC has fewer nitrites
a mixture of Caterpillar SCA and distilled or than other coolants. Caterpillar ELC has been formulated
deionized water, or ... with the correct levels of additives to provide superior
corrosion protection for all metals in diesel engine cooling
a mixture of commercial SCA and distilled or systems.
deionized water
Caterpillar ELC extends coolant service life to 6000
service hours or Four years. Caterpillar EX does not
require frequent additions of SCA. A “one time only”
coolant Extender is the only maintenance addition
required. The Extender should be added to the cooling
system at 3000 service hours or Two Years.

3306 Caterpillar Page 26 of 120

Caterpillar ELC is available Premixed with distilled water ELC Cooling System Cleaning
in a 50/50 concentration. The Premixed ELC provides
freeze protection to -36°C (-33°F). The Premixed ELC is NOTE: Clean water is the only system cleaning/flushing
recommended for initial fill and for topping off the agent required when ELC is drained from the cooling
cooling system. ELC Concentrate is available to lower system.
the freezing point to -51°C (-60°F) for Arctic conditions.
ELC Concentrate should be used to adjust the coolant ELC can be recycled. The drained coolant mixture can be
freeze point as required where Caterpillar ELC Premixed distilled to remove the ethylene glycol and water for
freeze protection is not acceptable. reuse. Contact your Caterpillar dealer for more
information.
Contact your Caterpillar dealer for part numbers and
available container sizes. After draining and refilling the cooling system, operate
the engine with the radiator filler cap removed until the
NOTE: The Caterpillar EC-1 Specification is an industry coolant reaches normal operating temperature and the
standard developed by Caterpillar. The EC-1 coolant level stabilizes. Add ELC mixture as necessary to
specification defines all of the performance requirements fill the system to the proper level.
that an engine coolant must meet in order to be sold as an
extended life coolant for Caterpillar engines. Caterpillar
ELC can be used in most OEM diesel, gasoline, and Changing to Caterpillar ELC
natural gas engines. Caterpillar ELC meets the industry
performance requirements of ASTM D4985 and D5345 To switch the cooling system from conventional HD
for heavy duty low silicate coolant/antifreezes. coolant/antifreeze to Caterpillar ELC, perform the
Caterpillar ELC also meets the industry performance following steps:
requirements of ASTM D3306 and D4656 for automotive
applications. 1. Drain the cooling system.

2. Flush the system wi th clean water to remove any

Caterpillar ELC Cooling System Maintenance debris.

Caterpillar ELC Extender 3. Clean the cooling system with Caterpillar Cooling
System Cleaner. Follow the instructions on the label.
Caterpillar ELC Extender is added to the cooling system
halfway through the ELC service life. The cooling system 4. Flush the cooling system with clean water. It is very
should be treated with Extender at 3000 service hours or important to remove all cleaning agent.
one half of the coolant service life. Use the chart below to
determine the proper amount of Caterpillar Extender 5. Fill the cooling system with clean water. Operate the
required. engine until the cooling system temperature is 49 to
66°C (120 to 150°F).
Contact your Caterpillar dealer for part numbers and
available container sizes. 6. Drain the cooling system. Flush the cooling system
with clean water.
Caterpillar ELC Extender Additions
By Cooling System Capacity 7. Repeat steps 5 and 6. Continue to flush the cooling
Cooling System Capacity Extender Addition system with clean water until the draining water is
also clean.
22 to 30 L (6 to 8 US gal) 0.57 L (20 fl oz)
31 to 38 L (9 to 10 US gal) 0.71 L (24 fl oz) 8. Fill the cooling system with Caterpillar ELC.
39 to 49 L (11 to 13 US gal) 0.95 L (32 fl oz) 9. Attach a label to the cooling system to indicate the
50 to 64 L (14 to 17 US gal) 1.18 L (40 fl oz) system has been switched over to Caterpillar ELC.
65 to 83 L (18 to 22 US gal) 1.60 L (54 fl oz)
84 to 114 L (23 to 30 US gal) 2.15 L (72 fl oz)
115 to 163 L (31 to 43 US gal) 3.00 L (100 fl oz)
164 to 242 L (44 to 64 US gal) 4.40 L (148 fl oz)

3306 Caterpillar Page 27 of 120

ELC Cooling System Contamination Caterpillar DEAC is available premixed with distilled
water in a 50/50 concentration. If DEAC concentrate is
NOTICE used, Caterpillar recommends mixing the concentrate with
Mixing ELC with other products reduces the distilled or deionized water. If distilled or deionized
effectiveness of the ELC and shortens the ELC service water is not available, use water that has the properties
life. Use only Caterpillar products or commercial listed in the Caterpillar Water Quality Limits chart.
products that have passed the Caterpillar EC-11
specification for premixed or concentrate coolants.
Caterpillar Supplemental Coolant Additive (SCA)
Use only Caterpillar Extender with Caterpillar ELC.
Failure to follow these recommendations can result in Caterpillar Supplemental Coolant Additive (SCA) is
shortened cooling system component life. effective in preventing corrosion on all metals. Caterpillar
SCA also prevents the formation of mineral deposits,
prevents liner cavitation, and eliminates coolant foaming.
ELC cooling systems can withstand contamination of up
to ten percent of conventional HD coolant/antifireeze. If Caterpillar DEAC is formulated with the correct level of
the contamination exceeds ten percent of the total system Caterpillar SCA. Additional SCA is NOT needed when
capacity, perform either one of the following two the cooling system is initially filled with DEAC.
procedures:
Contact your Caterpillar dealer for part numbers and
• Drain the cooling system. Flush the system with available container sizes.
clean water. Refill the system with ELC.

• Maintain the cooling system as it the system is filled Commercial Heavy Duty (HD)
with conventional HD coolant/antifreeze. Coolant/Antifreeze and SCA
If Caterpillar DEAC is not used, select a low silicate
Commercial ELC commercial HD coolant/antifreeze that meets ASTM
D5345 or D4985 specifications.
If Caterpillar extended life coolant is not used, select a
commercial extended life coolant that meets the When a commercial HD coolant/antifreeze is used, the
Caterpillar EC-1 specification. Do not use a product that cooling system should be treated with three to six percent
is labeled as an extended life coolant but does not most Caterpillar SCA by volume. Refer to the Caterpillar SCA
the Caterpillar EC-1 specification. Follow the coolant Requirements for Heavy Duty Coolant/Antifreeze chart.
maintenance guidelines of the commercial ELC supplier. It Caterpillar SCA is not used, select a commercial SCA.
In all cases, use distilled or deionized water or use water The commercial SCA must provide a minimum of 1200
that has the properties listed in the Caterpillar Water mg/L or 1200 ppm (70 grains/US gal) nitrites in the final
Quality Limits chart. coolant mixture. Follow the coolant maintenance
guidelines of the commercial SCA supplier,
Caterpillar Diesel Engine Antifreeze/Coolant HD coolant/antifreezes that meet ASTM D5345 or D4985
(DEAC) specifications DO require SCA treatment at initial fill, and
Caterpillar recommends the use of Caterpillar Diesel on a maintenance basis.
Engine Antifreeze/Coolant (DEAC) in conventional HD
cooling systems, DEAC is an alkaline type, single-phase, When mixing concentrated coolants, use distilled or
ethylene glycol-based antifreeze/coolant. DEAC contains deionized water or use water that has the properties listed
inorganic corrosion inhibitors and antifoaming agents. in the Caterpillar Water Quality Limits chart.

Contact your Caterpillar dealer for part numbers and

available container sizes.

3306 Caterpillar Page 28 of 120

Heavy Duty Coolant/Antifreeze Cooling Caterpillar SCA Requirements
System Maintenance For Heavy Duty Coolant/Antifreeze
SCA At Initial SCA At SCA Element
Fill1 ASTM 250 Hours At 250 Hours
NOTICE D5345 ASTM For All HD For All HD
Never operate an engine without water temperature D4985 HD Type Type
regulators in the cooling system. Water temperature Cooling System Coolant Coolants 2 Coolants 3 Part
regulators maintain the engine coolant at the proper Capacity L (US gal) L (fl oz) L (fl oz) No. (Qty)
operating temperature. Cooling system problems can 22 to 30 (6 to 8) 0.95 (32) 0.24 (8) 111-2370 (1)
develop without water temperature regulators.
31 to 38 (9 to 10) 1.18 (40) 0.36 (12) 111-2369 (1)
39 to 49 (11 to 13) 1.42 (48) 0.36 (12) 111-2369 (1)
Check the coolant/antifreeze solution (glycol content) 50 to 64 (14 to 17) 1.90 (64) 0.47 (16) 9N-3368 (1)
frequently to ensure adequate boil and freeze protection.
Caterpillar recommends the use of a refractometer for 65 to 83 (18 to 22) 2.37 (80) 0.60 (20) 111-2371 (1)
checking the glycol concentration. Use the 1U-7298 84 to 114 (23 to 30) 3.32 (112) 0.95 (32) 9N-3718 (1)
Coolant Tester (°C) or use the 1U-7297 Coolant Tester
(°F). The testers give immediate, accurate readings and 115 to 163 (31 to 43) 4.75 (160) 1.18 (40) 111-2371 (2)
can be used with ethylene or propylene glycol. 164 to 242 (44 to 64) 7.60 (256) 1.90 (64) 9N-3718 (2)

Caterpillar commercial engine cooling systems should 1

SCA is NOT required for Caterpillar DEAC at initial fill.
have the SCA concentration tested every 250 Service 2
Do not exceed the six percent maximum concentration.
Hours. Your Caterpillar dealer has test kits to evaluate Check the SCA concentration with a SCA test kit.
SCA concentration. Test the SCA concentration or 3
Do not use both the SCA maintenance element and SCA
submit a coolant sample to your Caterpillar dealer every liquid at the same time.
250 Service Hours (refer to the S-O-S Coolant Analysis
topic).
NOTE: Due to specific engine applications, maintenance
SCA additions are based on the test results or based on the practices may need periodic evaluation in order to
coolant analysis results. Liquid SCA or a SCA properly maintain the engine's cooling system.
maintenance element (if equipped) may be needed every
250 Service Hours.
Heavy Duty Coolant/Antifreeze Cooling
The following chart lists the amount of Caterpillar SCA System Cleaning
needed at initial fill to treat commercial HD
coolant/antifreeze. Caterpillar Cooling System Cleaners are designed to clean
the cooling system of harmful scale and corrosion.
The chart also lists SCA additions for liquid SCA and for Caterpillar cleaners dissolve mineral scale, corrosion
SCA maintenance elements at 250 Service Hours. The products, light oil contamination, and sludge.
additions apply to both Caterpillar DEAC and commercial
HD coolant/antifreezes. Clean the cooling system:
• after draining used coolant and before filling the
cooling system with new coolant
• whenever the coolant is dirty or foaming

3306 Caterpillar Page 29 of 120

SCA and Water Cooling Systems SCA and Water Cooling System Maintenance

In stationary engine cooling systems that use Except for the amount of SCA additions, maintenance
Supplemental Coolant Additive (SCA) and water alone, of a SCA and water system is the same as maintenance
Caterpillar recommends the use of Caterpillar SCA to for a system using a HD coolanVantifreeze. See the
prevent corrosion, mineral deposition, liner cavitation, and Caterpillar SCA Requirements for SCA and Water
coolant foaming. It Caterpillar SCA is not used, select a Cooling Systems chart for the amount of SCA required.
commercial SCA. The commercial SCA must provide a
minimum of 2400 mg/L or 2400 ppm (140 grains/US gal) NOTE: The 8T-5296 Conditioner Test Kit can be used
of nitrites in the final coolant mixture. to evaluate the SCA concentration in water and SCA
cooling systems, with the following modifications to
Water quality is a very important factor in this type of step 3 and step 5:
cooling system. Caterpillar recommends the use of
distilled or deionized water. It distilled or deionized water STEP 3 - Add tap water to the vial up to the 20 ml
is not available, use water that has the properties listed in mark.
the Caterpillar Water Quality Limits chart.
STEP 5 - With the defined procedure, the six to eight
A cooling system using SCA and water only needs more percent concentration will yield a 20 to 27 drop range.
SCA than a cooling system using a glycol/water mixture. Fewer drops indicate underconcentration of SCA.
The SCA concentration in a SCA and water cooling More drops indicate overconcentration of SCA. Adjust
system should be six to eight percent by volume. Refer to SCA the concentration as needed.
the following chart for the amount of Caterpillar SCA
required for various cooling system capacities.

Caterpillar SCA Requirements

For SCA And Water Cooling Systems
Cooling System Caterpillar Caterpillar
Capacity SCA Initial SCA At 250
L (US gal) Fill L (fl oz) Hours L (fl oz)
22 to 30 (6 to 6) 1.75 (64) 0.44 (15)
31 to 38 (9 to 10) 2.30 (80) 0.57 (20)
39 to 49 (11 to 13) 3.00 (100) 0.75 (25)
50 to 64 (14 to 17) 3.90 (128) 0.95 (32)
65 to 83 (1 8 to 22) 5.00 (168) 1.25 (42)
84 to 110 (23 to 29) 6.60 (224) 1.65 (56)
111 to 145 (30 to 38) 8.75 (296) 2.19 (74)
146 to 190 (39 to 50) 11.50 (392) 2.88 (98)
191 to 250 (51 to 66) 15.00 (512) 3.75 (128)

3306 Caterpillar Page 30 of 120

 Fuel Specifications
Distillate Diesel Fuel
There are many other diesel fuel specifications published
Diesel fuels that meet the specifications in the chart below by governments and technical societies. Those diesel
will provide rated engine performance and full component fuel specifications usually do not contain all of the
service life. In North America, diesel fuel identified as parameters addressed by Caterpillar in this specification.
No. 1D and No.2D in ASTM D975 generally meet these To assure optimum engine performance, a complete fuel
specifications. This chart is for diesel fuels that are analysis should be obtained prior to engine operation.
distilled from crude oil. Diesel fuels from other sources The fuel analysis should include all of the properties
could exhibit detrimental properties that are not defined or listed in the Caterpillar Distillate Diesel Fuel
controlled by this specification. Specifications chart. If a particular fuel does not meet
the minimum Caterpillar requirements, the engine could
exhibit excessive fuel system wear, fuel system failure,
Caterpillar Distillate Diesel Fuel Specifications
or excessive engine wear caused by deposits or
Specifications (ASTM Test) Requirements corrosion.
Aromatics (D131 9) 35% maximum
Ash (D482) 0.02% weight maximum 0.05 Percent Sulfur Diesel Fuel
Carbon Residue
1.05% weight maximum In the USA, 0.05 percent sulfur diesel fuel has been used
On 10% Bottoms (D524)
in all on-highway diesel truck engines since January 1,
35 minimum (PC engines) 40
Cetane Number (D613) 1994. This low sulfur fuel was mandated as a means of
minimum (DI engines)
directly reducing particulate emissions from diesel truck
maximum not above lowest engines. This low sulfur fuel will also be used in
Cloud Point (D97)
expected ambient temperature Caterpillar commercial diesel engines where low
Copper Strip Corrosion (D130) No. 3 maximum emissions are required and where supply sources provide
10% at 282°C (540°F) max. this type of fuel, Caterpillar has not seen any detrimental
Distillation (D86)
90% at 360°C (680°F) max. effects with 0.05 percent sulfur fuel in Caterpillar
Flash Point (D93) legal minimum commercial diesel engines.
API Gravity (0287) 30 minimum/45 maximum
6°C (10°F) minimum NOTICE
Pour Point (097)
below ambient temperature Heavy Fuel Oil (HFO), Residual fuel, or Blended fuel
Sulfur 1 (03605 or D1552) 3% maximum must NOT be used in Caterpillar diesel engines
Viscosity2 (D445) 1.4 cSt minimum (except in certain 3600 Series HFO engines). Severe
Kinematic at 40°C (104°F) 20.0 cSt maximum component wear and component failures will result if
Water and Sediment (D1796) 0.1% maximum HFO type fuels are used.
Water (D1744) 0.1% maximum
Sediment (D473) 0.05% weight maximum
10 mg/100 ml maximum
Gums & Resins (D381)
(5.8 grains/US gal) maximum
1
Caterpillar fuel systems and engine components can
operate on high sulfur fuels. However, fuel sulfur levels
effect exhaust particulate emissions. High sulfur fuels
increase the potential for internal component corrosion.
Fuel sulfur levels above 1.0 per- cent may significantly
shorten the oil change interval. Refer to the TBN and
Fuel Sulfur topic for additional information.
2
The Viscosity limits are for the fuel as delivered to the fuel
injection pump. If low viscosity fuels such as JP-8 or
No.1D diesel are used, fuel cooling may be required to
maintain 1.4 cSt at the fuel injection pump. Conversely,
when using high viscosity fuels or when operating in low
temperature conditions, fuel heaters may be required in
order to reduce viscosity to 20 cSt. Refer to SEBD0717,
Diesel Fuel And Your Engine, for additional information.

3306 Caterpillar Page 31 of 120

Lubricant Specifications
General Information In previous lubricant specifications, Caterpillar referred
to US Military oil specifications (MIL) and to European
API Licensed Oils Comite des Constructeurs d'Automobile Marche
Commun (CCMC) diesel engine oil specifications.
Caterpillar recognizes and supports the American Those specifications do not provide identical
Petroleum Institute (API) "Engine Oil Licensing and performance to API CF, CF-4 or API CG-4 engine oils.
Certification System" for engine oils. The API Therefore, Caterpillar will not make reference to MIL or
publication No. 1509, 13th edition, contains the detailed to CCMC specifications in this publication.
information concerning this system. Engine oils bearing
the API symbol are licensed by the API.
Grease
The National Lubricating Grease Institute (NLGI)
classifies grease, based on the American Society for
Testing and Materials (ASTM) D217-68 Worked
Penetration characteristics. Grease characteristics are
given a defined consistency number.

Terminology
Some abbreviations follow the Society of Automotive
Engineers (SAE) J754 nomenclature. Some
classifications follow the SAE J183 abbreviations. The
definitions other than Caterpillar's will be of assistance
in selecting lubricants.
Examples of the API symbol.

Diesel engine oil classifications CD, CD-2, and CE are

Caterpillar Diesel Engine Oil (DEO)
obsolete API categories. Caterpillar will only reference Caterpillar Oils have been developed, tested, and
those categories that are currently licensed by the API. approved by Caterpillar to provide the full performance
The following chart summarizes the status of the and service life that has been designed and built into
categories. Caterpillar diesel engines. Caterpillar oils are currently
used for factory fill in diesel engines, These oils are
offered by Caterpillar dealers for continued refill use.
Oil Classification Status Consult with Your Caterpillar dealer for more
information on these oils.
Current Obsolete
CF CC, CD Due to significant variations in the quality and in the
CF-2 1
CD-2 1 performance of commercially available oils, Caterpillar
recommends:
CF-4, CG-4 CE

1
CD-2 and CF-2 are oil categories for two cycle diesel
engines. Caterpillar does not sell engines that utilize CD-
2 and CF-2 category oils.

NOTE: CF is NOT the same as CF-4. API CF oils are

only recommended for Caterpillar engines with pre-
combustion chamber (PC) fuel systems.

3306 Caterpillar Page 32 of 120

Caterpillar Diesel Engine Oil (DEO) 15W40 CG-4: CG-4 is the newest heavy duty diesel oil category.
Caterpillar Diesel Engine Oil (DEO) 10W30 CG-4 oils can be used in Caterpillar diesel engines where
CF-4 oils are recommended. Compared to CF-4 oils, CG-
Caterpillar multigrade DEO is formulated with detergents, 4 oils provide improved piston cleanliness, improved
dispersants, and sufficient alkalinity to provide superior viscosity control, and improved crankcase cleanliness,
performance in Caterpillar diesel engines. Multigrade especially in applications where oil soot is a problem.
DEO is blended in two viscosity grades: SAE 15W40 and Although CG-4 oils were primarily developed for diesel
SAE 10W30. Refer to the Lubricant Viscosities For engines operating on 0.05 percent sulfur diesel fuel, CG-4
Ambient Temperatures chart to choose the correct oils can be used with higher sulfur fuels. The new oil
viscosity grade based on ambient temperatures. TBN determines the maximum fuel sulfur level for CG-4
Multigrade oils provide the correct viscosity for a broad and CF-4 oils. Refer to the TIBN and Fuel Sulfur topics
range of operating temperatures and for cold engine starts. in this publication.
Multigrade oils are also effective in maintaining low oil
consumption and low levels of piston deposits.
CG-4 oils are the first oils to pass industry tests for foam
Caterpillar multigrade DEO is also qualified for use in control and viscosity shear loss. CG-4 oils must also pass
other diesel engines and in gasoline engines. Refer to the recently developed tests for metals corrosion and wear.
engine manufacturer's guide for the recommended
specifications. Compare the recommendations to the CF-4 oils service a wide variety of modern diesel engines.
specifications of Caterpillar multigrade DEO. The current This oil classification was developed with 0.40 percent
Caterpillar multigrade DEO industry specifications are sulfur diesel fuel. The fuel used in the CF-4 category
listed on the product labels and on the product data sheets. represents the type of diesel fuels commonly available
world wide. CF-4 oils provide improved piston deposit
Contact your Caterpillar dealer for part numbers and control and improved oil control when compared to the
available container sizes. CE category oils. CF-4 oils also provide improved oil
soot dispersancy compared to CD or CIF category oils.

Commercial Diesel Engine Oils Some commercial oils meeting these API specifications
may require shortened oil change intervals as determined
The performance of commercial diesel engine oils is by close monitoring of oil condition and wear metals
based on API categories. API categories are developed to (Caterpillar's S-0-S Oil Analysis Program preferred).
provide commercial lubricants for a wide variety of diesel
engines that operate in various conditions.
NOTICE
If Caterpillar multigrade DEO is not used, the following Failure to follow these oil recommendations can cause
commercial oils are recommended, shortened engine service life due to deposits and/or
excessive wear.
• API CG-4 (multigrade)
• API CF-4 (multigrade)

The following explanations of these API categories can be

used to make the proper choice of a commercial oil.

3306 Caterpillar Page 33 of 120

Synthetic Base Stock Oils Arctic Lubricants
Synthetic base stock oils are acceptable for use in For starting and operating engines in ambient
Caterpillar engines if these oils meet the performance temperatures below -20°C (-4°F), use a multi-grade oil
requirements specified by Caterpillar. with a 0W or 5W low temperature viscosity grade.

Synthetic base stock oils generally outperform non- For starting and operating engines with ambient
synthetic oils in two areas: temperatures below -30°C, (-22°F), use a synthetic base
• Improved low temperature viscosity characteristics, stock multi-grade oil with a 0W or 5W low temperature
especially in Arctic conditions viscosity grade and a pour point of -50°C (-58°F) or
• Improved oxidation stability, especially at high lower.
operating temperatures
Because the number of lubricants acceptable for use in
Some synthetic base stock oils have performance Arctic conditions is limited, Caterpillar has special
characteristics that enhance the useful service life of the recommendations for these situations. Caterpillar
oil. However, Caterpillar does NOT recommend the recommends the following engine oils, in order of
“automatic” extension of oil change intervals for any oil, preference, for use in Arctic conditions:
including synthetic base stock oils. For Caterpillar diesel
engines, oil change intervals can only be adjusted through • First Choice: API CG-4 or CF-4 oils with an SAE
an oil analysis program that contains the following 0W20, 0W30, 5W30, or 5W40 viscosity grade
elements: oil condition and wear metals (Caterpillar's S-
O-S Oil Analysis preferred), trend analysis, fuel • Second Choice: Oils with a CG-4 or CF-4 type
consumption, and oil consumption. additive package and an SAE 0W20, 0W30, 5W30, or
5W40 viscosity grade
Re-Refined Base Stock Oils
Re-refined base stock oils are acceptable for use in NOTICE
Caterpillar engines if these oils meet the performance Shortened engine service life could result if second
requirements specified by Caterpillar. Re-refined oils can choice oils are used.
be used exclusively in a finished oil or in combination
with new base stocks. The US Military and other heavy After Market Oil Additives
equipment manufacturers have also accepted the use of re-
refined base stock oils with the same criteria. Caterpillar does NOT recommend the use of after market
oil additives. After market oil additives are not necessary
The re-refining process should be adequate to remove all to achieve service life predictions or to achieve rated
wear metals and oil additives that were present in the used performance. Fully formulated finished oils are made up
oil. This type of re-refining is generally accomplished by of base stocks and commercial additive packages. The
vacuum distillation and hydrotreating the used oil. additive packages are blended into the base stocks at
Filtering alone is inadequate for producing a high quality precise percentages to produce finished oils with
re-refined base stock from used oil. performance characteristics that meet lubricant industry
standards.

Lubricant industry standard tests do not exist to evaluate

the performance of after market oil additives. There are
no lubricant industry standard tests to evaluate the
compatibility of after market additives in a finished oil.
After market additives could be incompatible with the
finished oil additive package, reducing the performance of
the finished oil. The after market additives could fail to
mix with the finished oil, producing a sludge in the
crankcase. Caterpillar discourages the use of after market
additives in finished oils.

3306 Caterpillar Page 34 of 120

Total Base Number (TBN) and Fuel Sulfur Lubricant Viscosity Recommendations For
Levels For Caterpillar DI Diesel Engines Caterpillar DI Engines

The TBN required in a new oil depends on the sulfur level The proper SAE viscosity grade oil is determined by the
of the fuel used. For direct injection engines running on minimum outside temperature at cold engine start-up, and
distillate diesel fuel, the minimum new oil TBN (by the maximum outside temperature during engine
ASTM D2896) should be 10 times the fuel sulfur level, operation. Use the minimum temperature column on the
and the minimum TBN is 5 regardless of a low fuel sulfur chart to determine the oil viscosity required for starting a
level- refer to the following graph. "cold soaked" engine. Use the maximum temperature
column on the chart to select the viscosity for operation at
the highest temperature anticipated. In general, use the
highest viscosity oil available that still meets the start-up
temperature requirements.

Engine Oil Viscosity Protection

Caterpillar DEO Ambient Temperature
API CG-4 & CF-4
Viscosity Grade Minimum Maximum
SAE 0W20 40°C (40°F) 10°C (50°F)
SAE 5W30 30°C (40°F) 40°F)30°C (86°F)
SAE 6W40 30°C (22°F) 40°C (104°F)
Y = oil TBN shown by ASTM D2896. SAE 10W30 20°C (4°F) 40°C (104°F)
X = percent of fuel sulfur by weight. SAE 15W40 15°C (5°F) 50°C (122°F)
New oil TBN (1).
Change oil when the used oil TBN limit (2) is reached.
Engine Lubricant Recommendations Summary
In areas where the fuel sulfur exceeds 1.5 percent, choose
an oil with the highest TBN that is within the API CF-4 or To achieve all the performance that was built into a
CG-4 categories, and shorten the oil change interval based Caterpillar engine, follow these guidelines:
on oil analysis. The oil analysis should evaluate oil
condition and wear metals. High TBN oils that are not • Select the proper Caterpillar oil or commercial oil
within the API CF-4 or CO-4 categories can produce that meets the API specifications
excessive piston deposits, leading to a loss of oil control • Select the proper oil viscosity based on the applicable
and bore polishing. Lubricant Viscosities chart
• Replace the engine oil and oil filter(s) at the intervals
specified in the Operation and Maintenance Manual
NOTICE • Perform maintenance according to the Operation and
Operating DI diesel engines with fuel sulfur levels over Maintenance Manual
1.0 percent may require shortened oil change intervals
in order to maintain adequate wear protection.
Caterpillar Lubricating Grease
Caterpillar provides grease for a variety of applications
and extreme temperature conditions. The descriptions of
these products follow.

Contact your Caterpillar dealer for part numbers and

available container sizes.

NOTE: One grease may be incompatible with another

grease. When using commercial grease, make sure the
grease is compatible with the grease used in your system,
or make sure to purge the system. Contact your supplier
regarding grease compatibility questions.

3306 Caterpillar Page 35 of 120

Multipurpose Grease
Special Purpose Grease
Multipurpose Lithium Complex Grease (MPG)
Bearing Lubricant
MPG is a NLGI No.2 general purpose lithium complex Bearing Lubricant is a NLGI No.2 lubricating grease with
grease for light to medium duty applications. MPG has a polyurea thickener. Bearing Lubricant is recommended
good high temperature characteristics, with a minimum for high temperature, anti-fiction bearings in applications
dropping point of 260°C (500°F). MPG contains such as electric starting motors, alternators, fan drives,
unleaded extreme pressure additives and anti-wear and starting motors, and generators. Bearing Lubricant has an
corrosion inhibitors to provide extra protection in a effective operating range from -29 to 177°C (-20 to
variety of construction, agricultural, and automotive 350°F).
applications.
Water and Temperature Resistant Grease (WTR)
MPG meets the requirements for extended service
intervals of automotive chassis points and wheel bearings WTR grease is designed for applications where water
with disc brakes, particularly in passenger cars, vans, light washout, sever corrosion, or higher operating
trucks and taxi fleets. MPG meets NLGI GC-LB temperatures are a concern. WTR is an environmentally
certification. MPG normal operating temperatures range friendly grease that provides extreme pressure, anti-wear,
from -28 to 149°C (-18 to 300°F). MPG is also available oxidation and corrosion protection without using barium,
as a white lithium complex grease. zinc, antimony, phosphorous, lead, or sulfur additives.
WTR is very shear stable and resists breakdown in the
presence of water,
Multipurpose Lithium Complex Grease With
Molybdenum (MPGM) WTR grease performs extremely well in marine,
automotive, agricultural, and industrial applications, In
MPGM is a NLGI No.2 general purpose lithium complex construction equipment, and in washer equipment
grease for light to medium duty applications. MPGM is bearings. WTR meets NLGI GC-LB certification. WTR
fortified with molybdenum disulfide and polymer for normal operating temperatures range from -40 to 204°C (-
extra lubricity and protection. MPGM contains unleaded 40 to 400°F).
additives and anti-wear and oxidation/corrosion inhibitors
for protection and lubrication in many environments.
MPGM is formulated with a high viscosity base fluid and Caterpillar Premium Grease
contains polymer additive to help protect against water
washout, enhance retention, and withstand heavy loads. Desert Gold
Desert Gold is a heavy duty premium synthetic extreme
MPGM is recommended for heavily loaded pin joints, pressure lubricating grease developed for the most harsh
journal bearings, heavy duty automotive, agricultural, operating environments. Desert Gold is formulated with a
industrial, steel mill, mining, and off road equipment. high viscosity synthetic base fluid, polymers, and
MPGM meets NLGI GC-LB certification. MPGM molybdenum disulfide. Desert Gold has a high viscosity
normal operating temperatures range from -28 to 149°C (- index and a high dropping point. Desert Gold has
18 to 300°F). excellent adhesion and stability characteristics, and
provides longer protection than other greases. Desert
NOTE: If MPGM is not available, use a multi-purpose Gold is environmentally friendly grease which does not
type grease that contains three to five percent contain antimony, sulfur, barium, zinc, lead, or
molybdenum. phosphorous.

Desert Gold will lubricate and protect equipment against

heavy shock loads and corrosion in extremely hot, moist,
or dusty conditions. Desert Gold operating temperatures
range from -6 to 230°C (20 to 450°F). Desert Gold can
operate at higher temperatures for short time periods and
has additional extreme pressure protection for heavily
loaded pin joints.

3306 Caterpillar Page 36 of 120

Arctic Platinum
Arctic Platinum is a super premium extreme pressure
synthetic lubricating grease developed for lubrication in
subzero to moderate operating temperatures. Arctic
Platinum has a high drop point and contains five percent
molybdenum disulfide for protection against extra heavy
loads. Arctic Platinum provides excellent protection
against corrosion and oxidation. Arctic Platinum is
environmentally friendly grease which does not contain
antimony, sulfur, barium, zinc, or -phosphorous.

Arctic Platinum is designed for lubrication of horizontal

pivot and lower link bearings, steering cylinders, king
pin/king bolt bearings, upper hitch link bearings, and
ejector carrier roller bearings. Arctic Platinum is extra
tacky for retention on excavator carbody bearings and has
additional extreme pressure protection for heavily loaded
pin joints. Arctic Platinum is available in NLGI grades
No.000, No.00, No.0, No.1 and No.2 to assure
pumpability in central lubrication systems in a variety of
ambient temperatures, ranging from -60 to 18°C (-76 to
65°F).

3306 Caterpillar Page 37 of 120

Gauges
NOTICE
Gauges provide indications of engine performance. Be Do not exceed “bare engine high idle” rpm in any
sure they are in good working order. You can determine situation.
what is the "normal" operating range by observing the
gauges over a period of time.
Fuel Level - Indicates fuel level in the fuel tank.
Noticeable changes in gauge readings indicate potential The electrically operated fuel level gauge
gauge or engine problems. This also applies to gauge registers only when the START/STOP (ignition
readings that have changed significantly, but are still key) switch is ON.
within specifications, The cause of any sudden or
significant change in gauge readings should be determined
and corrected. Contact your Caterpillar dealer for Fuel Pressure - Indicates fuel pressure to the
assistance as needed. injection pump. The indicator should register in
the NORMAL (green) range.
Oil Pressure - Indicates engine oil pressure. If the indicator moves to the OUT position or registers
The oil pressure should be greatest after starting below 160 kPa (23 psi) when equipped with a numerical
a cold engine. Oil pressure should read between gauge, the engine will not operate properly. In most
240 and 480 kPa (35 and 70 psi) when: the engine is cases, this is caused by a plugged fuel filter.
running at rated engine speed with SAE 10W30 oil, and at
operating temperature. A lower pressure is normal at low
idling speed. Service Hour Meter - Indicates the total
number of service meter units or clock hours the
engine has operated.
NOTICE
Engine damage can result if the engine is operated
with no oil pressure gauge reading. If no pressure is
indicated, stop the engine.

Jacket Water Temperature - Indicates engine

coolant temperature. It should normally
indicate between 77°C (170°F) and 98°C
(209°F). Higher temperatures may occur under certain
conditions. Maximum allowable temperature is 99°C
(210°F) with the cooling system pressurized.

Ammeter - Indicates the amount of charge or

discharge in the battery charging circuit.
Normal operation of the indicator should be
slightly to the positive (right) side of “0” (zero).

Check the charging system for malfunction if, during

operation, the indicator is constantly to the negative (left)
side of “0” (zero) or shows excessive charge.

Tachometer - Indicates engine rpm (speed).

The engine can be operated at high idle without
damage, but should not be allowed to overspeed.
Overspeeding can seriously damage your engine.

3306 Caterpillar Page 38 of 120

Generator Set Control Panel 103-1582 (If Equipped)
EMCP II Control Panel The left side of the control panel contains the Generator
Set Control (GSC). This is the "main" component of the
The generator set Electronic Modular Control Panel II system. The GSC displays generator output, fault
(EMCP II) is located on top of the generator regulator conditions, and key engine parameters.
housing. The control panel consists of a main panel with
indicators, meters, and control switches. The control The main control panel may or may not contain all of the
panel may be equipped with optional modules to match components shown. Some components are optional, and
the customer's needs and requirements. The right side may not be required for your particular application.
may be blank, or contain one of the alarm modules, or a
synchronizing lights module. For more detailed information for your control panel, refer
to the SR4B Generators and Control Panels Operation and
Maintenance Manual that is supplied with the control
panel.

Optional panel lights (1), optional governor switch (shown) or speed potentiometer (2), optional starting aid switch (3),
engine control switch (4), optional alarm module (shown) or synchronizing lights module (5), voltage adjust rheostat (6),
emergency stop push button (7), generator set control (8), and optional panel light switch (9).

3306 Caterpillar Page 39 of 120

Engine Protection Devices
Emergency Stop Push Button
NOTE: This section applies to engines equipped with
junction boxes.

Shutoff and alarm systems are either electrically or

mechanically operated. The operation of all electric
shutoffs and alarms utilize components which actuate
switches in a sensing unit.

Sensing switches are set at critical operating temperature,

pressure, level, or speed than the alarm components.
More critical settings protect the engine from damage.

A shutoff switch opens or closes the circuit to the fuel

shutoff solenoid. Opening the circuit to the fuel shutoff
solenoid moves the fuel rack to the fuel OFF position.
The particular shutoff may require resetting before the Emergency Stop Push Button (ESPB)
engine will start.
The Emergency Stop Push Button (ESPB) requires
When any sensing switch shuts the engine down, the resetting both the push button and the air inlet shutoff (if
problem causing the shutdown must be corrected before equipped) before the engine will start.
attempting to restart the engine.

Familiarize yourself with the NOTICE

• types and locations of the shutoff controls Always determine the cause of the engine shutdown.
Make necessary repairs before attempting restarting
• conditions which cause each control to function
the engine.
• resetting procedure required to restart your engine
Emergency shutoff controls are for EMERGENCY
Manually or mechanically operated systems require
use ONLY. DO NOT use Emergency shutoff devices
resetting by pushing the RESET button until it latches.
or controls for normal stopping procedure. Refer to
After the engine is started, oil pressure will activate the
the Engine Stopping section of this manual for
RESET button to the extended running position.
normal stopping procedures.

NOTICE
If the RESET button does not move to the extended
position after the engine starts, the engine will NOT
be protected by this particular switch.

If the RESET button remains in the reset position,

the engine oil pump will not develop normal oil
pressure. An inspection should be made to correct
the problem.

Automatic START/STOP systems use oil pressure to

automatically reset.

The Engine Protective Devices shutdown controls should

be tested every 1000 service hours by authorized
personnel.

3306 Caterpillar Page 40 of 120

Oil Pressure Switch Water Temperature Contactor Switch

Typical example of oil pressure switches, mounted in the This contactor switch is a coolant temperature sensor.
rear of the junction box.
The water temperature contactor switch is located near
An oil pressure switch has wires connected to the the coolant water regulator housing. Excessive water
electrical shutoff system for alarm or shutdown temperature closes the switch. Maximum coolant
functions. The oil pressure switch senses oil pressure at temperature to trip shutoff is 104°C (219°F). The switch
the bearing oil gallery. Switches may close at 48 to 62 opens as the coolant cools. No resetting procedure is
kPa (7 to 9 psi) below actual trip point. No resetting required. The unit has wires connected to the electrical
procedure is required. shutoff system for alarm or shutdown functions.

NOTICE
The sensing element must be submerged in the
coolant to operate. Be sure to have an adequate
water supply in the jacket water system, or engine
damage could result.

Coolant Loss Sensor (If Equipped)

The optional coolant loss sensor is usually mounted near
the top of the engine expansion tank or radiator. The
sensor detects when the coolant level is below a preset
minimum level.

3306 Caterpillar Page 41 of 120

 Overspeed Shutoffs
The electrical shutoff for the overspeed switch uses a
magnetic pickup mounted in the flywheel housing. The
electrical shutoff works through the fuel shutoff solenoid
and air inlet shutoff (if equipped).

This coolant loss switch, shown next to a sight glass, is

mounted on the side of a radiator.

If the coolant level drops below the minimum level, the

sensor may sound an alarm, or cause a shutdown to avoid
engine overheating or possible engine damage. Coolant
must be added to the radiator or expansion tank to clear
or reset the condition. Magnetic pickup (1), mounted in the flywheel housing (2).

NOTE: In the event of intermittent engine shutdowns, Should the engine overspeed, the magnetic pickup will
the coolant water level should be checked. Add sense the excess speed. If overspeed is sensed, the
premixed coolant water to the fill tank, to within 13 mm electrical shutoff closes the air and fuel shutoff solenoids
(½ inch) below the filler tube. (the fuel rack will move to fuel OFF position).

Check the expansion tank or radiator daily for proper The overspeed shutdown has to be reset. Reset the air
coolant level. inlet shutoff (it equipped) and the overspeed switch.
Both switches are located in the junction box or control
panel.

Overspeed Shutoff Switch (Electro-Mechanical)

This switch is mounted either on the tachometer drive or

governor. Excessive engine speed closes the switch by
centrifugal force.

3306 Caterpillar Page 42 of 120

If equipped with a Caterpillar Generator Set Control
Panel, the devices on the panel must be reset after an
overspeed shutoff. The alarm will continue until the condition is corrected
or the alarm is reset by the operator. The alarm circuits
merely warn the operator, they do not shut the engine
down to protect it from damage.

A switch may be installed in the alarm circuit for

silencing the alarm while the engine is stopped for
repairs. Before starting, be sure the switch is moved to
the closed (ON) position and the warning lights are
illuminated.

If the switch is left in the open (OFF) position when the

engine is started, the engine will not be protected.

Turn the Engine Control Switch to the OFF/RESET Shutolf and Alarm System Testing
position.
NOTICE
During testing, abnormal operating conditions must
Alarm Switches be simulated. Perform the tests correctly to prevent
possible damage to the engine.
Alarm switches consist of a sensor or contactor.
Examples of sensors are the magnetic pickup for
detecting speed, and the pressure and temperature The Engine Protective Devices shutdown controls and
contactors. Sensors are wired to a contactor. The alarms on the engine should be tested every 1000 service
contactor activates an alarm circuit in the Annunciator hours or twice a year for proper operation by authorized
Panel. Caterpillar dealer personnel.

Alarm switches and sensors are set at a less critical Most control panels are equipped with a test switch.
temperature, pressure, or level limit than the engine Turn the switch to ON position to check indicator lights
shutdown controls. for proper operation. Replace defective or burnt bulbs
immediately.
The purpose of the alarm switches is to warn the operator
that an unsafe operating condition is beginning to occur. Abnormal operating conditions must be simulated which
could cause engine damage if the tests are performed
The Annunciator Panel has lights and an audible device incorrectly. Refer to the Service Manual for the testing
to warn the operator of a malfunction or abnormal engine procedures.
operating condition. Each alarm contactor and switch is
electrically connected to an indicator light or audible
indicator. The alarm will continue until the condition is
corrected.

When an alarm is activated, corrective measures must be

taken, before the situation becomes an emergency, to
avoid possible engine damage.

If corrective measures are not taken within a reasonable

time, engine damage could result.

Alternatively, a corresponding shutdown device (if

equipped) will stop the engine.

3306 Caterpillar Page 43 of 120

 Actual
Full Load Overspeed
Overspeed
rpm Test rpm
rpm
1500 1328 1770
1800 1593 2124
2000 1770 2360
2200 1947 2596
If the Full Load rpm listed on your engine's Information Plate is
not listed in this chart, then the Overspeed Test rpm equals the
Full Load rpm times a factor of .885.

The Electronic Overspeed Switch (if equipped) is located 3. Maintain the test rpm, push and hold the VERIFY
inside the junction box. button. The engine should stop. If the engine does
not stop at the Specified test rpm, contact your
The Electronic Overspeed Switch with Cranking Caterpillar dealer.
Termination has a 75 percent VERIFY button, a RESET
button, and an OVERSPEED indicator light. NOTE: As the engine stops, the OVERSPEED light will
illuminate and the RESET button must be pushed before
The Electronic Overspeed Shutoff Switch with Crank restarting the engine.
Termination has a sensing circuit which prevents the
starter pinion from remaining engaged in the flywheel at
excessive rpm. Crank Termination has an adjustable
engine speed setting, and signals the starter motor when
the engine is firing and cranking must be terminated.
When the speed setting is reached, a switch opens to start
the engine hour meter.

After the starting motor cranks the engine, the pinion

gear can remain engaged with the flywheel as the engine
speed increases. The magnetic pickup opens the circuit
to the starting motor at 400 rpm and allows the pinion
gear to disengage.

The circuit will remain open until the flywheel stops.

This prevents energizing the starting motor circuit again
while the flywheel is turning.

Your engine may be equipped with either an Overspeed

Shutoff Switch or an Electronic Overspeed Switch with
Cranking Termination. Both switches can be checked
for proper operation at 75 percent of overspeed
condition. Use the following procedure:

1. Determine full load rpm from the Engine

Information Plate.

2. Operate the engine at or slightly above the

corresponding speed shown in the OVERSPEED
TEST RPM chart.

3306 Caterpillar Page 44 of 120

Engine Starting
Refer to Priming the Fuel System in this publication for
Walk-Around Inspection more information.
For maximum service life of your engine, make a
thorough inspection before starting the engine. Look for For starting below -18°C (0°F), use of optional cold
items such as oil or coolant leaks, loose bolts, worn fan weather starting aids are recommended. A cylinder
belts, and trash build-up. Remove trash build-up and block coolant heater or extra battery capacity may be
have repairs made as needed. required.

For temperatures below -23°C (-10°F) consult your

Perform required Daily and other periodic maintenance
Caterpillar dealer.
before starting the engine. Make a walk-around
inspection of the installation. It only takes a few minutes
to make minor corrections. This can prevent major Electric Starting
repairs at a later date.
NOTE: Startability will be improved at temperatures
below 16°C (60°F) by the use of a starting aid. A jacket
NOTICE water (coolant) heater or other means can be used to heat
All valves in fuel return line must be open before and the crankcase oil.
during engine operation to prevent high fuel Start the engine using the following procedure:
pressure. High fuel pressure may cause filter housing 1. Perform all before-starting inspections.
failure or other damage.
Each time any significant quantity of oil (or other 2. It the engine is equipped with a manual control,
fluid) is spilled on or near the engine it should be ensure that is in the RUN position. Place the
cleaned up. Accumulated grease and oil on an engine transmission in NEUTRAL (and disengage the
is a fire hazard. Remove this debris with steam flywheel clutch, if equipped). For Generator Sets,
cleaning or high pressure water. open the main electrical circuit breaker.
Wipe clean all fittings, caps and plugs before
servicing. 2. Move throttle to approximately half engine speed to
get the fuel rack to move to the FUEL ON position.

3. Turn the starter switch to START (or battery

disconnect switch to the ON position) or the Engine
Control Switch (ECS) to MAN. START. The
Diesel engine exhaust contains products of starting motor will crank and attempt to start the
combustion which may be harmful to your health. engine. At temperatures below 0°C (32°F), it may
Always start and operate the engine in a well- be necessary to spray starting fluid into the air
ventilated area and, if in an enclosed area, vent the cleaner inlet. Additional injections of ether may be
exhaust to the outside. required to start and/or achieve low idle speed.

Do not start the engine or move any of the controls if NOTICE

there is a DO NOT OPERATE or similar warning tag Excessive ether can cause piston and ring damage.
attached to the start switch or controls. When using starting fluid, follow the manufacturer's
instructions carefully, use it sparingly and spray it
The operator must be satisfied that no one will be ONLY WHILE CRANKING THE ENGINE. Failure
endangered before starting the engine. to do so could result in an explosion and/or f ire and
possible personal injury.
If the engine has not been run for several weeks, fuel Use ether for cold starting purposes only.
may have drained and allowed air into the filter housing.
Also, when fuel filters have been changed, some air
space will be left in the housing. In these instances, NOTICE
prime the fuel system. Do not crank the engine for more than 30 seconds.

3306 Caterpillar Page 45 of 120

 If a worn engine fails to start within 30 seconds: Engine Starting with Jumper Cables
release the starter switch and wait two minutes to
allow the starter motor to cool before using it again. NOTICE
When boost starting an engine, follow the instructions
4. As soon as the engine starts, allow the engine to idle to properly start the engine. This engine is equipped
for 3 to 5 minutes, or until the water temperature with a 12 or 24 volt starting system. Use only equal
gauge indicator has begun to rise. The engine voltage for boost starting. The use of higher voltage
should run at low idle smoothly until speed is will damage the electrical system.
gradually increased to high idle.

NOTICE
Do not increase engine speed until the oil pressure
gauge indicates normal. Oil pressure should rise
Batteries give off flammable fumes that can explode.
within 15 seconds after the engine starts. If oil
pressure is not indicated on gauge within 15 seconds,
Improper jumper cable connections can cause an
stop the engine, investigate and correct the cause.
explosion resulting in personal injury.

Prevent sparks near the batteries. Sparks could

5. Allow white smoke to clear up and proceed with
cause vapors to explode. Do not allow jumper cable
normal operation. Do not apply load to the engine ends to contact each other or the engine.
or increase engine speed until the oil pressure gauge
indicates normal. Oil pressure should raise within Do not smoke when observing the battery electrolyte
15 seconds after the engine starts. levels.
For starting in cold weather, to minimize white Always wear protective glasses when working with
smoke: start the engine and allow the engine to idle batteries.
for 30 seconds. Increase rpm until engine speed
reaches 1200 rpm. Then allow the engine to return Electrolyte is an acid and can cause personal injury if
to low idle. it contacts skin or eyes.
6. Operate the engine at low load until all systems
reach operating temperature. Check all gauges Engines installed without engine-to-frame ground straps
during the warm-up period. can be damaged by electrical discharge. To prevent
electrical discharge damage, check to make sure the
engine's electrical system has an engine-to-frame ground
strap.

For engines which have the alternator connected to an

engine component, the ground strap must connect that
component to the frame.

Some engines have starter-to-frame ground straps. Many

of these starters have electrical insulation systems and
are not electrically grounded to the engine. For this
reason, the starter-to-frame ground strap may not be an
acceptable engine ground.

When boost starting, refer to the instructions that follow

to properly start the engine. Your engine may have a 12
or 24 volt starting system. Only use the same voltage for
boost starting. Use of a welder or higher voltage will
damage the electrical system and is not recommended.

3306 Caterpillar Page 46 of 120

 NOTICE
When using an external electrical source to start your Engine Starting with Air
engine: turn the START switch off, remove the key, For good life of the air starting motor, the air supply
and turn off all electrical accessories before attaching must be free of dirt and water. A lubricator must be used
cables. with the starting system. Use non-detergent 10W engine
oil for temperatures that are greater than 0°C (32°F) or
When using jumper cables always connect the use air tool oil for lower temperatures.
POSITIVE (+) cable to the POSITIVE (+) terminal of
battery and the NEGATIVE (-) cable from the 1. Open and close the drain valve on the bottom of the
external source to the starter NEGATIVE (-) air tank to drain condensation and oil carryover.
terminal. If not equipped with a starter NEGATIVE
terminal, connect to the engine block. 2. Check the air supply pressure. The air starting
motor requires a minimum of 620 kPa (90 psi) air
Do not reverse the battery cables. The alternator can pressure to operate properly. The maximum air
be damaged. Attach the ground cable last and pressure must not exceed 1550 kPa (225 psi). The
remove first. normal air pressure will be 758 to 965 kPa (110 to
140 psi).
1. When using an external electrical source to s tart
your engine, turn the ECS switch to the OFF
position and turn off all electrical accessories before
attaching cables.

2. Connect one end of the cable to the POSITIVE

terminal of the battery being started. Connect the
other end to the POSITIVE (+) terminal of the
power source.

3. Connect one end of the other cable to the

NEGATIVE (-) terminal of the power source.
Connect the other end to the starter NEGATIVE (-)
terminal or to the engine block. This prevents
potential sparks from igniting combustible gases Air Starter showing Air Valve (1) and Lubricator Bowl (2)
produced by some batteries.
3. Check the oil level in the lubricator bowl (2). Keep
4. Start the engine. After the engine starts, disconnect the bowl at least half full and add lubricant if
the cable from the starter NEGATIVE (-) terminal or necessary.
engine block. Disconnect the other end from the
NEGATIVE (-) terminal of the power source. 4. Push the air valve (1) or engine start button to crank
the engine. Release the valve or button as soon as
5. Disconnect the cable from the POSITIVE (+) the engine starts.
terminal of the battery on the engine being started.
Disconnect the cable from the POSITIVE (+)
terminal of the power source.

3306 Caterpillar Page 47 of 120

Engine Operation
Proper operation and maintenance are key factors in
obtaining the maximum life and economy of the engine.
Following the directions in this manual will lower
operating costs.

The time needed for the engine to reach the normal mode
of operation is usually less than the time taken for a
walk-around-inspection of the engine.

After the engine is started and the cold low idle operation
is completed, the engine can be operated at rated speed
and low power. The engine will reach normal operating
temperature faster when operated at rated speed and low
power demand than when idled at no load. Typically the 1724/524 Actuator
engine should be up to operating temperature in a few
minutes. Woodward Governors/Actuators are usually electrically
operated from a control panel. The application is usually
an EPG power generator set. On standby generator sets,
Governors and Actuators the governor may be set to operate only at Full Load
Your engine may be equipped with a: Speed.
• full-range governor
• Woodward PSG Governor Change Engine Speed
• Woodward 1724 Actuator
• Woodward 524 Actuator If equipped with a control panel, a RAISE/LOWER
switch or a speed setting potentiometer is used to adjust
the operating speed.

Starting, Operating and Stopping Engines

Equipped with Control Panels
For all information regarding the generator control panel
used for starting, operating and stopping the engine, refer
to the Engine Protection Devices Generator Set Control
Panel topic in this publication or Caterpillar SR4
Generators and Control Panels, SEBU6150. Additional
information and programming instructions are provided
in the Service Manual for your specific control panel.
PSG Actuator

3306 Caterpillar Page 48 of 120

Mechanical Governors (if Equipped)
For generator sets, move the governor control to
high idle (full load) position (1800 rpm for 60 Hz
and 1500 rpm for 50 Hz).

3. Apply the load and check the gauges and equipment

for proper operation. Begin operating the engine at
low load. After normal oil pressure is reached and
the temperature gauge begins to move, the engine
may be operated at full load.

NOTE: Do not allow the engine speed (rpm) to exceed

the limit above rated rpm. DO NOT allow the engine to
overspeed.

Governor Control Lever If the load varies, or is cyclic, the governor will adjust
the engine speed as required.
Your engine may be equipped with a full-range
governor. Most other manufacturers' engines have min- The governor control lever should remain in the full
max type governors that only govern at high and low idle governed position while operating at full load.
to prevent the engine from overspeeding or dying. With
the min-max governor, the position of the speed lever Extended operation at low idle or reduced load may
determines the amount of fuel delivered to the engine. cause increased oil consumption and carbon build-up in
the cylinders. This carbon build-up results in loss of
With the full-range governor, the position of the speed power and/or poor performance. When operating at
lever sets engine speed and helps hold a constant speed reduced load, the engine should be fully loaded to burn
independent of load which makes operation easier. excess carbon from the cylinders at least every four
hours.
The governor control motor is a 24 volt motor which
allows for engine speed control from a remote location NOTE: Check the gauges and equipment frequently
through a governor RAISE/LOWER switch. This while operating under load.
governor control switch is used with the optional EMCP
II.
Engine Efficiency
NOTE: Always increase engine speed to high idle Engine efficiency affects fuel economy. Caterpillar
before applying load. engines are designed and manufactured using state-of-
the-art technology to provide maximum fuel efficiency in
For information regarding initial checks and adjustments, all applications. To insure optimum performance for the
refer to the Service Manual or contact your Caterpillar life of your engine, follow the recommended operation
dealer. and maintenance procedures described in this
publication.
Driven Equipment Without Load
1. Move the governor control lever to half engine
speed.

2. Interrupted starts put excessive stress on the drive

train and waste fuel. To get the driven equipment in
motion, engage the clutch smoothly, with no load on
the equipment. This should result in a smooth, easy
start without increasing the engine speed above low
idle or slipping the clutch.

3306 Caterpillar Page 49 of 120

Cold Weather Operation
Caterpillar Diesel Engines can operate effectively in cold Fuel Related Components in Cold Weather
weather. However, engine operation in cold weather is
dependent on the type of fuel used and how well the fuel Fuel Tanks
moves through fuel related components. The purpose of Condensation can form in partially filled fuel tanks. Top
this section is to explain some of the problems and steps off fuel tanks before leaving overnight.
that can be taken to minimize fuel problems during cold
weather operation, when the engine area is colder than Fuel tanks should contain some provision for draining
5°C (40°F). water and sediment from the bottom of the tanks. Some
fuel tanks use supply pipes that allow water and sediment
Fuel and the Effect from Cold Weather to settle below the end of the fuel supply pipe.

The two types of diesel fuel available for your engine are Some fuel tanks use supply lines that take fuel directly
typically grades No. 1 and No. 2. No. 2 diesel fuel is the from the bottom of the tank. If equipped with this
most commonly used fuel. No. 1 diesel fuel, or a blend system, regular maintenance of the fuel system filter(s) is
of No. 1 and No. 2, is best suited for cold weather important.
operation.
Check the fuel level in the day tank daily by observing
Quantities of No. 1 diesel fuel are limited, and generally the sight gauge. Drain the water and sediment from any
only available during the winter months in the colder fuel storage tank weekly, at the oil change period, and
climates. During cold weather operation, if No. 1 fuel is before the fuel tank is refilled. This will help prevent
unavailable, it may be necessary to use No. 2 diesel fuel. water and/or sediment from being pumped from the fuel
storage tank into the engine fuel tank.
There are three major differences between No. 1 and No.
2 diesel fuel. No. 1 diesel fuel has:
• a lower cloud point Fuel Filters
• a lower pour point
A primary fuel filter is installed between the fuel tank
• a lower BTU (W) (heat content) rating per unit
and the engine fuel inlet. After changing the fuel
volume of fuel than the average No. 2 diesel fuel.
filter(s), always prime the fuel system (if equipped with a
priming pump) to remove air bubbles from the system.
When using No. 1 diesel fuel, you may notice a drop in
power and fuel efficiency. You should not experience
The micron rating and location of a primary fuel filter is
any other operating effects.
important in cold weather operation. The primary filter
and the fuel supply line to the primary filter are the most
The cloud point is the temperature at which a cloud or
common components affected by cold fuel.
haze of wax crystals begins to form in the fuel and cause
fuel filters to plug. The pour point is the temperature
The micron rating of the primary fuel filter should only
which diesel fuel begins to thicken and be more resistant
be fine (low) enough to protect the fuel transfer pump. A
to flow through fuel pumps and lines.
very fine (low micron rating) primary filter, can be more
easily plugged by wax in cold weather. A primary filter,
Be aware of these fuel values when purchasing your
with a micron rating as fine as a secondary filter can
diesel fuel. Anticipate the average outside (ambient)
cause waxing problems.
temperature for the area your engine will be operating.
Engines fueled in one climate may not operate
NOTE: A 9M2341 Filter Element is recommended as a
satisfactorily if moved to another because of problems
cold weather primary fuel filter. Refer to the Parts
that result from cold weather.
Manual for this engine to determine the part numbers
required for the primary fuel filter.
Before troubleshooting for low power or poor
performance in winter months, check the type of fuel
being used.

When No. 2 diesel fuel is used: starting aids, engine oil

pan heaters, engine coolant heaters, fuel heaters, and fuel
line insulation also provide a means of minimizing
starting and fuel problems in cold weather.

3306 Caterpillar Page 50 of 120

Fuel Heaters

Fuel heaters prevent fuel filters from plugging in cold

weather due to waxing. A fuel heater should be installed
so that the fuel is heated before it enters the first
(primary) fuel filter.

Select a fuel heater that is mechanically simple, yet

adequate for the application. The fuel heater should also
prevent overheating of the fuel. High fuel temperatures
reduce engine performance and power availability.
Choose a fuel heater with as large a heating surface as
practical. Small heaters can be too hot in their limited
surface area.

Disconnect or deactivate the fuel heater in warm

weather.

NOTE: Only thermostatically controlled or self-

regulating fuel heaters should be used with this engine.
Non-thermostatically controlled fuel heaters can heat the
fuel in excess of 65°C (149°F). A loss of engine power
can occur if the fuel supply temperature exceeds 37°C
(100°F).

NOTE: Heat exchanger-type fuel heaters should have a

bypass provision to prevent overheating of the fuel in
warm weather operation.

The following fuel heaters are recommended for use with

Caterpillar engines.

Thermoblend Caterpillar part no. 7C3557

Hot Joint Caterpillar part no. 7C3558

For further information on fuel heaters, contact your

Caterpillar dealer.

3306 Caterpillar Page 51 of 120

Engine Stopping
NOTICE
Woodward Actuator (If Equipped)
Stopping the engine immediately after it has been
working under load can result in overheating and
accelerated wear of the engine components. Allow
the engine to engine cool down before stopping.
Avoiding hot engine shutdowns will maximize
turbocharger shaft and bearing life.

If the engine has been operating at high load, run at low

idle for at least three minutes before stopping. This cool
down will reduce and stabilize internal engine coolant
and oil temperatures before stopping the engine.

If the engine has been operating at low loads, run the

engine at low idle for 30 seconds before stopping. It equipped with a Woodward Actuator, move the control
lever upward or forward, depending on the installation.
Make sure the shutoff procedure is understood. Refer to Hold the lever to the OFF or STOP position until the
the Stopping the Engine instructions in the Generator Set engine stops.
Control Panel topic in this publication. Use the
following general guidelines for stopping the engine.
Mechanical Governor Control
1. Open the Main electrical circuit breaker/Remove
load from engine. A manual shutoff lever is provided to shut off the fuel
from the fuel injection pump and override the governor
2. Move the governor control to no more than half control. The manual shutoff lever is located on the side
engine speed. Run the engine for three to five of the pump.
minutes.
The engine can be shut OFF by rotating and holding the
3. Reduce the engine speed to low idle. manual shutoff lever in the clockwise (CW) direction.

4. The engine may be stopped by using the Woodward

Governor (if equipped), the Mechanical Governor (if
equipped), or the solenoid shutoff switch.

If equipped with a Mechanical Governor Control, to

move control to the SHUT OFF position: pull upward on
the vernier hand grip while pushing down on thumb
button. This shutdown will only move the fuel control
linkage (rack) to the FUEL-OFF position. This does not
shut off the air inlet.

3306 Caterpillar Page 52 of 120

Solenoid Shutoff
Move the Control Panel Engine Control Switch (ECS, if
equipped) to the STOP position.

After Stopping the Engine

1. Fill the fuel tank to prevent accumulation of
moisture in the fuel.

2. Check the coolant level. Maintain the cooling

system to 13 mm (½ inch) from bottom of the fill
pipe.

If freezing temperatures are expected, allow the

radiator and engine jacket water system to cool, then
check the coolant for proper antifreeze protection.
The cooling system must be protected against
freezing to the lowest expected ambient (outside)
temperature. Add the proper coolant and water
mixture if necessary.

3. Check the crankcase oil level. Maintain the oil level

between the ADD and FULL marks in the FULL
RANGE zone on the dipstick

4. Repair any leaks, perform minor adjustments,

tighten loose bolts, etc.

5. Note the service hour meter reading. Perform

periodic maintenance as instructed in the
Maintenance Schedule.

3306 Caterpillar Page 53 of 120

Air-To-Air Aftercooling System (ATAAC)
(If Equipped)
Air-to-air aftercooling (ATAAC) systems are simple, Lower inlet air temperature allows more air to enter the
reliable, and easy to maintain. Generally, ATAAC cylinder. More complete fuel combustion and reduced
benefits one or two of the following areas: exhaust emissions are the results. Air-to-air aftercoolers
can achieve charge air temperatures lower than water-to-
• Improved fuel consumption air systems. The lower air temperatures provide
• Lower emissions improved efficiency.
• Increased power

NOTE: In some cases, all three may be improved. NOTICE

To maintain an adequate water pump cavitation
temperature for efficient water pump performance in
Operation of ATAAC an Air-to-Air Aftercooled engine: Caterpillar
recommends that the coolant mix contain a minimum
Inlet air is pulled through the air cleaner, compressed and
of 30 percent Caterpillar Antifreeze, or equivalent.
heated by the compressor wheel in the compressor side
of the turbocharger to about 150°C (300°F). The heated
air is then pushed through the air to air aftercooler core Air Inlet System
and moved to the air inlet manifold in the cylinder head
at about 43°C (110°F). An air hose failure or a significant air inlet system leak
will cause a large drop in boost pressure and power. The
engine can be operated at this power level for a short
period of time, however, sustained operation under this
condition should be avoided.

A slight reduction in power or response, or a small

increase in exhaust temperature may indicate a small air
leak in the charge air cooler core or piping.

If air leaking is suspected, inspect the air inlet hoses,

elbows and gaskets for cracks or damage. Replace the
parts as needed. Check for loose clamps and tighten the
clamps as needed.

Radiator Core (1) and Aftercooler Core (2).

Cooling the inlet air increases combustion efficiency,

which helps to lower fuel consumption and increase
horsepower output. The aftercooler core (2) is a separate
cooler core installed behind the standard radiator core
(1). Ambient temperature is moved across both cores by
the engine fan - this cools the turbocharged inlet air and
the engine coolant.

3306 Caterpillar Page 54 of 120

Radiator Restrictions
Caterpillar discourages the use of air flow restriction
devices mounted in front of radiators with air-to-air
aftercooled engines. Air flow restriction can cause
higher exhaust temperatures, power loss, excessive tan
usage, and a reduction in fuel economy.

If an air flow restriction device must be used, the device

should have a permanent opening directly in line with the
fan hub. The device must have a minimum opening
dimension of at least 770 cm2 (120 in2).

A centered opening, directly in line with the fan hub, is

specified to provide sensing when viscous fan drives are
used and/or to prevent an interrupted air flow on the fan
blades. Interrupted air flow on the fan blades could
cause a fan failure.

Caterpillar recommends that a package include an inlet

manifold temperature device, such as a light indicator,
buzzer, etc., set at 65°C (150°F) and/or installation of an
inlet air temperature gauge. For the ATAAC (Air-To-
Air Aftercooled) engines, air temperature in the inlet
manifold should not exceed 65°C (150°F).
Temperatures exceeding this limit can cause power loss
and potential engine damage.

This temperature provides engine protection for full

restriction device closure. This temperature can also
serve as a diagnostic tool for a malfunction of the charge
air cooling system. It is not anticipated that a
temperature of 65°C (150°F) will be encountered under
normal operating conditions.

3306 Caterpillar Page 55 of 120

Oil Level Gauge (Dipstick)

Hot oil and hot components can cause personal

injury. Do not allow hot oil or hot components to
contact the skin.

1. Operate the engine until it reaches normal operating

temperature.

2. Stop the engine. Remove the crankcase drain

plug(s). Let the oil drain from the crankcase for 20
minutes.
Calibration
3. Remove the used oil filter(s). Install the new oil
NOTE: Refer to the complete Oil and Filter change filter(s). Install the crankcase drain plug(s) and
procedure before performing Calibration (if applicable). tighten to 70 ± 14 N-m (50 ± 10 lb ft).

Your engine may use a dipstick that has a FULL 4. Add 18 L (19 qt) of oil for 3306B engines or 16 L
RANGE zone rather than the traditional FULL mark. (17 qt) of oil for 3304B engines. Allow the oil to
The FULL RANGE is between the ADD and FULL drain back to the sump for a minimum of five
marks (X-Y). This dipstick allows for variations in minutes.
engine installations. Engine oil level will vary,
depending on angle (front to back tilt) and slant sideways 5. Ensure that the oil level gauge is seated. Check the
tilt). oil level on the oil level gauge. The oil level should
be at the ADD mark. If the oil level is not at the
To determine the correct FULL mark in the FULL existing ADD mark, use an engraving tool to grind
RANGE zone and prevent overfilling or under filling the off the mark and engrave the new ADD level.
crankcase, it is important to calibrate (or verity the
calibration of) the dipstick at the first oil change. 6. Add 6 L (6 qt) of oil for 3306B engines or 2.5 L (2.5
qt) of oil for 3304B engines into the sump. Allow
To verify the ADD mark and establish the actual FULL enough time for the oil to drain into the sump.
mark in the FULL RANGE zone of the dipstick, use the
following procedure. 7. Ensure that the oil level gauge is seated. Check the
oil level on the oil level gauge. The oil level should
NOTE: This procedure is correct for use with either the be at the FULL mark. If the oil level is not at the
non-spacer plate oil pan or the spacer plate oil pan. existing FULL mark, use an engraving tool to grind
Sump capacities and oil levels are the same for each oil off the mark and engrave the new FULL level.
pan.

NOTE: The engine must rest on a level surface for this

procedure.

3306 Caterpillar Page 56 of 120

 NOTICE
Remote mounted or auxiliary oil filters require
additional oil. For all information about auxiliary oil
filters, refer to the OEM instructions.

8. Add an additional 4 L (4 qt) of oil into the sump for

both the 3306B and the 3304B engines. Total fill
capacity for the 3306B engine is 27.5 L (29 qt) Total
fill capacity for the 3304B engine is 22.5 L (23.5 qt).

NOTICE
To prevent crankshaft or bearing damage, crank the
engine with the fuel OFF in order to fill all of the oil
filters BEFORE starting. Do not crank the engine for
more than 30 seconds. Allow the starting motor to
cool for two minutes before cranking again.

9. Start the engine. Operate the engine long enough to

ensure that the lubrication system (including
auxiliary filters) is filled. Inspect for oil leaks. Stop
the engine and allow enough time for the oil to drain
into the sump. Ensure the oil is at the correct level
on the oil level gauge.

3306 Caterpillar Page 57 of 120

Scheduled Oil Sampling (S-O-S)
Caterpillar's Scheduled Oil Sampling (S-O-S) analysis is S-0-S Analysis
the best indicator for determining what is happening S-O-S analysis is composed of three basic tests:
inside your engine.
• Wear Analysis
S-O-S analysis is a diagnostic tool used to determine oil • Chemical and Physical Tests
performance and component wear rates. S-O-S analysis • Oil Condition Analysis
uses a series of tests designed to identify and measure
contamination such as: Wear analysis is performed with an atomic absorption
• soot, sulfur, etc. spectrophotometer to monitor component wear by
• degradation such as the presence of fuel, water and identifying and measuring concentrations, in parts per
antifreeze in a sample of oil. million, of wear elements present in the oil. Based on
• the amount of wear metals present in the oil sample. known normal concentration data, maximum limits of
wear elements are established. Impending failures can
Wear metals present in the oil sample are compared to be identified when test results deviate from concentration
established Caterpillar norms to determine acceptability. levels established as acceptable, based on normal wear.
S-O-S analysis must be performed on a continuing basis
to be effective as an indicator. Intermittent sampling Chemical and physical tests detect the presence of
does not allow wear rate trend lines to be established. water, fuel and glycol (antifreeze) in the oil and
determine whether or not their concentrations exceed
established maximum limits.
S-O-S INTERVAL CHART
Oil condition is evaluated with infrared analysis. This
Compartment Interval
test determines the presence and measures the amount of
Every 250 Hours contaminants such as soot, sulfur products, oxidation,
Engine Crankcase
(T & TA Only) and nitration products in the oil. Infrared analysis can
Every 500 Hours also assist in customizing (reducing, maintaining or
Engine Crankcase
(NA Only) extending) oil change intervals for particular conditions
and applications.
Obtain Oil Sample Every 250 Hour Interval
(T & TA) or Every 500 Hour Interval (NA). Infrared analysis should always be accompanied by wear
element analysis and chemical and physical tests to
Obtain S-O-S samples at regularly scheduled intervals to assure accurate diagnosis.
monitor the condition and maintenance requirements of
your engine. Each oil sample should be taken when the NOTE: Infrared analysis must be used to determine oil
oil is warm and well mixed to ensure that the sample is change intervals. S-O-S analysis must include Infrared
representative of the oil in the engine crankcase. (IR) in the analysis.

Consult your Caterpillar dealer for complete information The test results of the oil samples will then be used as a
and assistance in establishing an S-O-S analysis program basis for determining the oil change interval for your
for your engine(s). engine, giving you the ultimate time between oil changes
without the risk of engine damage.

Refer to Caterpillar pamphlet Listen To Your Oil

(PEDP1129) for information and benefits of S-O-S
analysis.

3306 Caterpillar Page 58 of 120

S•O•S Coolant Analysis
Coolant is essential to control engine operating One way to verify the water condition. or to be sure of
temperatures and make components last longer. Poorly new water at fill time, is to have a coolant analysis
maintained coolant can actually shorten component life conducted. Full water analysis can sometimes be
by causing a chain reaction of heat problems. Excessive obtained locally by contacting your local water utility
heat can cause: company or an agricultural agent. Private laboratories
are also available.
• Hot spots that crack steel, notably in cylinder heads
• Bubble pockets that form on cylinder surfaces and Caterpillar recommends S-O-S Level II Coolant
result in liner pitting Analysis.
• Oil to degrade, leading to component damage
• Lacquer and shellac build up on precision hydraulic
Level II. Comprehensive Cooling System Analysis
parts
• Oil additives to break down and transmission Completely analyzes coolant and coolant effects on the
clutches to slip cooling system. Level II Analysis provides:

S-O-S Coolant Analysis is the best way to monitor the • full Level I analysis
condition of your coolant and your cooling system. The • visual properties inspection
two level program, based on samples you submit, shows • metal corrosion and contaminant identification
the condition of coolant and the cooling system. • identification of built up impurities that point to
corrosion and scaling problems BEFORE they lead
Level I: Basic Coolant Maintenance Check to costly repairs.
Checks for correct chemical balance for proper heat and Level II Analysis provides a simple, clear report of
corrosion control. Tests for: results, and makes recommendations for the lowest cost
corrective options.
• glycol
• SCA concentrations For more information of coolant analysis and how it can
• pH help manage your equipment, see your Caterpillar dealer.
• conductivity Consult your Caterpillar dealer for complete information
and assistance in establishing an S-O-S analysis program
S-O-S Coolant Analysis reports results and makes for your engine(s).
recommendations, usually within 24 hours.

The concentration of SCA should be checked regularly

for overconcentration or underconcentration. This
should be done with test kits, or S-O-S Coolant Analysis
(Level I) at the Every 250 Service Hours interval.

Further coolant analysis is recommended at twice a year

or after every 1000 service hours.

For example, suppose considerable deposits are found in

the water jacket areas on the external cooling system, yet
coolant additive concentrations were carefully
maintained. Chances are that the coolant water had
minerals which deposited on the engine over time.

3306 Caterpillar Page 59 of 120

Maintenance Terminology
Adjust - to conform and correspond to specifications. Interval Categories
Check - to observe for satisfactory conditions, accuracy, Engine components can generally be grouped into speed
safety or performance. sensitive and load sensitive categories. The maintenance
interval for each item listed in the Maintenance Schedule
Exchange - to trade a worn or failing component for a is based on either engine speed or load.,
remanufactured or rebuilt component.
Speed sensitive items such as water pumps and air
Inspect - to examine closely, in critical appraisal, while compressors are not primarily affected by the operating
testing or evaluating components or systems. load on your engine. The load on an engine will not
significantly accelerate the repair or replacement cycle
Inspect/Rebuild or Exchange - to examine closely, then for speed sensitive items.
making the decision on repair option (i.e. Rebuild or
Exchange). The maintenance intervals established for speed sensitive
items are based on service hours.
Lubricate - to apply a lubricant (oil, grease, etc.) as
specified for reducing friction, heat and wear between Load sensitive items such as piston rings and cylinder
solid surfaces. liners are affected by the operating load on your engine.
Generally speaking, the lower the load, the longer the
Protective Devices - indicators such as gauges, lights engine life. Conversely, the higher the load, the shorter
emergency shutoffs, etc., that alert an operator that a the engine life. A heavy load on an engine will
potential problem may exist. Failure to respond to these accelerate the repair or replacement cycle for load
indicators in a timely manner could result in serious sensitive items.
engine damage.
Load sensitive items are normally internal engine
Rebuild - to repair a worn or failing component with components. The amount of fuel consumed is directly
new parts, components and/or remanufactured related to the load on your engine.
components.
The maintenance interval for load sensitive items
Replace - to install something new, remanufactured or includes fuel consumption, since the amount of fuel
rebuilt in place of an existing worn or failing component. consumed is directly related to the load on your engine.

Service Hours (Electrical) - records the time (clock Caterpillar recommends performing maintenance on load
hours) the engine is actually running but does not reflect sensitive items at maintenance intervals based on the
variations in speed, load, etc. quantity of fuel consumed.

NOTE: Some engines are equipped with mechanical

service meters reading in Service Meter Units (SMU).
The Maintenance Schedules are developed for clock
hours or fuel consumption. For most users, clock hours
are the standard interval for maintenance and SMU's can
be roughly equal to clock hours. However, Caterpillar
recommends that fuel consumption be used as the
preferred method of determining intervals rather than
SMU's or clock hours.

3306 Caterpillar Page 60 of 120

Lubricant Viscosity Recommendations & Refill Capacity
Lubricant Viscosity Recommendations Refill Capacities
See chart for recommended viscosity and temperature These refill capacities reflect the crankcase capacity plus
range. The required performance criteria for the oil is filter. Auxiliary oil filter systems will require additional
defined in the previous Lubricant Specification section. oil. For all auxiliary oil filter system information consult
the OEM or auxiliary oil filter system manufacturer.
The minimum temperature for the viscosity grade
provides guidelines for the lowest starting temperature In order to properly maintain the cooling system, Total
with a "cold soaked" engine. Base stocks for blending Cooling System capacity must be known. This capacity
the oil formulations do differ, and variations can exist information will be needed to determine the amount of
within a viscosity grade on low temperature antifreeze and coolant additive (conditioner) required for
characteristics. Therefore, a particular oil may allow the cooling system.
lower starting temperatures than given in the chart. Your
oil supplier can provide additional information on oil REFILL CAPACITIES – (APPROXIMATE)
properties. Compartment U.S. Imperial
Liters
or System Quarts Quarts
The recommendation is to use the highest viscosity oil 3304B ENGINE
22.5 23.5 20.0
possible. Even though the ambient temperature may be CRANKCASE w/ Filters 1
low, operating engines can still be subjected to normal 3304B JACKET WATER
oil temperatures because of regulated temperature COOLING SYSTEM 13.0 14.0 11.5
components. Higher viscosity fluids provide better (Engine Only)
protection to all components contacted during the full STANDARD RADIATOR 10.5 11.0 9.0
(w/hoses)2
day work cycle.
C-SIZE RADIATOR 32.0 34.0 28.5
(w/hoses)2
Multi-viscosity oils are preferred because of full TOTAL COOLING
protection through a wider temperature range. See chart SYSTEM3
for recommended viscosity and temperature range. 3306B ENGINE
27.5 29.0 24.0
CRANKCASE w/ Filters 1
To determine if the oil in the crankcase will flow in cold 3306B JACKET WATER
weather, remove the oil dipstick before starting the COOLING SYSTEM 18.0 19.0 16.0
engine. If the oil flows off, the oil is fluid enough to (T Engine Only)
circulate properly. 3306B JACKET WATER
COOLING SYSTEM 20.0 21.0 17.5
(TA Engine Only)
Lubricant Viscosity Chart 3306B JACKET WATER
COOLING SYSTEM 16.0 17.0 14.0
LUBRICANT VISCOSITIES (ATAAC Engine Only)
FOR AMBIENT (OUTSIDE) TEMPERATURES STANDARD RADIATOR 10.5 11.0 9.0
(w/hoses)2
Compartment Oil1 °C °F
C-SIZE RADIATOR
or System Viscosities Min Max Min Max 32.0 34.0 28.5
(w/hoses)2
SAE 10W302 -20 +40 -4 +104 TOTAL COOLING
2 SYSTEM3
Engine SAE 10W40 -15 +50 +5 +122 1
Optional bypass filters supplied by Caterpillar require
Crankcase SAE 30 0 +40 +32 +104 additional oil. Additional oil is required with the use of
SAE 40 +5 +50 +41 +122 auxiliary filters. Make sure to add enough oil to fill auxiliary
1 oil circuit.
Select oil viscosity based on maximum expected operating 2
Refer to OEM's specifications regarding auxiliary filter
temperature. Engine start-up at lower than specified ambient capacity. Refer to the OEM's specifications regarding cooling
temperature requires caution. Start-up at very low ambient equipment capacity it radiator is not a Caterpillar radiator.
temperatures may require auxiliary oil heaters or other 3
The Total Cooling System capacity will vary, depending on
methods to increase the engine crankcase and surrounding the radiator type and capacity provided by Caterpillar or the
temperatures. OEM. In order to properly maintain the cooling system, Total
2
Oil viscosity grades which meet the API CE or CF-4 Cooling System capacity must be known. The chart is blank
performance category are limited somewhat to multi-grades and should be filled in by the customer to determine the Total
(SAE 15W40 and 10W30). If single viscosity grades are Cooling System Capacity for this engine and application.
selected, confirm with your oil supplier that the oil does meet Add ENGINE ONLY and appropriate RADIATOR capacity
the API CE or CF-4 rating requirement. for TOTAL COOLING SYSTEM capacity for your engine
and application.

3306 Caterpillar Page 61 of 120

Maintenance Schedule-3304B Engines
Use fuel consumption, service hours, or calendar time, Fan Drive Bearing - Lubricate 90
whichever occurs first, to determine maintenance Batteries - Check/Clean 90
intervals. Magnetic Pickup (At First Oil Change Only -
Inspect/Clean 91
NOTE: Experience has shown that maintenance
1
intervals are most accurately scheduled on the basis of These maintenance requirements are to be performed
fuel consumed rather than service hours. between the 250 and the 1000 Service Hour interval
for Turbocharged (T) Engines ONLY. Refer to 500
Daily Hour interval for Naturally Aspirated (NA) Engines.
Walk-Around Inspection - Inspect engine for
leaks and loose connections 66 Every 11,250 L (3,000 gal) of Fuel or 500
Engine Crankcase - Check oil level 67 Service Hours (NA Only)*
Cooling System - Check coolant level 63 Scheduled Oil Sampling (S-O-S) Analysis - Obtain
Clutch - Check/Adjust/Lubricate 69 Sample 91
Air Starter & Air Tank (if equipped) - Engine Oil and Filter(s) - Change 91
Check/Adjust/Drain water 70 Crankcase Breather - Clean 91
Engine Air Cleaner - Check service indicator 71 Engine Valve Lash (Between First 500 and
SR4 Generator - Inspect/Check 74 1000 Service Hours Only) - Check/Adjust 91

Every 1,100 L (300 gal) of Fuel or 50 Service Every 22,500 L (6,000 gal) of Fuel or 1000
Hours* Service Hours*
Dust Collector - Clean 75 Engine Protection Devices - Inspect 92
Light Duty Air Cleaner (if Equipped) - Replace 75 SR4 Generator and Control Panel - Inspect 92
Fuel Control Linkage- Lubricate 94
Every 2,800 L (750 gal) of Fuel 125 Service
Hours* Every 45,000 L (12,000 gal) of Fuel 2000
Clutch - Check/Adjust/Lubricate 76 Service Hours*
Generator Space Heaters (if Equipped) - Check 77 Engine Valve Lash, Valve Rotators, Fuel Ratio
Control, Set Point, and Low Idle - Check/Adjust 95
Every 5,600 L (1,500 gal) of Fuel or 250 Fuel Injection Nozzles - Test/Clean/Replace 96
Service Hours* Turbocharger - Inspect 96
Scheduled Oil Sampling (S-0-S)1 – Obtain Sample 78 Engine Mounts - Inspect 98
Engine Oil and Filter(s)l - Change 80 Crankshaft Vibration Damper - Inspect 98
Crankcase Breather' - Clean 82 SR4 Generator - Check/Inspect Clean/Lubricate 99
Engine Valve Lash (Between First 250 and
1000 Service Hours Only)1 - Check/Adjust 83 Every 68,220 L (18,000 gal) of Fuel or 3000
Cooling System - Test for supplemental Service Hours or Two Years*
coolant additive concentration 83 Cooling System - Add Extender
Fuel System - Clean/Replace filters, Drain water from (Extended Life Coolant Only) 100
fuel tank 85 Cooling System - Drain/Clean/Replace Coolant –
Radiator Fins, Aftercooler, Belts, and Hoses - Conventional Coolant/Antifreeze Only 100
Inspect/Check 87 Water Pump Seal - Inspect/Replace 102
Hoses - Replace 102
Thermostat - Replace 102

3306 Caterpillar Page 62 of 120

Every 90,000 L (24,000 gal) of Fuel or 4000
Service Hours*
Magnetic Pickup - Inspect/Clean 105
SR4 Generator - Check/Inspect/Clean/Lubricate 105

Every 135,000 L (36,000 gal) of fuel or 6,000

Service Hours or Four Years
Cooling System - Drain/Flush/Replace
Coolant (Extended Life Coolant Only) 106

* Perform previous maintenance interval items first.

3306 Caterpillar Page 63 of 120

Maintenance Schedule-3306B Engines
Use fuel consumption or service hours, whichever occurs Fan Drive Bearing - Lubricate 89
first, to determine maintenance intervals. Batteries - Clean/Check 89
Magnetic Pickup (At First Oil Change Only -
NOTE: Experience has shown that maintenance Inspect/Clean 90
intervals are most accurately scheduled on the basis of
1
fuel consumed rather than service hours. These maintenance requirements are to be performed
between the 250 and the 1000 Service Hour interval
Daily for engines equipped with turbochargers (T, TA &
Walk-Around Inspection - Inspect engine for ATAAC) ONLY. Refer to 500 Hour interval for
leaks and loose connections 66 Naturally Aspirated (NA) Engines.
Engine Crankcase - Check oil level 67
Cooling System - Check coolant level 68 Every 17,000 L (4,500 gal) of Fuel or 500
Clutch - Check/Adjust/Lubricate 69 Service Hours (NA Only)*
Air Starter & Air Tank (if equipped) - Check 70 Scheduled Oil Sampling (S-O-S) - Obtain Sample 91
Engine Air Cleaner - Check service indicator 71 Engine Oil and Filter(s) - Change 91
SR4 Generator - Inspect/Check 74 Crankcase Breather - Clean 91
Engine Valve Lash (Between First 500 and
Every 1,900 L (500 gal) of Fuel or 50 Service 1000 Service Hours Only) - Check/Adjust 91
Hours*
Dust Collector - Clean 75 Light Duty Air Cleaner (if Every 34,000 L (9,000 gal) of Fuel or 1,000
Equipped) – Replace 75 Service Hours*
Engine Protection Devices - Inspect 92
Every 4,250 L (1,100 gal) of Fuel or 125 SR4 Generator and Control Panel- Inspect 92
Service Hours* Fuel Control Linkage- Lubricate 94
Clutch - Check/Adjust/Lubricate 76
Generator Space Heaters - Check 77 Every 67,000 L (18,000 gal) of Fuel or 2,000
Service Hours*
Every 8,500 L (2,200 gal) of Fuel or 250 Engine Valve Lash, Valve Rotators, Fuel Ratio
Service Hours* Control, Set Point, and Low Idle - Check/Adjust 95
Scheduled Oil Sampling (S-0-S)1 – Obtain Sample 78 Fuel Injection Nozzles - Test/Clean/Replace 96
Engine Oil and Filter(s)1 - Change 80 Turbocharger - Inspect 96
Crankcase Breather1 - Clean 82 Engine Mounts - Inspect 98
Engine Valve Lash (Between First 250 and Crankshaft Vibration Damper - Inspect 98
1000 Service Hours Only)1 - Check/Adjust 83 SR4 Generator - Check/Inspect Clean/Lubricate 99
Cooling System - Test for supplemental
coolant additive concentration 83 Every 91,000 L (24,000 gal) of Fuel or 3,000
Fuel System - Clean/Replace filters, Drain Service Hours or Two Years*
water from fuel tank 85 Cooling System - Add Extender (Extended
Radiator Fins, Aftercooler, Belts, and Hoses - Life Coolant Only) 100
Inspect/Check 87 Cooling System - Drain/Clean/Replace Coolant -
Conventional Coolant/Antifreeze Only 100
Water Pump Seal - Inspect/Replace 102
Hoses - Replace 102
Thermostat - Replace 103

3306 Caterpillar Page 64 of 120

Every 136,000 L (36,000 gal) of Fuel or 4,000
Service Hours*
Magnetic Pickup - Inspect/Clean 105
SR4 Generator -
Check/inspect/Clean/Lubricate 105

Every 204,000 L (54,000 gal) of Fuel or 6,000

Service Hours or Four Years
Cooling System - Drain/Flush/Replace Coolant
(Extended Life Coolant Only) 106

* Perform previous maintenance interval items first.

3306 Caterpillar Page 65 of 120

Daily
You must read and understand the warnings and • Fan and accessory drive belts for cracks, breaks or
instructions contained in the Safety section of this other damage.
manual, before performing any operation or
maintenance procedures. Belts for multiple groove pulleys must be replaced as
matched sets. If only one belt of a two or three belt set is
Walk-Around Inspection replaced, it will carry more of a load than the belts not
replaced since the older belts are stretched. The
additional load on the new belt could cause it to break.
Inspect Engine for Leaks and Loose
Connections • Water pump for coolant leaks at weep hole. Check
weep hole for water pump breather filter blockage.
A walk-around inspection should only take a few Replace the filter if necessary.
minutes of your time. By taking the time to make these
checks, costly repairs and accidents can be avoided and
NOTE: The water pump seal is lubricated by coolant in
your equipment will be ready to run should the need the cooling system. It is normal for a small amount of
arise. leakage to occur as the engine cools down and parts
contract.
For maximum engine service life, make a thorough
inspection before starting the engine. Look for items If leaks are found, check the coolant level frequently and
such as oil or coolant leaks, loose bolts, worn fan belts,
continue to monitor the level until the water pump is
loose connections and trash build-up. Remove trash repaired. Excessive coolant leakage may indicate the
build-up and have repairs made as needed. need to replace the water pump seal. For removal and
installation of water pumps and/or seals, see the Service
Keep a close watch for leaks. If leaking is observed, find Manual for this engine or consult your Caterpillar dealer.
the source and correct the leak. It leaking is suspected:
check the fluid levels more frequently than the
• Lube system for leaks, such as front and rear
recommended maintenance intervals and continue to
crankshaft seals, oil pan, oil filters and valve covers.
monitor fluid levels until any leak is found and fixed.
• Fuel system for leaks, loose fuel line clamps and
fittings and loose or worn hoses.
• Wipe all fittings, caps and plugs before servicing to
reduce the chance of system contamination.
NOTICE
Inspect:
Fuel line clamps should not be over torqued. Over
• Radiator core for leaks and trash build-up. torqueing causes the clamps to butterfly, which
• Radiator and air inlet system hoses and elbows for results in low clamping force, fuel line vibration and
cracks and loose clamps. eventual failure. Refer to the Torque Specifications
• air-to-air aftercooler for insects, dirt and other in this manual.
debris. Clean as necessary. Clean the front of the
aftercooler with a stainless steel brush and soapy
water. • Drain water and sediment from fuel storage and day
tanks on a daily basis to ensure only clean fuel
Depending on your findings and operating environment, enters the fuel system.
the maintenance interval for cleaning the air-to-air
aftercooler can be extended from a Daily to an as needed • Inspect wiring and wiring harnesses for loose
basis.
connections and worn or frayed wires.

3306 Caterpillar Page 66 of 120

 Engine Crankcase
NOTICE
Make sure you read and understand the information
in the Lubricant Specifications section of this manual
before you proceed with maintenance of the
crankcase lube oil system.

The engine must be on a level surface to properly

perform this maintenance procedure.

Check Oil Level

• All guards must be in place. Repair or replace
missing or damaged guards.

• Disconnect any battery chargers that are not

protected against the starter current drain. Check the
condition and the electrolyte level of batteries,
unless equipped with a maintenance free battery.

• Inspect the engine-to-frame ground strap for good

connection and condition.

1. Check the oil level with the engine stopped. Ensure

that the engine when the oil level is not above the
FULL RANGE zone on the dipstick.

2. Maintain the oil level between the ADD and FULL

marks on the ENGINE STOPPED side of the
dipstick. Do not fill the crankcase above the mark in
FULL RANGE zone,

NOTE: Operating your engine when the oil level is

above the FULL RANGE zone could cause your
crankshaft to dip into the oil. The air bubbles created
from the crankshaft dipping into the oil reduces the oil's
lubricating characteristics and could result in the loss of
power.

If the dipstick does not have a FULL mark in the FULL

RANGE zone: refer to calibrating the oil level gauge in
the Dipsticks topic of this manual or consult your
Caterpillar dealer before operating the engine.

3. Remove the oil filler cap and add oil if necessary.

See Refill Capacities and Lubricant Specifications
for the size of your engine crankcase and
recommended oil to use.

NOTE: Remote mounted or auxiliary oil filters require

more oil than the Refill Capacities chart states. For all
information pertaining to auxiliary oil filters, refer to the
OEM or filter manufacturer's instructions.

3306 Caterpillar Page 67 of 120

Cooling System
NOTICE
Make sure you read and understand the information
in the Cooling System Specifications section of this
manual before you proceed with maintenance of the
cooling system.

Check Coolant Level

1. Check the coolant level with the engine stopped and

cool.

2. The filler cap covers the fill pipe. Remove the filler 4. Inspect the filler cap. Replace the cap if gaskets are
cap slowly to relieve any pressure. damaged. Install the filler cap.

3. Maintain the coolant level within 13mm (½ inch) 5. Inspect the radiator fins for dirt and debris and clean
below the bottom of the fill pipe or to the proper the fins if necessary.
level on the sight glass (if equipped).

3306 Caterpillar Page 68 of 120

Clutch
Check/Adjust/Lubricate

Check/Adjust

NOTICE
New power take-offs should have clutch adjustment
checked before being placed in service. Clutch
adjustment should be checked again after the first ten
hours of operation. New clutch plates have a "wear
in" period, and the clutch may require several
adjustments until the new plates are "worn In."
Instruction Plate.

Clutch adjustment should be checked regularly after

"wear in." Heavy duty applications which have frequent
engagements and relatively long periods of clutch slip
require more frequent adjustment than light duty
applications. Operating torque should be measured to
determine it clutch adjustment is required.

Refer to the clutch OEM service instructions and the

clutch instruction plate for adjustment and other service
recommendations. Perform the maintenance specified on
the instruction plate.

Serial Number Plate.

Rotating gears - finger or hand entanglement. Do not

service until reading the operator's manual.

Do Not operate the engine with Instruction Plate

cover removed from the clutch. Personal injury may
result.
Typical Clutch Instruction Plate (1) and Serial Number
Plate (2) locations.
If the clutch is damaged to the point of burst failure,
expelled pieces can cause personal injury to anyone in
the immediate area. Proper safeguards must be
followed to prevent accidents.

Lubricate
Refer to the clutch OEM service recommendations and
the clutch instruction plate for lubrication instructions.
Perform the maintenance specified on the instruction
plate.

3306 Caterpillar Page 69 of 120

Air Starter & Air Tank (If Equipped)

Check Lubricator Level Collector Bowl

NOTICE Some air starters may be equipped with a collector bowl.
Never allow the lubricator bowl (if equipped) to The bowl collects used oil after the oil has lubricated the
become empty. The starting motor will be damaged vanes. The bowl also collects moisture condensation
by lack of proper lubrication. from the compressed air. When the collector bowl
becomes half full, drain the used lubricant. Never fill the
The vanes of the starting motor are lubricated with a fine lubricator bowl with oil from the collector bowl- use
mist of oil from the motor lubricator. Check the level of clean lubricant.
oil in the lubricator bowl. It the bowl is less than half
full, add lubricant. Use non detergent 10W engine oil for
temperatures that are greater than 0°C (32°F). Use air Air Tank (If Equipped)
tool oil for temperatures below 0°C (32°F). For good life of the air starting motor, the air supply
must be free of dirt and water. The air starter requires
Oiler Feed Adjustment adequate air pressure in order to operate.

If necessary, adjust the lubricator to release • Drain water from the air tank (it equipped). Open
approximately four drops of fluid per minute into the the drain valve on the bottom of the air tank to drain
starting motor air stream. the condensation and oil carryover.

Be sure there is NO fuel supply to the engine . • Check the air supply pressure. The air starting
motor requires a minimum of 620 kPa (90 psi) of air
pressure to operate properly. The maximum air
pressure must not exceed 1550 kPa (225 psi). The
normal air pressure will be 758 kPa (110 psi) to 965
kPa (140 psi).

1. Push on the air start control lever (1) to crank the

engine.

2. Count the drops of fluid per minute that are released

into the air stream. Turn the needle valve knob (3)
counterclockwise to increase the flow and clockwise
to decrease the flow of fluid into the air stream.

3306 Caterpillar Page 70 of 120

 If your air cleaner element becomes plugged, the air can
Engine Air Cleaner split the element filter material. Unfiltered air will
drastically accelerate internal engine wear. Your
Check Air Cleaner Service Indicator Caterpillar dealer has air filter elements to service this
unit. Contact your Caterpillar dealer for the correct filter
element.

If equipped with a Light Duty air cleaner element, refer

to the 50 Hour interval for information.

Single Stage Air Cleaner Elements

Remove and Install Air Cleaner Elements

Typical air cleaner indicator, mounted on the air cleaner

housing.

Your engine may be equipped with a different indicator.

A service indicator (it equipped) may be mounted on the

air cleaner or in a remote location. A colored piston
showing in the window indicates the need for servicing
the air cleaner.

1. Remove the air cleaner cover (1) and element (2).

Observe the air cleaner service indicator. Clean or
replace the air cleaner element when the yellow
2. Seal the turbocharger air inlet (3) so that debris can
diaphragm enters the red zone or the red piston locks in
not enter the inlet. Use tape, or secure a clean cloth
the visible position. If the air cleaner indicator shows red
over the opening.
at any time, clean the filter element or install a new air
cleaner element.
3. Clean the inside of the air cleaner cover and body.
NOTICE
4. Inspect the replacement element for damage, dirt or
Never service the air cleaner with the engine running
debris.
since this will allow dirt to enter the engine.
5. Remove the seal from the turbocharger inlet.

6. Install a clean, undamaged element.

7. Install the air cleaner cover.

8. Reset the service indicator.

3306 Caterpillar Page 71 of 120

Two Stage Air Cleaner Elements
1. Loosen clamps (3) between lower body (4) and dust
If equipped with a Two Stage Air Cleaner, refer to the collector cup (5). Remove the cup.
Every 50 Hour interval for information regarding
cleaning the dust collector/pre-cleaner, 2. Loosen the clamps between the lower body and the
upper body (2). Remove the tube element.

Heavy Duty Air Cleaners Only 3. Clean the tubes from both sides with water or air.
Generator set engines equipped with heavy duty air
cleaners have a serviceable air cleaner element. The 4. Remove the air filter element from the upper body
element may be cleaned up to six times, but must be (2). Wipe the inside of the upper body clean.
replaced Every Year. Refer to the Cleaning Air Filter
Elements topic in this section. 5. Inspect a clean air filter element. Install a clean or
new element.
Observe the service indicator to determine the condition
of the elements. If the element becomes plugged, but 6. Inspect the gasket between the upper body and lower
does not split, engine performance will deteriorate and body. Inspect the seal between the lower body and
output power will be reduced. Keep spare filter elements the dust collector cup. Install a new gasket and seal
on hand for replacement. if necessary.

7. Install the cleaned, dry tube element. Tighten the

Remove and Install Air Cleaner Elements retaining clamps attaching the lower body to the
upper body.

8. Wipe the dust collector cup clean. Install the cup

and tighten the retaining clamps.

9. Reset the service indicator (1).

Heavy duty air cleaner: service indicator (1), upper body

(air filter element housing) (2), clamps (3), lower body
(tube element) (4), and dust collector cup (5). Heavy
duty air cleaner: service indicator (1), upper body (air
filter element housing) (2), clamps (3), lower body (tube
element) (4), and dust collector cup (5).

3306 Caterpillar Page 72 of 120

Cleaning Air Filter Elements
The primary element (Caterpillar air filters) can be
cleaned several times before replacement. The element,
when cleaned, should be thoroughly checked for rips or
tears in the filter material.

Replace the primary element at least Every Year

regardless of operating hours it has accumulated.

NOTICE
Do not clean filter elements by bumping or tapping.

Do not use filter elements with damaged pleats, The element can be washed in warm water and non-
gaskets or seals. Engine damage could result. sudsing household detergent, such as automatic
dishwasher detergent. Rinse inside and outside the
pleats. The filter should then be thoroughly air dried and
inspected.

Filter elements can be cleaned with air pressure, 205kPa

(30 psi) maximum, or water pressure, 280 kPa (40 psi)
maximum, or detergent washing. Have spare elements
on hand to use while cleaning used elements. • Inspect the filter elements after cleaning for any rips,
tears or damage. Insert a light inside of the clean,
• Direct air or water along the length of the pleats dry element. Do not use a filter element with
inside and outside of filter element. damaged pleats, gaskets or seals. Discard the
element if damaged.

3306 Caterpillar Page 73 of 120

 SR4 Generator (If Equipped)
Inspect/Check
Inspect the generator for moisture, dust, oils, greases,
and debris on the main stator, excitor, and PMG. Clean
as needed.

Check for proper voltage and frequency settings and

stability.

Refer to the generator Operation and Maintenance

• Wrap and store the clean filter elements in a clean, Manual for more information.
dry place.

• Reset the service indicator by pushing the piston

plunger in.

For more information on air cleaner element cleaning,

refer to Guideline for Reusable Parts-Cleaning and
Inspection of Air Filters, SEBF8062.

3306 Caterpillar Page 74 of 120

Every 50 Service Hours
You must read and understand the warnings and Light Duty Air Cleaner (If Equipped)
instructions contained in the Safety section of this
Light duty air cleaners are not serviceable (washable).
manual, before performing any operation or
Light duty air cleaners are intended for 50 service hours
maintenance procedures. of maximum use, or one year, whichever occurs first.
However, engines operating in a severe environment
Before proceeding with Every 50 Hour maintenance, may require more frequent air cleaner replacement.
perform all Daily maintenance requirements.
Dust conditions vary for different operating
Dust Collector environments. Service the air cleaner at regular intervals
as determined by the operating environment. Check the
NOTICE air cleaner service indicator (if equipped) daily.
Never run the engine without an air cleaner installed.
Never run the engine with a damaged air cleaner. Do Check the air cleaner for cleanliness and damage such as
not use filter elements with damaged pleats, gaskets rips and tears. Replace the air cleaner element at the
or seals. Dirt entering the engine causes premature required service interval, or more often as determined by
wear and damage to engine components. Air cleaners the operating environmental dust conditions.
prevent airborne debris from entering the engine
through the air inlet. To Replace the Light Duty Air Cleaner Element:

Clean

1. Loosen the clamp (2) fastening the air cleaner

element (1) to the air inlet, and remove the dirty
element and clamp.
Typical two stage air cleaner. Individual applications
may be different. 2. Install the clamp on a new element.
1. Remove the air cleaner cap (1). Remove the dust 3. Install the now element to the air inlet and tighten
collector cup (2). the clamp.
2. Wipe dust collector cup with a clean, dry cloth.

3. Install the cup. Install and secure the cap.

NOTE: If equipped with a heavy duty air cleaner: refer

to the Heavy Duty Air Cleaner topic in the Daily section
of this manual for information about cleaning the dust
collector cup.

3306 Caterpillar Page 75 of 120

Every 125 Service Hours
You must read and understand the warnings and
instructions contained in the Safety section of this Lubricate
manual, before performing any operation or Refer to the clutch OEM service recommendations and
maintenance procedures. the clutch instruction plate for lubrication instructions.
Perform the maintenance specified on the instruction
Before proceeding with this maintenance, perform all plate.
previous maintenance interval requirements.

Clutch (If Equipped)

Check/Adjust
Refer to the clutch OEM service instructions and the
clutch instruction plate for adjustment and other service
recommendations. Perform the maintenance specified
on the instruction plate.

3306 Caterpillar Page 76 of 120

Generator Space Heaters (If
Equipped)
Check
The SR4 generator can operate in high humidity
conditions without problems. However, problems can
occur when the generator is idle and the surrounding air
is warmer than the generator. Moisture can form on the
windings and result in poor performance and even result
in damage to the windings. Whenever the generator is
not in use, insure that the space heaters are in operation.

3306 Caterpillar Page 77 of 120

Every 250 Service Hours
You must read and understand the warnings and
instructions contained in the Safety section of this
Scheduled Oil Sampling (S-O-S)
manual, before performing any operation or Analysis
maintenance procedures.
To compliment a good preventive maintenance program,
NOTE: Naturally Aspirated engines need the following Caterpillar recommends using S-0-S analysis at regular
maintenance performed at Every 500 Service Hours scheduled intervals to monitor the condition of the
under normal operating conditions instead of 250 Service engine oil and maintenance requirements of your engine.
Hours.
Obtain Sample
• Scheduled Oil Sampling (S-O-S)
• Engine Oil and Filter Change Each oil sample should be taken when the oil is warm
• Clean Crankcase Breather and well mixed to ensure that the sample is
• Initial Valve Lash Adjustment representative of the oil in the crankcase. There are two
methods recommended to obtain S-O-S samples from the
Before proceeding with this maintenance, perform all engine crankcase.
previous maintenance interval requirements.

Oil Sampling Valve

• Use the sampling valve.

• Use a sampling gun inserted into the sump.

NOTE: Refer to How to Take a Good Oil Sample,

PEHP6001 for a step-by-step explanation if using this
method of sampling crankcase oil.

Caterpillar recommends using one of the above methods.

If either of these methods are not possible, then use a
drain stream method when changing oil.

NOTE: When using the drain stream to obtain the oil

sample, do not sample from the beginning or end of drain
stream. The oil at the beginning or end of the drain
stream is not mixed well enough to be representative of
the oil in the crankcase.

3306 Caterpillar Page 78 of 120

 S-O-S INTERVAL CHART Due to manufacturing tolerances, engine application and
maintenance variation, all engines do not consume fuel
Compartment Interval and oil at the same rate. The amount of fuel consumed is
Every 250 Hours in direct relation to the maximum oil change interval
Engine Crankcase
(T & TA Only) selected. Some history of fuel and oil consumed for each
Every 500 Hours engine (or group of engines) in a similar application must
Engine Crankcase
(NA Only) be established.

Consult your Caterpillar dealer for complete information For a group of engines, average fuel consumption and
and assistance in establishing an S-O-S program for your add oil rate may be determined by multiplying the total
engine. quantity of fuel consumed by the operating (service)
hours of the engines.
Oil Drain Intervals For more information on adjusting or extending oil
The-Maintenance Schedule assumes the use of change intervals for specific applications, see your
SUPERIOR QUALITY API CG-4 (minimum) Caterpillar dealer.
performance oil, which has sufficient TBN for fuels with
less than 0.5 percent sulfur.

Many conditions exist that can affect the selection of an

optimum oil change period. The fundamental
requirement in this decision must be to maintain the lube
oil in an acceptable condition that provides continual
engine protection. The quality and amount of oil
available is balanced against oil ability to absorb
combustion by-products. It is essential to include an S-
O-S analysis of oil condition before oil change period
adjustment is considered.

All: oils do not perform equally. A lower quality lube oil

would require that the oil change intervals be reduced
accordingly. If the sulfur content in the fuel is greater
than 1.5 percent by weight, use an oil with a TBN of 30
and reduce oil change interval by one half the interval
recommended in the Maintenance Schedule.

If the engine crankcase oil has reached its condemning

limits as established by the oil analysis program, refer to
the topic, Engine Oil and Filter(s), in this publication for
the procedure to change the crankcase oil and oil filters.

3306 Caterpillar Page 79 of 120

Engine Oil and Filter(s) Change Filter(s)

NOTE: The engine must be on a level surface to

perform this maintenance procedure.

Refer to the Lubricant Specifications section of this

manual for the recommended oil to use for this engine.

Do not drain oil when the engine is cold. As oil cools,

suspended waste particles settle on the bottom of the
crankcase or oil pan. The waste particles are not
removed with the draining cold oil. Drain the crankcase
with the engine stopped and the oil warm. This allows
for the draining of the waste particles that are suspended
in the oil.

Failure to follow this recommended procedure would

result in these waste particles being recirculated through
your engine lubrication system with the new oil.

Oil Filler Cap (1), Oil Filter (2), Oil Level Gauge
Change Oil (dipstick) (3), and Oil Drain Plug (4).
Obtain an oil sample for S-O-S (Scheduled Oil
Sampling) analysis at this time. 1. Use a 2P8250 Filter Wrench to remove the oil filter
(2) and optional bypass oil filter, if equipped.
1. After the engine has been run at normal operating
water temperature, STOP the engine. Remove the
crankcase oil drain plug(s) and allow the oil to drain.
If equipped with drain lines, turn knob on valve
counterclockwise (CCW) to drain the oil.

Element with debris.

2. Use a 4C5084 Oil Filter Cutter (which replaced the

former 6V7905 Service Tool) to cut the oil filter
Oil Drain Valve open. Spread the pleats apart and inspect the
element for metal debris. An excessive amount of
2. Install the oil drain plug(s). Tighten the plug(s) to debris in the oil filter element may be indicative of
70 ± 14 N-m (50 ± 10 lb ft). If equipped with a early wear or a pending failure.
drain line valve, turn the valve knob clockwise
(CW) to shut the drain. Use a magnet to differentiate between the ferrous
and non-ferrous metals found in your oil filter
element. Ferrous metals may indicate wear on the
steel and cast iron parts of your engine.

3306 Caterpillar Page 80 of 120

Non-ferrous metals may indicate wear on the aluminum, NOTICE
brass or bronze parts of your engine, such as main and Caterpillar oil filters are built to Caterpillar
rod bearings, turbocharger bearings and cylinder head specifications. Use of an oil filter not recommended
wear. by Caterpillar could result in severe engine damage
to your engine bearings, crankshaft, etc., as a result of
Due to normal wear and friction, it is not uncommon to the larger debris particles from unfiltered oil entering
find small amounts of debris in the oil filter element. your engine lubricating system. Only use oil filters
Consult your Caterpillar dealer to arrange for further recommended by Caterpillar.
analysis if an excessive amount of debris is found in your
oil filter element.

4. Apply a small amount of clean engine oil to the new

3. Wipe the sealing surface of the filter mounting base. filter gasket.
Make sure all of the old gasket is removed.

NOTE: Change oil filter(s) at every oil change. Make NOTICE

sure to use the correct Caterpillar oil filter(s) for your Do NOT fill the oil filters with oil before installing
engine arrangement. them. This oil would not be filtered and could be
contaminated. Contaminated oil will cause
accelerated wear to engine components.

5. Install the new filter(s) until the gasket contacts the

base. Tighten the filter ¾ of a turn more by hand.
Do not over tighten,

• Replace the bypass filter (if equipped) as instructed

in Steps 3, 4 and 5. The Caterpillar bypass filter will
require an additional 2.5 L (2.6 U.S. qts) of oil.

3306 Caterpillar Page 81 of 120

Fill Crankcase Crankcase Breather
6. Remove the oil filler cap (1). Refer to Lubricant If the crankcase breather is not maintained on a regular
Specifications, Lubricant Viscosities and Refill basis, it will become plugged. A plugged crankcase
Capacities chart for the proper oil and quantity to breather would result in excessive crankcase pressure
use for this engine. Fill the crankcase with the that may cause crankshaft seal leakage.
proper amount of oil. Under Filling or overfilling of
engine crankcase oil can cause engine damage. Clean
Before starting the engine, ensure your oil level is
within the correct operating range on the ENGINE
STOPPED side of the dipstick (3).

NOTICE
If equipped with an auxiliary oil filter or system,
extra oil must be added when filling the crankcase.
Follow the OEM or filter manufacturer's
recommendations. If the extra oil is not added, the
engine may starve for oil.

To prevent crankshaft or bearing damage, crank

engine to fill all filters BEFORE starting. Do Not
crank engine for more than 30 seconds. 1. Loosen breather retaining bolt (1).

2. Loosen hose clamp(s) (2) and remove breather

7. Start and run the engine at LOW IDLE for two assembly (3) and seal (4).
minutes to ensure the lube system (including
auxiliary filters, etc.) has oil and the oil filter(s) are 3. Wash the breather in clean, nonflammable solvent.
filled. Inspect for oil leaks. Allow the breather assembly to dry.

8. Stop the engine and allow the oil to drain back to the 4. Install a new seal.
sump for a minimum of ten minutes.
5. Assemble the breather. Install the breather in
9. Remove the dipstick to check the oil level. Maintain reverse order of removal.
the oil level to the FULL mark in the FULL RANGE
zone on the ENGINE STOPPED side of the 6. Tighten the hose clamp(s) (2).
dipstick.
Refer to the Torque Specifications section of this manual
for Torque for Standard Hose Clamps-Worm Drive Band
Type hose clamps.

3306 Caterpillar Page 82 of 120

Engine Valve Lash Cooling System

Check/Adjust NOTICE
Make sure you read and understand the information
in the Cooling System Specifications section of this
manual before you proceed with maintenance of the
cooling system.
To prevent possible injury, do not use the starter To prevent engine damage, never add coolant to an
motor to turn the flywheel. overheated engine. Allow the engine to cool first.
Hot engine components can cause burns. Allow
additional time for the engine to cool before adjusting Test for Supplemental Coolant Additive
valve lash. (SCA) Concentration (Conventional
Coolant/Antifreeze Only)
Initial valve lash adjustment on new, rebuilt or
remanufactured engines is recommended between the Use the 8T5296 Coolant Additive (Conditioner) Test Kit
first 250 and 1000 Service Hour intervals (between the to check for a three to six percent SCA concentration.
first 500 and 1000 Service Hours for Naturally Aspirated
engines) due to initial wear and seating of valve train Clean/Flush the cooling system before the recommended
components. Subsequent adjustments should be made at maintenance interval if:
the Every 2000 Service Hour interval.
• Coolant is heavily contaminated.
This maintenance is recommended by Caterpillar as part • The engine overheats frequently.
of a lubrication and preventive maintenance schedule to • Foaming is observed in the radiator.
provide maximum engine life. • The oil cooler has failed allowing oil in the cooling
system and contaminated the coolant.
See the valve lash topics in the Service Manual or • Fuel has entered the cooling system and
contact your Caterpillar dealer for the complete valve contaminated the coolant.
adjustment procedure.
Caterpillar Antifreeze contains the necessary SCA. Add
SCA after flushing the system only if Caterpillar
Antifreeze is NOT being used.

3306 Caterpillar Page 83 of 120

Add Supplemental Coolant Additive (SCA) Replace Coolant Additive Element (If Equipped)

NOTICE NOTICE
Excessive and continuous over concentration of SCA DO NOT use SCA and coolant additive elements
(greater than the recommended 6 percent initial fill), together. Doing so would result in an over
together with antifreeze concentrations greater than concentration of additive. Use one method or the
60 percent, can result in deposits on the higher other exclusively.
temperature surfaces of the cooling system,
accelerated water pump seal wear, and radiator tube
blockage, forming a barrier that reduces the engine's
heat transfer characteristics. Reduced heat transfer
could cause cracking of the cylinder head and other
high temperature components.

To prevent over inhibiting the engine's cooling

system, never use both SCA liquid AND the SCA
element (if equipped) at the same time.

1. Loosen the radiator filler cap slowly to relieve

pressure. Remove the cap.
1. Close the coolant additive element inlet valve (1)
2. It may be necessary to drain enough coolant from
and outlet valve (2). Remove and discard the
the radiator to allow for the addition of the SCA.
coolant additive element (3).
3. Add 0.25 liter (1/2 pt) of Caterpillar SCA for every 2. Clean the element mounting base. Make sure all old
20 liter (5 US gal) of cooling system capacity.
gasket is removed.
Refer to the Refill Capacities chart in this
3. Install a new Caterpillar coolant additive element.
publication for the cooling system capacity for your
engine.
4. Coat the gasket of the new element with a thin film
of engine oil.
4. Inspect the radiator filler cap gaskets. Replace the
cap if the gaskets are damaged.
5. Install the element. Spin the element until the seal
contacts the base, then tighten 3/4 turn more by
5. Install the filler cap.
hand. Do not over tighten.

6. Open the inlet valve (1) and the outlet valve (2).

7. Remove the radiator filler cap.

8. Start the engine and check for leaks. Allow the

coolant level to stabilize.

9. Add premixed coolant water, if necessary, to bring

the coolant to within 13 mm (1/2 inch) below the
bottom of the fill pipe or to the proper level on the
sight glass, if equipped.

10. Replace the radiator filler cap.

Refer to Know Your Cooling System, SEBD0518,

Coolant and Your Engine, SEBD0970 or your Caterpillar
dealer for more detailed information.

3306 Caterpillar Page 84 of 120

Fuel System Clean Primary Filter (If Equipped)

Fuel Tank Maintenance Use the following procedure to clean the primary fuel
filter (if equipped).
Fuel tanks should have some provision for draining
water and sediment from the bottom. Some fuel tanks
use piping that allow water and sediment to settle. This
water and sediment should be drained at each oil change.

Drain the water and sediment from any fuel storage tanks
weekly, at the oil change period, and before it is refilled.
This will help prevent water and/or sediment from being
pumped from the fuel storage tank into the engine fuel
tank.

Clean/Replace Filters

Typical primary fuel filter section view: bolt (1), element

(2), and case (3).

1. Loosen the bolt (1) on the primary filter housing and

remove the filter case (3).

2. Remove the element (2) and wash it in clean,

nonflammable solvent.

3. Install the element (2) and case (3). Tighten bolt (1)
to a torque of 24 ± 4 N-m (18 ± 3 lb ft).
Final Fuel Filter (1), Primary Fuel Filter (2), and Fuel
Priming Pump (3). Replace Final Fuel Filter
• Stop the engine. 1. Remove and discard the final fuel filter.

• Turn the ECS switch OFF or disconnect the battery 2. Clean the gasket sealing surface of the filter base.
(or starting motor) when performing maintenance on Make sure all of the old gasket is removed.
fuel filters.
3. Apply clean diesel fuel to the new fuel filter gasket.
• Shut off the fuel tank supply valve to the engine.
Drain water and sediment from the primary fuel
filter. NOTICE
Do NOT fill the fuel filters with fuel before installing
them. This fuel would not be filtered and could be
contaminated. Contaminated fuel will cause
accelerated wear to fuel system parts.

4. Install new filter. Spin filter until gasket contacts

the filter base. Tighten the filter 3/4 turn more by
hand. Do not over tighten.

5. Prime the fuel system.

3306 Caterpillar Page 85 of 120

 5. Operate the priming pump until the flow of fuel
Priming the Fuel System from the vent valve is continuous and free of air
Prime the fuel system to fill dry fuel filters and purge bubbles. If the engine does not have a fuel priming
trapped air. The fuel system requires priming after: pump, crank the engine until the fuel flows free of
air bubbles. Do not crank the engine for more than
• being run dry 30 seconds. Allow the starter to cool for two
• storage minutes before cranking again.
• fuel filter cleaning/replacement
6. Close the vent valve. Push in and hand-tighten the
plunger.
All engines:

NOTE: If the engine does not have a fuel priming pump, 7. Crank the engine. If the engine starts, but runs
go to step 4. rough, continue running the engine at low idle until
the engine runs smoothly.
1. Unlock and operate the priming pump plunger until
a resistance is felt. Seventy five or more pump NOTE: If the engine will not start, or once started
strokes may be required. continues to misfire or smoke, further priming is
necessary.
2. Push in and hand-tighten the plunger.
8. Loosen the fuel line nuts, one at a time, at the fuel
3. Crank the engine. If the engine starts, butruns injection nozzle.
rough, continue running the engine at low idle until
the engine runs smoothly.

NOTICE
Do not crank the engine for more than 30 seconds. If
the engine does not start, allow the starter motor to
cool for two minutes before cranking again.

NOTE: It the engine will not start, or once started,

continues to misfire or smoke, further priming is
necessary. Repeat steps one through three. If operating
problems persist after repeating steps one through three,
further priming is necessary.
NOTICE
4. Open the vent valve (if equipped) on the fuel injection A fuel injection nozzle will be damaged if the top of
pump housing. the nozzle turns in the body. The engine will be
damaged if a defective fuel injection nozzle is used
because the fuel spray pattern that comes out of the
NOTICE nozzle will be incorrect. Fuel injection nozzles can be
DO NOT remove the plug in the fuel filter base (for permanently damaged by twisting if only one wrench
the fuel pressure sending unit [if equipped]) to purge is used to loosen or tighten the fuel line nuts. Do NOT
air from the fuel system. Periodic removal of the plug let the tops of the fuel nozzles turn when the fuel lines
will result in increased wear of the threads in the fuel are loosened. Use one wrench to hold the nozzle and
filter base and lead to fuel leakage. another to loosen the fuel line nut.

3306 Caterpillar Page 86 of 120

Loosen one fuel line nut. Operate the priming pump Radiator Fins, Aftercooler, Belts, and
plunger until the flow of fuel from the fuel line is
continuous and free of air bubbles. Push the plunger in
Hoses
and tighten by hand. If the engine does not have a fuel
priming pump, crank the engine.
Inspect/Check Radiator Fins
Check the radiator fins for debris. High pressure water is
Tighten each fuel line nut before the next fuel line nut is an excellent way to clean the debris out of the radiator
loosened. Tighten the fuel line nuts to 40 ± 7 N-m (30 ± fins. If necessary, use a light bulb behind the radiator
5 lb ft). Continue the procedure until all of the fuel lines fins to see if they are completely clean.
have been cleared of air. Make sure the fuel line nuts are
tightened and the priming pump is locked before starting Refer to Know Your Cooling System, SESDO518, for
the engine. more detailed information on cleaning your radiator fins.

Inspect/Check Aftercooler System

NOTICE
A hose failure or significant system leak will cause a
large drop in boost pressure and power. The engine
can be operated at this power level long enough to
reach a safe stop or repair area. Sustained operation
under this condition should be avoided.

Inspect the front of the air-to-air aftercooler. Examine

core fins for external damage, insects, dirt, debris, salt,
corrosion, etc. Use a firm stainless steel brush and soapy
water to remove dirt, debris, salt, etc. Depending on
your findings and operating environment, the
maintenance interval for cleaning the air-to-air
aftercooler may be more frequent.

A slight reduction in power or response, or a small

increase in exhaust temperature, may indicate a small air
leak in the charge air cooler core or piping. Inspect all
air ducting and gasket connections at each oil change.
Constant torque hose clamps should be secure. Tighten
these clamps until the spring is at least partially
compressed.

Inspect all welds for cracks. Check the mounting

brackets to ensure they are secure and in good condition.

NOTE: Whenever air-to-air aftercooler parts are

repaired and/or replaced, a leak test is highly
recommended. Refer to the service manual or consult
your Caterpillar dealer for the correct procedure to use
when performing a. leak test.

3306 Caterpillar Page 87 of 120

Inspect/Adjust Belts Adjust Fan Drive Belts
Inspect the condition and adjustment of alternator belts 1. To adjust the fan drive belts, loosen mounting bolts
and fan drive belts. and adjust with adjusting bolt.

Inspect all drive belts for wear and replace if they show 2. Move the fan drive up or down as required to obtain
any signs of wear. the correct adjustment. Tighten mounting bolts.

If one belt in a set requires replacement. always install a 3. If new belts are installed, check belt adjustment
new matched set of belts. Never replace just the worn again after 30 minutes of engine operation.
belt. It only the worn belt is replaced, the new belt will
carry all the load, as it will not be stretched as much as
the older belts. All the belts will fail in rapid succession. Inspect Hoses
Hose replacement prior to failure is a cost effective
If belts are too loose, they vibrate enough to cause preventive maintenance practice. Replacing a hose
unnecessary wear on the belts and pulleys. If belts are before it fails saves you money and reduces the chances
too tight, unnecessary stresses are placed upon the pulley for unscheduled downtime. By replacing a hose that is
bearings and belts which might shorten the life of both. cracked, soft, or leaking, you will avoid major repairs
that could result in a severe engine overheating problem.
1. Inspect the condition and adjustment of alternator
belts and fan drive belts. Inspect all hoses for leaks due to cracking, softness and
loose clamps. Replace hoses that are cracked or soft and
2. To check the belt tension, apply 110 N (25 lbs) of tighten loose clamps.
force midway between the pulleys. Correctly
adjusted belts will deflect 13 to 19 mm (½ to ¾ • Inspect all hoses for leaks due to cracking and
inch). softness. Inspect for loose clamps.
Adjust Alternator Belts • Replace hoses that are cracked or soft and tighten
loose clamps, Refer to the Replace Hoses topic in
this publication.

3. To adjust the alternator drive belts, loosen mounting

nut (1) and adjusting bracket nut(s) (2).

4. Adjust the alternator in or out by either tightening or

loosening adjusting nut(s) (2), as required, to obtain
the correct adjustment.

5. Tighten nuts (1) and (2).

6. If new belts are installed, check belt adjustment

again after 30 minutes of engine operation. Replace
belts in matched sets only.

3306 Caterpillar Page 88 of 120

Fan Drive Bearing Batteries
Lubricate Fitting Clean/Check Electrolyte Level (if required)
BATTERY ELECTROLYTE CHART
Battery Interval
Conventional 100 Hour
Low Maintenance 250 Hours
Maintenance Free None Required

1. Remove fill caps. Maintain electrolyte level to

bottom on fill plug openings.

If the addition of water is necessary, use distilled

water. If distilled water is not available, use clean
water that is low in minerals. Do not use artificially
Lubricate one fitting. softened water.
Use Caterpillar Bearing Lubricant Special Purpose At proper charging rate, batteries should not require
Grease, part number 2S3230, to service ball and roller more than 30 cc (1 oz) water per cell per week.
bearings which operate at high speeds and temperatures.
NLGI No. 2 Grade is acceptable for temperatures from - 2. Keep batteries clean.
34 to 163°C (-20 to 325°F).
3. Loosen and remove cable clamps from all battery
Inspect the fan drive pulley assembly. It should be terminals.
difficult to detect movement of the shaft in the bearing.
The bearing end play should be 0.03 to 0.23 mm (.001 to 4. Clean all battery terminals.
.009 inch). The radial play should be no greater than
0.13 mm (.005 inch). 5. Clean all cable clamps.
If the shaft is loose, an inspection of the internal 6. Install and tighten cable clamps to battery terminals.
components should be made. If the assembly should
require disassembly, refer to the Special Instruction, 7. Coat cable clamps and terminals with 5N5561
SMHS7001 or the Service Manual for the procedure. Silicone Lubricant, petroleum jelly or MPGM
grease.

Check Battery Charger (if equipped)

• Check the battery charger for proper operation. It
batteries are properly charged, ammeter reading
should be very near zero. All batteries should be
kept charged to a corrected specific gravity of 1.250
or above.

• The batteries should be kept warm, it possible. The

battery temperature affects the cranking power. It
the battery is too cold, it will not crank the engine,
even if the engine is warm.

• When the engine is not run for long periods of time

or is run for short periods, the batteries may not fully
recharge. Ensure a full charge to help prevent the
battery from freezing.

3306 Caterpillar Page 89 of 120

Battery or Battery Cable Replacement Magnetic Pickup
NOTE: When replacing batteries or battery cables, use
Inspect/Clean
the following procedure.

1. Turn off the START switch or the ECS switch to the

OFF/RESET position. Turn off (open) the ignition
switch (if equipped) and remove the key and all
electrical loads.

2 Disconnect the cable from ground (one cable

connects to frame and one to battery negative). Be
sure the cable cannot contact where it was just
removed.

3. Disconnect the negative battery cable terminal at the

battery(s) that goes to the control panel switch.
Where four 12 volt batteries are involved, the
negative side of two batteries must be disconnected. 1. Remove the magnetic pickup (1) from the flywheel
housing (2) and check the magnet condition.
4. Proceed with necessary system repairs. Reverse
steps to reconnect all cables.

Magnetic Pickup

2. Clean the metal shavings and other debris from the

face of the magnet.

3. Install t e magnetic pickup into the flywheel.

housing by turning pickup clockwise (CW) until the
magnet comes in contact with the flywheel ring gear
tooth.

4. Back out the pickup thread counterclockwise (CCW)

½ of a turn (180 ± 15 degrees) to maintain a
clearance between the magnetic pickup and the
flywheel ring gear tooth. Tighten the locknut 45 ± 7
N-m (33 ± 5 lb ft).

For additional information on the magnetic pickup(s) for

your engine, refer to the Service Manual.

3306 Caterpillar Page 90 of 120

Every 500 Service Hours (NA Only)*
You must read and understand the warnings and
instructions contained in the Safety section of this
manual, before performing any operation or
maintenance procedures.

This maintenance interval applies to Naturally Aspirated

(NA) Engines only. For information regarding all topics
in this section, refer to the Every 250 Hour maintenance
interval.

* Before proceeding with this maintenance, perform all

previous maintenance interval requirements.

Scheduled Oil Sampling (S-O-S) Analysis

Obtain Sample
Refer to the Scheduled Oil Sampling topic in the Every
250 Hour maintenance interval in this publication.

Engine Oil and Filter(s)

Replace
Refer to the Engine Oil and Filters topic in the Every 250
Hour maintenance interval in this publication.

Crankcase Breather
Clean
Refer to the Crankcase Breather topic in the Every 250
Hour maintenance interval in this publication.

Engine Valve Lash (Between the First 500

and 1000 Service Hours),
Check/Adjust
Refer to the Engine Valve Lash topic in the Every 250
Hour maintenance interval in this publication.

3306 Caterpillar Page 91 of 120

Every 1000 Service Hours SR4 Generator and Control Panel
(If Equipped)
You must read and understand the warnings and
instructions contained in the Safety section of this SR4 Generator
manual, before performing any operation or
maintenance procedures.

Before proceeding with Every 1000 Hour maintenance,

perform all previous maintenance interval requirements.
Before working inside the generator, make sure that
the starting motor can not be activated by any
Engine Protection Devices automatic or manual signal.

Inspect for Proper Operation When the engine-generator is operating, voltages up

to 600V are present in these areas near or on the
Refer to the Service Manual for the procedure. All regulator:
engine protective devices must be checked and
maintained to provide the engine with proper protection 1. the regulator terminal strip
if a component malfunction or failure should occur. 2. the excitation transformer terminal strip (self-
Check all engine protective devices. excited generator only)

NOTE: Never use the Emergency Shutdown controls for Do not short these terminals to ground with any part
a normal stopping procedure. of the body or any conductive material. Loss of life
or injury could result from electrical shook or injury
from molten metal.

NOTICE
Electronic components in the regulator can be
damaged during generator operation if contact is
made between the part and ground.

Clean/Inspect Voltage Regulator

If moisture is allowed to remain in contact with an

electrical winding, some of the moisture will eventually
be absorbed. This will lower the resistance of the
winding insulation. The insulation used on the windings
of Caterpillar generators is moisture resistant, but
constant exposure to moisture will gradually lower the
insulation's resistance.

Dirt can make the problem worse because it can hold the
moisture in contact with the insulation. Salt (from
coastal location sea air) can also make the problem much
worse. This is because salt tends to absorb moisture
from the air. When the salt and moisture combine, they
make a good electrical conductor.

• Clean the voltage regulator and generator of dirt and

debris. Use a brush to loosen accumulations of dirt
and a vacuum system for removal. Use of
compressed air is not recommended, because of
moisture present in the form of condensate.

3306 Caterpillar Page 92 of 120

Carbon tracking on insulators can be caused by dirt or Recommended Periodic Insulation
loose connections. These carbon paths must be cleaned Resistance Checks
or the insulators replaced. Failure to correct a carbon
tracking problem will eventually result in a short in the Use a megohmmeter to check generator winding
electrical circuit. insulation resistance periodically. The frequency of the
megohmmeter test is determined by the generator's
• Visually check for loose or broken wires and environment and by previous megohmmeter test
connections. Check the wires and connections on indications.
the regulator assembly. Check all wires and
connections in the generator. Make any necessary The megohmmeter test is described in Service Manual
repairs to the wiring as required. for SR4 Generators, SENR3985 or Special Instruction,
SEHS9124, Cleaning and Drying of Caterpillar Electric
Visually inspect the generator and control panel, Check Set Generators, or contact your Caterpillar dealer.
for loose, broken, or damaged wiring or components.
The inspection only takes a few minutes and could avert Your Caterpillar dealer has the trained personnel and
a potential problem that could cause your generator set to equipment to provide this service for you.
fail.
The shutoff controls must be checked so that they
Operational Checks function properly when they are required. To prevent
Start the engine. Use the starting procedure found in the damage to the engine while performing the test, only
SR4 Generators and Control Panels Operation and authorized personnel or your Caterpillar dealer should
Maintenance Manual, SEBU6150. perform the checks.

The following operational checks include:

Control Panel
• generator operation and engine starting Check Gauges
• lubricating and fuel systems
Check the condition of all readings on the Control Panel.
• overall operation
Check the condition of all gauges. Repair or replace any
broken gauge before it becomes a problem.
The checks should take no longer than five minutes to
complete. A more thorough Performance Analysis
• Water Temperature - Check for proper operating
should be performed every 3000 Service Hours with the
coolant temperature, It should normally indicate
engine operating under load.
between 79°C (175°F) and 98°C (208°F).
Maximum allowable temperature is 99°C (210°F)
While operating, frequently observe all readings,
with the cooling system pressurized. Somewhat
especially the engine oil pressure and the water
higher temperatures may occur under certain
temperature.
conditions.

Check and Record Readings from • Oil Pressure - Check for proper operating oil
Frequency (rpm) and Generated Voltage pressure. The pressure will be greatest after starting
a cold engine. Oil pressure will decrease as the
NOTE: The operating voltage of a cold (just started) engine warms while idling. As the engine speed is
generator will be slightly higher than the operating increased to full load speed, oil pressure will
voltage of a generator that has been under load and increase and stabilize. Minimum oil pressure is 240
warm. The full load voltage of an SR4 Generator will kPa (35 psi) at rated speed.
decrease a maximum of one percent when this generator
temperature stabilizes at 100°C (212°F). NOTE: If oil pressure fails to rise within 15 seconds
after the engine starts, stop the engine and make
Most of the voltage decrease occurs in about 30 minutes. necessary repairs.
Generally, voltages stabilize within two hours.
• Fuel Pressure - Check for proper operating fuel
pressure. Minimum fuel pressure is 140 kPa (20 psi)
at rated speed.

3306 Caterpillar Page 93 of 120

While operating, frequently observe all readings, Fuel Control Linkage
especially the engine oil pressure and the water
temperature. Check/Lubricate Linkages
Check and adjust if necessary, all fuel control linkages.
Automatic Operation Refer to the Service Manual for check/adjust procedure.
Check that all switches are in proper position for
automatic start. Refer to the Engine Protection Devices
section of this publication for additional information.

Fuel Control Linkage Grease Fittings

Lubricate the grease fittings on the fuel control linkage.

Caterpillar recommends Multipurpose Lithium Grease,
part no. 1P0808, suitable for light duty applications
where a high temperature up to 175°C (350°F) is
required.

3306 Caterpillar Page 94 of 120

Every 2000 Service Hours
NOTICE
You must read and understand the warnings and
If a damaged rotator is not replaced, valve face
instructions contained in the Safety section of this guttering could result in pieces of the valve to fall into
manual, before performing any operation or the cylinder. This can cause piston and cylinder head
maintenance procedures. damage.

Before proceeding with this maintenance, perform all Measure the valve lash with the engine stopped. To
previous maintenance interval requirements. obtain an accurate measurement, allow at least 20
minutes for the valves to cool to engine cylinder head
and block temperature.
Engine Valve Lash, Valve Rotators,
Fuel Ratio Control, Set Point, and For the complete engine valve lash, fuel ratio control, set
Low Idle point, and low idle check/adjust procedures, refer to the
Service Manual or contact your Caterpillar dealer.
Check/Adjust

Be sure the engine cannot be started while this

maintenance is being performed. To prevent possible
injury, do not use the starting motor to turn the
flywheel.

Hot engine components can cause burns. Allow

additional time for the engine to cool before
measuring adjusting valve lash clearance.

Operation of Caterpillar engines with improper valve

adjustments will reduce engine efficiency. This
reduced efficiency could result in excessive fuel usage
and/or shortened engine component life.

To prevent possible injury, do not use the starter

motor to turn the flywheel.

When inspecting the valve rotators, protective glasses

or face shield and protective clothing must be worn,
to prevent being burned by hot oil or spray.

3306 Caterpillar Page 95 of 120

Fuel Injection Nozzles Turbocharger
Test/Clean/Replace Periodic inspection and cleaning is recommended for the
turbocharger compressor housing (inlet side) and the
NOTICE aftercooler core. Since the crankcase fumes are ingested
The engine will be damaged if a defective fuel through the inlet air system, oil and combustion by-
injection nozzle is used because of the shape of fuel products may collect in these two areas.
(spray pattern) that comes out of the nozzles will not
be correct. This buildup, over time, can contribute to loss of engine
power, increased black smoke, and overall loss of engine
Fuel injection nozzles are subject to tip wear as a result efficiency. This buildup is only a possible contributor to
of fuel contamination. This damage can cause an these conditions,
increase in fuel consumption, the engine to emit black
smoke, misfire or run rough. Inspect, test and replace if Operating the engine until the turbocharger fails can
necessary. severely damage the turbocharger's compressor wheel
and/or the engine. Damage to the turbocharger
Whenever the engine performs in such a manner that a compressor wheel could allow parts from the compressor
fuel injection nozzle is suspected of causing irregular wheel to enter the engine cylinder, causing additional
running, smoking or knocking, each fuel injection nozzle damage to the piston, valve, and cylinder head.
must be isolated, one at a time, to determine the
malfunctioning nozzle. Special tooling is required to
remove fuel injection nozzles. NOTICE
Turbocharger bearing failures can cause large
NOTE: Refer to the Service Manual or contact your quantities of oil to enter the air inlet and exhaust
Caterpillar dealer for fuel injection nozzle testing and systems. Loss of engine lubricant can result in
cleaning procedures. serious engine damage.

When a turbocharger bearing failure is accompanied

by a significant engine performance loss (exhaust
smoke or engine speed up at no load), DO NOT
continue engine operation until the turbocharger is
repaired or replaced.

Minor leakage of a turbocharger housing under extended

low idle operation will not cause problems as long as no
turbocharger bearing failure occurred.

Inspect for Proper Operation

Turbocharger components require precision clearances
and balancing due to operation at high rotational speeds.
Severe Service Applications can accelerate component
wear and may suggest the need to
Inspect/Repair/Replace the cartridge at reduced intervals
to ensure maximum reliability and retention of full core
value.

3306 Caterpillar Page 96 of 120

The following conditions can indicate severe service 4. Check the compressor wheel for cleanliness, If only
operation. the blade side of the wheel is dirty, dirt and/or
moisture is passing through the air filtering system
• Frequent high altitude operation above 5,000 ft properly. If oil is found only on the back side of the
(1,525 m). wheel, an oil seal leak is indicated. The leak may be
• Arctic operation (regular cold starts at temperatures the result of extended engine operation at low idle,
below 0°C [32°F]). or an inlet air line restriction (plugged air filter).
• Extending lubrication and inlet air system
maintenance intervals. 5. Inspect the turbine housing bore for corrosion.

6. Clean the turbocharger housing with standard shop

solvents and a soft bristle brush.

7. Fasten the air inlet piping and the exhaust outlet

piping to the turbocharger housing. Refer to the
Torque Specification section in this manual for
correct fastener torques.

Severe Service Operation

Turbocharger components require precision clearances
and balancing due to operation at high rotation speeds.
Severe Service Applications can accelerate component
wear. Engines operating under severe conditions may
1. Remove the exhaust outlet piping (1) and inlet
need more frequent Inspect/Repair/Replace the cartridge
piping (2) from the turbocharger. Visually check for
intervals to ensure maximum reliability and retention of
oil leaks.
full core value.
2. Turn the compressor wheel and turbine wheel by
The following conditions can indicate severe service
hand. The assembly should turn freely. Inspect the
operation:
compressor wheel and turbine wheel for contact
with the turbocharger housing. There should NOT • Extended operation at low idle.
be any visible signs of contact between the turbine • Extending lube and air system maintenance
or compressor wheel and the turbocharger housing. intervals.
If there is any indication of contact between the • Frequent hot shutdowns (minimum cool down
rotating wheel(s) and the housing, the turbocharger periods after high load factor operation).
should be reconditioned or replaced.
Removal and Installation
3. Use a dial indicator to check end clearance on the
shaft. Attach the dial indicator point on the end of For removal and installation, or repair/replacement
turbocharger shaft. Push and pull the other end of options of turbochargers, see your Caterpillar dealer.
the shaft. Note the total dial indicator reading. It
the measured end play is greater than the Service Refer to the Service Manual for this engine or consult
Manual specifications, repair or replace the your Caterpillar dealer for the procedure and
turbocharger. Measured end play less than the specifications.
minimum Service Manual specifications could
indicate carbon build up on the turbine wheel. The
turbocharger should be disassembled for cleaning
and inspection if the measured end play is less than
the minimum Service Manual specifications.

3306 Caterpillar Page 97 of 120

Engine Mounts Crankshaft Vibration Damper
Inspect Inspect
Damage to, or failure of, the damper will increase
torsional vibrations and result in damage to the
crankshaft and other engine components. A deteriorating
vibration damper will cause excessive gear train noise at
variable points in the speed range.

The vibration damper can have a visual wobble

(movement to the front and rear when in rotation) on the
outer ring. This does not mean a replacement is
necessary since some wobble of the outer ring is normal.

If your engine is equipped with a rubber damper, inspect

the damper for:
Crankshaft Vibration Damper (1) and Engine Mounts (2).
• rubber deterioration, cracking.
Caterpillar recommends checking the engine mounts for
• movement of the rubber from the original location.
deterioration and proper bolt torque. This will prevent
excessive engine vibration caused from improper
mounting. See your Service Manual or Caterpillar dealer Visconic Damper
for recommended torque values.
Your engine may be equipped with a visconic damper.
The visconic damper has a weight, located inside a fluid
filled case. The weight moves in the case to limit
torsional vibration. Inspect the dampers for evidence of
dents, cracks or leaks of the fluid.

NOTE: To see if the amount of wobble is acceptable, or

replacement is necessary, check the damper with the
procedure in the Testing and Adjusting section of the
Service Manual.

3306 Caterpillar Page 98 of 120

SR4 Generator (If Equipped)
Lubricate Bearings
For all information regarding lubrication and
maintenance of SR4 Generators supplied by Caterpillar,
refer to the SR4 Generator and Control Panel Operation
and Maintenance Manual, SEBU6150. It further
assistance is required, contact your Caterpillar dealer.

NOTE: Some engines equipped with generators may be

equipped with a sealed pre-lubed bearing. These
generator set bearings will not require lubrication every
2000 service hours.

• Lubricate small frame generators with a hand held

grease gun using two pumps of grease.

• Wipe fittings of excess grease. Start the engine and

run at low idle. Engage driven equipment and allow
the grease to expand.

Use Special Purpose Grease (SPG) 2S3230. NLGI No. 2

Grade is suitable for most temperatures. Use NLGI No.
1 or 0 Grade for extremely low temperatures.

Perform the SR4 Generator bearings lubrication

instructions as per SEBU6150, SR4 Generators and
Control Panels Operation and Maintenance Manual.

3306 Caterpillar Page 99 of 120

Every 3000 Service Hours
You must read and understand the warnings and Cooling System (Conventional HD
instructions contained in the Safety section of this Coolant/Antifreeze Only)
manual, before performing any operation or
maintenance procedures. Drain/Clean/Replace Coolant
Before proceeding with this maintenance, perform all
previous maintenance requirements. NOTICE
Do not perform this maintenance until you read and
understand the material in the Safety and Cooling
Cooling System (Extended Life System Specifications sections of this publication.
Coolant Only) Clean/Flush the cooling system before the recommended
maintenance interval if:
NOTICE
Do not perform this maintenance until you read and
• Coolant is heavily contaminated.
understand the material in the Safety and Cooling
• The engine overheats frequently.
System Specifications sections of this publication.
• Foaming is observed in the radiator.
• The oil cooler has failed, allowing oil to contaminate
the coolant.
Add Extender
• Fuel has entered the cooling system and
contaminated the coolant.
Caterpillar Extended Life Coolant (ELC) does not
require the frequent Supplemental Coolant Additive • Commercial cooling system products other than
Caterpillar products are used.
(SCA) additions associated with the present conventional
coolants. Only a "one time" coolant Extender is
required.
NOTICE
Extender should be added to ELC Every 3000 Hours or When using commercial antifreeze/coolant products
Two Years, whichever comes first. from a manufacturer other than Caterpillar, drain,
clean, and refill the cooling system every year or
Check the cooling system only when the engine is 1,500 service hours, whichever comes first.
stopped and cool.
Use of commercially available cooling system cleaners
1. Loosen the radiator filler cap slowly in order to may cause damage to cooling system components.
relieve pressure. Remove the radiator filler cap. Use only cooling system cleaners that are approved
for Caterpillar engines.
2. It may be necessary to drain enough coolant from
the cooling system in order to allow for the addition NOTE: A good time to inspect the water pump, replace
of the Extender. the thermostat, and replace hoses is when your engine's
cooling system has been drained.
3. Add Extender according to the requirements for
your engine's cooling system capacity. Refer to the
Refill Capacities chart in this manual for the cooling
system capacity for your engine. Refer to the
Coolant Specifications in this manual for the
Caterpillar ELC Extender Additions chart.

4. Clean the radiator filler cap. Inspect the radiator

filler cap gaskets. If the gaskets are damaged,
replace the old radiator filler cap with a new radiator
filler cap. Clean the radiator filler cap receptacle.
Install the radiator filler cap.

3306 Caterpillar Page 100 of 120

Drain
NOTICE
Fill the cooling system no faster than (19 L) (5 US gal)
per minute to avoid air locks.

5. Fill the cooling system with a mixture of clean water

and Caterpillar Fast Acting Cooling System Cleaner.
Add .5 L (1 pt) of Cleaner per 15 L (4 US gal) of
cooling system capacity. Install the radiator filler
cap.

6. Start and run the engine for a minimum of 30

minutes with the coolant temperature at 82°C
(180°F). Stop the engine and allow the engine to
Filler Cap (1), Drain Valve (2). cool.

1. Stop the engine and allow the engine to cool. 7. Loosen the filler cap slowly to relieve any pressure,
Loosen the coolant filler cap slowly to relieve any and remove the cap. Remove the cooling system
pressure, and remove the cap. drain plug(s) or open the drain valve(s). Allow the
cleaning solution to drain. Flush the cooling system
2. Remove the cooling system drain plug(s) or open the with clean water until the draining water is clear.
drain valve. Remove the drain plug from the bottom Clean and install all drain plugs and/or close the
of the water pump housing (if equipped) and/or drain valve(s).
radiator. Allow the coolant to drain.
Fill
NOTICE Refer to the Cooling System Specifications for all
Dispose of used engine coolant properly or recycle. information regarding acceptable water,
Various methods have been proposed to reclaim used coolant/antifreeze, and supplemental coolant additive
coolant for reuse in engine cooling systems. The full requirements. Refer to the Refill Capacities chart in this
distillation procedure is the only method acceptable publication for the capacity of your engine's system.
by Caterpillar to reclaim the used coolant.
8. Fill the system with the recommended
For information regarding disposal and recycling of coolant/antifreeze mixture.
used coolant:
9. Start and run the engine with the filler cap removed.
Allow the coolant to warm, the thermostat to open
Contact Caterpillar Service Technology Group: and the coolant level to stabilize. Check the coolant
Outside Illinois: 1-800-542-TOOL level. Add coolant mixture if necessary to bring the
Inside Illinois: 1-800-541-TOOL coolant to within 13mm (½ in) below the bottom of
Canada: 1-800-523-TOOL the fill tube or the correct level on the sight glass (if
equipped).
Clean
10. Check the condition of the filler cap gasket. If the
3. Flush the cooling system with clean water to remove gasket is damaged, discard the old filler cap and
any debris. install a new filler cap. If the gasket is not damaged,
use a 9S8140 Service Tool (available from your
4. Clean and install all drain plugs and/or close the Caterpillar dealer) to pressure test the filler cap. The
drain valve(s). correct filler cap pressure is stamped on the face of
the filler cap. If the filler cap does not hold the
correct pressure, install a new filler cap.

11. Start the engine. Inspect for coolant leaks and

proper operating temperature. Check for coolant
leaks at the oil cooler connections. Stop the engine.

3306 Caterpillar Page 101 of 120

Cooling Systems with Heavy Deposits or Replace Hoses
Plugging Hose replacement prior to failure is a good preventive
maintenance practice. Replacing a hose before it fails
NOTE: For the following procedure to be effective, reduces the chances for unscheduled downtime. By
there must be some active flow through the radiator and replacing a hose that is cracked, soft or leaking, you will
the other cooling system components. avoid major repairs that could result in a severe engine
overheating problem.
Follow the same steps as outlined above, with the
following modifications to steps 5 and 6: 1. Loosen the radiator filler cap slowly to relieve any
pressure and remove the cap. Drain the coolant
5. Fill the cooling system with a mixture of clean water from the cooling system to a level below the hose
and Caterpillar Fast Acting Cooling System Cleaner. being replaced.
Add .5 L (1 pt) of Cleaner per 3.8 to 7.6 L (1 to 2
US gal) of cooling system capacity. Install the 2. Remove the hose clamps, disconnect the old hose.
radiator filler cap. Install the new hose.
6. Start and run the engine for a minimum of 90 3. Install the hose clamps. See the Torque
minutes with the coolant temperature at 82°C Specifications section of this publication for the
(180°F). Stop the engine and allow the engine to appropriate torque.
cool.
4. Refill the cooling system with the recommended
Water Pump Seal coolant/antifreeze mixture.

Inspect/Replace NOTE: Fill the cooling system with the coolant solution
at 19 L (5 US gal) or less per minute to avoid air locks.
See the Refill Capacities chart in this publication for the
capacity of your cooling system.

5. Start and run the engine with the filler cap removed.
Allow the coolant to warm, the thermostat to open
and the coolant level to stabilize. Inspect for leaks
and proper operating temperature. Check for
coolant leaks at the oil cooler connections.

6. Check the coolant level. Add coolant mixture if

necessary to bring the coolant to within 13mm (½
inch) below the bottom of the fill tube, or the correct
level on the sight glass (if equipped).
Water Pump
7. Check the condition of the filler cap gasket before
Over concentration of coolant additive (Conditioner), installing the cap. If the gasket is damaged, discard
mineral deposits from hard water or cooling system the old filler cap and install a new filler cap.
contamination can accelerate the wear on the water pump
coolant seal. The cooling system maintenance interval
provides an opportunity to inspect and replace the water
pump seal it necessary to reduce coolant leakage.

Check the water pump breather filter for blockage or

debris. Replace the filter if necessary. Refer to the
Service Manual for the complete water pump inspection
procedure.

3306 Caterpillar Page 102 of 120

Replace Thermostat
Replacing your thermostat prior to failure is a
recommended preventive maintenance practice because
it reduces the chances for unscheduled downtime.

NOTICE
Failure to replace your thermostat on a regularly
scheduled basis could cause severe engine damage.

NOTICE 1. Disconnect the hose assembly (1) from radiator inlet

Caterpillar engines incorporate a shunt design tube to engine water outlet pipe (2).
cooling system and require operating the engine with
a thermostat installed. 2. Remove the engine water outlet pipe (2) from the
cylinder head.

Depending on load, a thermostat that fails in a partially 3. Remove the thermostat (3) and gasket.
opened position will cause either an overheating or an
over cooling condition. NOTE: DO NOT use liquid gasket material on the
gasket or cylinder head surface.
If the thermostat fails in the closed position, it will cause
excessive overheating. Excessive overheating could
result in cylinder head cracking or piston seizure NOTICE
problems. If the thermostat is installed wrong, the engine may
overheat, causing cylinder head damage. Ensure that
If the thermostat fails in the open position, it will cause the new thermostat is installed in the original
the engine operating temperature to be too low during position. Ensure that the thermostat vent hole is
partial load operation. Low engine operating open.
temperatures during partial loads could cause an
excessive carbon build-up inside the cylinder. This
excessive carbon build-up could result in accelerated ring 4. Install a new thermostat and gasket in position on
and liner wear. the cylinder head.

NOTE: Refer to the Service Manual for fully open and 5. Install engine water outlet pipe (2) on the cylinder
closed thermostat temperature ratings. head, Connect the radiator inlet tube with the hose
assembly (1).
NOTE: If replacing thermostats ONLY, drain the
coolant from the cooling system to a level below the Refer to the Cooling System Specifications in this
thermostat housing. publication for all information regarding acceptable
water, antifreeze and supplemental coolant additive
requirements, or contact your Caterpillar dealer for
assistance.

6. Add the proper coolant/antifreeze mixture to the

cooling system. Bring the coolant to within 13 mm
(1/2 inch) below the bottom of the fill tube, or the
correct level on the sight glass (if equipped).

NOTE: Fill the cooling system with the coolant solution

at 19 L (5 US gal) or less per minute to avoid air locks.
See the Refill Capacities chart in this publication for the
capacity of your cooling system.

3306 Caterpillar Page 103 of 120

 NOTICE
To prevent engine damage, never add coolant to an
overheated engine. Allow the engine to cool first.

7. Start and run the engine with the filler cap removed.
Allow the coolant to warm, the thermostat to open,
and the coolant level to stabilize. Inspect for leaks
and proper operating temperature.

8. Check the coolant level. It the coolant level is low,

add coolant the proper coolant mixture.

9. Check the condition of the filler cap gasket. If the

gasket is damaged, discard the old cap and install a
new cap.

3306 Caterpillar Page 104 of 120

Every 4000 Service Hours
You must read and understand the warnings and
instructions contained in the Safety section of this SR4 Generator (If Equipped)
manual, before performing any operation or
Inspect/Clean/Check/Lubricate
maintenance procedures.
1. Inspect and clean the voltage regulator. Refer to the
Before proceeding with this maintenance, perform all SR4 topic in the Daily and Every 1000 Service
previous maintenance interval requirements. Hours intervals in this manual.

2. Check generator winding insulation resistance.

Magnetic Pickup Refer to the SR4 topic in the Every 1000 Service
Hours interval in this manual.
Inspect/Clean
3. Lubricate generator components (if necessary).
Refer to the Magnetic Pickup topic in the Every 250 Perform the SR4 Generator bearings lubrication
Service Hours interval in this manual. instructions as per SEBU6150, SR4 Generators and
Control Panels Operation and Maintenance Manual.

4. Check generator space heaters for proper operation.

Refer to the Generator Space Heater topic in the
Every 125 Service Hours interval in this manual.

3306 Caterpillar Page 105 of 120

Every 6,000 Service Hours
You must read and understand the warnings and
For information regarding disposal and recycling of used
instructions contained in the Safety section of this coolant:
manual, before performing any operation or
maintenance procedures. Contact Caterpillar Service Technology Group:
Outside Illinois: 1-800-542-TOOL
Before proceeding with this maintenance, perform all Inside Illinois: 1-800-541-TOOL
previous maintenance interval requirements. Canada: 1-800-523-TOOL

Cooling System (Extended Life Flush

Coolant Only)
4. Flush the cooling system with clean water to remove
any debris.
NOTICE
Do not perform this maintenance until you read and 5. Clean and install all drain plugs and/or close the
understand the material in the Safety and Cooling drain valve(s).
System Specifications sections of this publication.
6. Fill the cooling system with clean water. Install the
filler cap. Operate the engine until warm 49 to 66°C
(150 to 120°F).
Drain/Flush/Replace Coolant
Caterpillar Extended Life Coolant should be replaced 7. Stop the engine and allow the engine to cool.
every 6,000 Service Hours or 4 Years, whichever comes Loosen the coolant filler cap slowly to relieve any
first. Only clean water is needed to clean and flush the pressure, and remove the cap. Remove the cooling
cooling system when ELC is drained and replaced. system drain plug(s) or open the drain valve. Allow
the water to drain. Flush the cooling system with
clean water.
Drain
8. Repeat steps 6 and 7.
1. Stop the engine and allow the engine to cool.
Loosen the coolant filler cap slowly to relieve any
pressure, and remove the cap. Fill
2. Remove the cooling system drain plug(s) or open the 9. Fill the cooling system with ELC. Refer to the refill
drain valve. Remove the drain plug from the bottom capacities chart in this manual for the amount of
of the water pump housing (if equipped) and/or ELC needed to refill your system.
radiator. Allow the coolant to drain.
10. Start and run the engine with the filler cap removed.
Allow the ELC to warm, the thermostat to open, and
NOTICE the coolant level to stabilize. Add ELC if necessary
Dispose of used engine coolant properly or recycle. to bring the coolant to the proper level.
Various methods have been proposed to reclaim used
coolant for reuse in engine cooling systems. The full 11. Check the condition of the filler cap gasket. If the
distillation procedure is the only method acceptable gasket is damaged, discard the old filler cap and
by Caterpillar to reclaim the used coolant. Contact install a new filler cap. If the gasket is not damaged,
your Caterpillar dealer for information regarding use a 9S8140 Service Tool (available from your
disposal and recycling of used coolant. Caterpillar dealer) to pressure test the filler cap. The
correct filler cap pressure is stamped on the face of
the filler cap. It the filler cap does not hold the
correct pressure, install a new filler cap.

12. Start the engine. Inspect for coolant leaks and

proper operating temperature. Stop the engine.

3306 Caterpillar Page 106 of 120

Standby Generator Preventive Maintenance Recommendations
Introduction General Recommendations
The objective of this topic is to assist users in Safety
establishing a Preventive Maintenance Program for
Standby Generator Sets or as an aid in evaluating their
present programs.

Standby Generator Sets may not be needed very often, The stop-manual-automatic switch an the cranking
but when they are, it is usually under emergency panel must be set at STOP position when performing
conditions. Maintenance of these standby units is very maintenance or repair work on a standby generator
important. They must always be in excellent operating set. This prevents the unit from starting if a power
condition, ready to work under load at any time. failure or voltage drop should occur while working on
the unit.
Establishing a Preventive Maintenance Program will
provide maximum availability of a standby generator set To prevent personal injury due to accidental starting
when needed, longer engine and generator life, and a of the engine, disconnect the batteries or disable the
minimum of expensive repairs. starting system before doing maintenance or repair
work.
The recommended WEEKLY maintenance checks can
be performed by an operator. The checks consist of Lock out all switch gear and automatic transfer
basic maintenance requirements to ensure the standby switches associated with the generator while
generator set will be ready for immediate use should the performing any generator maintenance or repairs.
need arise. Make sure no shock hazard exists.

All YEARLY and THREE YEAR maintenance should Failure to comply could result in personal injury or
be performed by an authorized mechanic or your death.
Caterpillar dealer. These checks and maintenance
requirements will require that the standby generator be
run under load conditions, and may require special test Always make repairs with the engine stopped and the
equipment. starting system disabled. When servicing the generator,
make sure that switch gear and automatic transfer
These guidelines are to be used with the information switches will not present a shock hazard. Lock them out
contained in the Operation and Maintenance sections of on the generator being serviced.
this manual. The Operation and Maintenance sections of
the manual will provide the necessary information on
how to perform the checks and routine maintenance. Record Keeping
Maintain a log or record keeping system to document all
Refer to the Generator and Engine Service Manuals and
gauge readings, problems, repairs, and maintenance
Recommended Preventive Maintenance Schedules for
performed on the equipment.
Standby Generator Sets, SEBU6042 for additional
information, or contact your Caterpillar dealer for
assistance. Space Heaters
Moisture is a natural enemy of generators and all
Inspection and Maintenance Agreements electrical equipment. Every effort must be made to keep
the generator as dry as possible. Space heaters should be
Your Caterpillar dealer can establish an Inspection and
operated inside the generator when it is not in use to
Preventive Maintenance Program for your generator set
maintain the integrity of the generator windings.
to provide maximum reliability, increased engine and
generator life, and minimize expensive repairs. Contact
your Caterpillar dealer for details.

3306 Caterpillar Page 107 of 120

Maintenance Schedule for
Standby Generator Set Engines
NOTE: Refer to the topics in the Operation & Yearly (With Engine Running)*
Maintenance Manual, SEBU6150, SR4 Generators and Engine Protection Devices - Inspect system and gauges
Control Panels, and the Maintenance Schedules in this for proper operation;/bs/, Record gauge readings
manual for page numbers and information to perform the Radiator (if Equipped) - Inspect for leaks and loose
maintenance specified in the following schedules. connections and louvers for proper operation
Load Test - Operate the engine at a minimum of 30
Weekly (Before Starting Engine) percent of rated load for minimum of two hours
Walk-Around Inspection - Inspect engine for leaks and Engine Mounts - Inspect
loose connections
Engine Crankcase - Check oil level Yearly (After Stopping Engine)*
Cooling System - Check coolant level Scheduled Oil Sampling (S-O-S) Analysis - Obtain
Battery Charger - Check for proper operation Batteries - Engine Oil and Filters - Replace
Clean/Check electrolyte level
Air Starter System (if equipped) - Check lubricator oil Every Three Years (Before Starting Engine)*
level, air pressure and drain condensation Turbocharger - Inspect/Check bearing end play and
Engine Air Cleaner - Check service indicator radial clearance
Block Heater - Check for proper operation, maintain Governor - Inspect for leaks
32°C (90°F) temperature Thermostat - Replace
Aftercooler - Inspect ATAAC Coolant Hoses - Replace
Belts - Inspect/Replace Cooling System - Clean/Flush coolant Batteries -
Engine Protection Devices - Inspect system and gauges Replace
for proper operation
Generator and Control Panel - Inspect components Every Three Years (With Engine Running)*
Walk-Around Inspection - Inspect engine for leaks and
Weekly (With Engine Running)' loose connections
Walk-Around Inspection - Inspect engine for leaks and Engine Protection Devices - Inspect system and gauges
loose connections and generator louvers for proper for proper operation, Record gauge readings
operation Engine Crankcase - Check oil level
Engine Crankcase - Check oil level Radiator (If Equipped) - Inspect for leaks and loose
Oil Pressure - Check gauge reading connections and louvers for proper operation
Generator - Check frequency (rpm) and generated Load Test - Operate at a minimum of 30 percent of rated
voltage load for minimum of two hours
Exhaust System - Check for leaks
Weekly (After Stopping Engine)*
Walk-Around Inspection - Inspect engine and report Every Three Years (After Stopping Engine)*
malfunction and make necessary repairs Walk-Around Inspection - Inspect engine and report
Automatic Switches - Check for proper position to malfunction and make necessary repairs
execute auto-start Scheduled Oil Sampling (S-O-S) Analysis – Obtain
Battery Charger - Record charging amperage reading Engine Oil and Filters - Replace
Battery Charger - Record charging amp reading
Yearly (Before Starting Engine)* Automatic Switches - Check for proper position to
Cooling System - Check coolant level, Test for execute auto-start
concentration of supplemental coolant additive Coolant Analysis - Obtain
Crankcase Breather - Clean
Valve Lash - Check/Adjust Every Four Years - Drain/Replace Engine Coolant
Governor - Inspect for leaks (Extended Life Coolant Only)
Governor Linkage - Check/Adjust and Lubricate
Air Inlet Piping - Inspect * First Perform Previous Maintenance Items
Engine Air Cleaner - Check service indicator, Replace
element if necessary
Generator - Lubricate bearing

3306 Caterpillar Page 108 of 120

Troubleshooting
Troubleshooting a failure on an engine can be a difficult
procedure. For a troubleshooting manual, see the
Service Manual for your engine. All repairs should be
made by a properly trained mechanic. Your Caterpillar
dealer has the personnel and special tools needed to
troubleshoot and make repairs to your engine.

See the Service Manual for a troubleshooting manual.

The list of problems, causes and corrections given in the
Service Manual, will only give an indication of where a
possible problem can be, and what repairs may be
needed.

Remember that a problem is not normally caused only by

one part, but by the relation of one part with other parts.

The Service Manual can not give all possible problems

and corrections. The serviceman must find the problem
and its source, then make the necessary repairs.

Your Caterpillar dealer is equipped with the necessary

tools and personnel to provide assistance when
necessary.

3306 Caterpillar Page 109 of 120

Performance Analysis
Obtain at Every 3000 Hour Interval
Approximately 85 percent of your engine's operation and
maintenance cost is the cost of the fuel. Therefore,
substantial cost reductions can be achieved by keeping
your engine operating at peak efficiency. The fuel
economy and performance of the engine is affected by
the application and specifications, how it is operated and
the condition of the engine. Each plays an important part
in minimizing your overall owning and operating cost.

Caterpillar recommends a regularly scheduled analysis to

monitor the condition and maintenance requirements of
your engine and to ensure your engine is operating at
peak efficiency.

Potential problems can be identified early, thus

preventing unnecessary repair costs and unscheduled
downtime. Consult your Caterpillar dealer for complete
information and assistance in conducting a performance
analysis of your engine.

Tests normally conducted by your Caterpillar dealer can:

• confirm your engine is operating efficiently and

within specif ication.
• identify potential problems.
• determine components or systems that should be
adjusted, replaced, etc.

Fuel rate and boost are the primary indicators of your

engine's performance and the analysis of this data will
help pinpoint potential problems faster.

Regular performance testing of your engine can be cost

effective to help lower fuel costs and lower costs
associated with maintenance, repairs and overhauls.

3306 Caterpillar Page 110 of 120

Value Planned Repair (Repair Before Failure)
Until recently, engine maintenance and repair Also, an extensive internal cleaning of the engine, which
management involved changing the oil when it was is labor intensive, is eliminated because a generating
convenient and repairing the engine when it was failure has not taken place.
damaged. This seemed to be the accepted way of
managing a maintenance operation. The best part of the repair before failure concept is that
unscheduled downtime is minimized and in most cases
However, due to a variety of circumstances, increasing eliminated. Because the repair or overhaul can be
competition have caused users to look for ways to scheduled, it allows the user to adjust his operation
prolong equipment life and lower operating costs so that accordingly.
they could be competitive.
The overall benefit to a customer who repairs an engine
To assist Caterpillar engine users in prolonging engine before failure is that the customer, and not the engine, is
life and reducing operating costs, the Value Planned in control of the repairs required.
Repair approach to engine maintenance was developed.
To stress the importance of the Value Planned Repair
The Value Planned Repair approach can be tailored for approach, please consider the following example that
any engine. This approach, when properly structured, reflects the difference in the cost of a before failure
outlines every maintenance and repair service required to repair versus the cost of an after failure repair.
support an engine from the day it enters service until the
day it is retired. The cost to repair a turbocharger after it fails is
approximately five times more than the cost of repairing
To ensure the repair is performed efficiently and a turbocharger before it fails.
expediently, the Value Planned Repair concept
approaches a given repair in three basic steps: However, if parts from a damaged turbocharger enters
the engine, then the cost to repair your engine could be
1. Repair determination as high as ten times or more the cost of repairing a
2. Evaluation of repair options turbocharger before it fails.
3. Selection of the most appropriate option
By subscribing to the Value Planned Repair approach,
The Value Planned Repair approach addresses: you can avoid spending money on costly repairs that
• Services required to maintain an engine at optimum should have been prevented and utilize the money more
efficiency. profitably elsewhere.
• Scheduled maintenance, repairs and overhauls to
minimize unscheduled downtime. Caterpillar strongly recommends the Value Planned
• Preplanned repairs and overhauls that can be flat- Repair approach for maintaining and overhauling your
rated, putting you in charge of costs. engine.
• Repair or overhaul options designed to restore the
engine to proper operating condition. To better illustrate what the Value Planned Repair
• Repair or overhaul options designed to renew the approach means to you in terms of dollars and cents,
engine if a failure has occurred. please refer to the Engine Operating Cost Analysis
section following in this publication.
Part of the Value Planned Repair approach is the repair
before failure concept. The objective of the repair before
failure concept is to repair the engine before a failure
takes place.

The fact that a failure has not taken place makes the
repair before failure concept more economical since a
high degree of parts such as pistons, liners, valves, etc.,
and major castings such as cylinder blocks, cylinder
heads, etc. can be reused.

3306 Caterpillar Page 111 of 120

Engine Operating Cost Analysis
The General Information section contains basic user data
Operating Cost Information such as name, business, location, ownership, usage per
The term "Life Cycle Costs" can be defined as the sum year, etc., information.
of the individual costs experienced by an engine from the
day of purchase until the day of retirement. In other The Engine Operating Information section is divided into
words, the total Owning and Operating Costs. eight subsections that address fuel consumption, oil
consumption, preventive maintenance, component
Owning Costs are fixed costs such as initial purchase repairs such as water pumps, turbochargers, air
price, interest on borrowed money, depreciation and compressors, etc., before failure repairs, after failure
taxes. repairs, user's revenue rate per hour and lastly,
miscellaneous costs such as operator wages, insurance
Operating Costs are a combination of fixed and variable premiums, etc.
costs such as fuel, oil, operator expenses, equipment
maintenance and repair, engine maintenance and repair,
Engine Operating Cost Summary
and downtime.
The Operating Cost Summary is exactly what it implies,
The difference between revenues generated and Life a summary. Here the total dollar expense and percentage
Cycle Costs (total Owning and Operating Costs) is profit. of the total operating expense is calculated for each
subsection. The individual elements are then totaled and
Caterpillar and your Caterpillar dealer cannot guarantee divided by the ownership period to yield the cost per
that you will make a profit. However, Caterpillar and hour. Similar calculations are also made for only the
your Caterpillar dealer can provide you with a variety of maintenance and repair portion of the total operating
services that can help you reduce the costs that impact cost.
your profits.
An Engine Operating Cost Analysis is a useful tool that
An Engine Operating Cost Analysis is a service provided can be used to:
by your dealer that was developed by Caterpillar to help
you reduce the Life Cycle Cost of your engine. More • Project the expected operating cost of a Caterpillar
specifically, an Engine Operating Cost Analysis is a engine.
computerized program that examines current and
prospective oil, fuel, maintenance, minor repair, overhaul • Identify the impact of individual elements on engine
and downtime costs for the period of time you expect to operating costs.
own the engine. It also calculates the operating cost per
hour. • Determine expected operating costs if Caterpillar
service and overhaul recommendations are followed.
This useful tool provides your dealer with the specific
information needed to develop a customized • Determine the cost per hour figures that you can
Maintenance Management program for your operation obtain by having your dealer perform various levels
which will minimize your engine's operating costs. of preventive maintenance as recommended by
Caterpillar.
Before a cost analysis can be performed, your dealer
needs to gather as much information as possible about • Determine the savings to be realized if Caterpillar
your operation. He will need to know the length of time repair kits, exchange components, etc., are used by
you plan to keep your engine, your average cost of fuel those of you who elect to perform your own
and oil as well as a variety of other ownership and cost maintenance.
related facts and figures.
• Determine the proper way to realize full value of
Once this information is obtained, your dealer will enter
your Caterpillar Engine by utilizing genuine
the data into an established computerized program to
Caterpillar parts and following Caterpillar
produce an Engine Operating Cost Analysis printout
recommended guidelines for preventive maintenance
reflecting your current and projected operating costs per
and before failure repairs.
hour. Current and expected cost information is reflected
in the data provided by you. These are the costs that
In conclusion, an Engine Operating Cost Analysis is a
affect your engine's operating cost.
tool that was designed to identify costly problem areas
for the purpose of helping you reduce your operating
costs.

3306 Caterpillar Page 112 of 120

Maintenance Records
Caterpillar recommends that accurate maintenance
records be maintained. Accurate maintenance records
can be used for determining operating costs, establishing
maintenance schedules for other engines being operated
in the same environment and for a variety of other
related business decisions.

Accurate maintenance records can also be used to show

compliance with the required maintenance practices and
intervals. Maintenance records are a key element of a
well managed maintenance program. With accurate
maintenance records your Caterpillar dealer can help you
fine tune the recommended maintenance intervals to
meet your specific operating situation. This should result
in a lower engine operating cost.

The key elements to keep records on are:

• Fuel Consumption
This is essential for determining when load-sensitive
items should be inspected or repaired and for
determining overhaul intervals.

• Service Hours
This is essential for determining when revolution-
sensitive items should be inspected or repaired.

• Documents
The following types of documents should be kept as
proof of maintenance or repair for warranty and
should not be difficult to obtain and keep in the
engine history file. All documents should show
date, service hours, liters (gallons) of fuel consumed,
unit number, and engine serial number. If the
engine is sold, transfer the records with the engine.

The following types of documents should be kept as

proof of maintenance or repair for warranty and should
not be difficult to obtain and keep in the engine history
file.

1. Dealer work orders and itemized bills.

2. Owner's repair orders.
3. Owner's receipts.
4. Maintenance log (see following example).

3306 Caterpillar Page 113 of 120

Maintenance Log

Engine Model Customer Identifier

Serial Number Arrangement Number

Service Quantity BY
Item Serviced Date
Hours of Fuel Initials

3306 Caterpillar Page 114 of 120

Reference Materials
Miscellaneous
Caterpillar Reference Material
SEBF8029, Index to Guidelines for Reusable Parts and
The following literature can be obtained through any Salvage Operations
Caterpillar dealer.
SEBF8062, Guideline for Reusable Parts – Cleaning and
Oil Inspection of Air Filters
SEBD0640, Oil and Your Engine
SEHS9031, Storage Procedure for Caterpillar Products
PEDP7122, Question & Answer Booklet
SENR5226, Service Manual (EMCP)
PEDPI 129, Listen To Your Oil
SEBU6150, SR4 Generators and Control Panels
PEHP6001, How to Take a Good Oil Sample Operation and Maintenance Manual

SEBU6251, Lubricant Recommendations SENR2380, Service Manual (4XB, 7JB, 64Z, 83Z &
10E300-up)
PEHP5026, Product Data Sheet for Cat Diesel Engine
Oil (DEO) (CG4/CF-4) (North America & Selected SENR2793, Service Manual (85Z, 2AJ & 2TM)
International)
SEBP1805, Parts Manual (2AJ)
PEHP1026, Product Data Sheet for Cat Diesel Engine
Oil (CF-4)(International Only) SEBP2273, Parts Manual (2TM)

PEHP1027, Product Data Sheet for Cat Diesel Engine SESP1451, Parts Manual (7JB)
Oil (CD)
SEBP1452, Parts Manual (4XB)
PEHP0002, Product Data Sheet for Cat Molybdenum
Grease (MPGM) SESPI406, Parts Manual (85Z)

PEHP0003, Product Data Sheet for Cat Lithium Grease SESP1411, Parts Manual (83Z)
(MPGL)
SEBP1435, Parts Manual (64Z)
PEHP0017, Product Data Sheet for Cat Special Purpose
Grease (SPG) SEBP1400, Parts Manual (10E300-up)

PEWP9733, Cat Fluids Selector SEHS7654, Alignment-General Instructions

PEDP7105, Scheduled Oil Sampling SEHS9124, Cleaning and Drying of Caterpillar Electric
Set Generators
PECP4025, One Safe Source
LEBH9324, Agricultural and Material Handling
Fuel Application and Installation Guide
SESDO717, Diesel Fuels and Your Engine
SEHS7292, Use of 5P4150 Nozzle Testing Group
Coolant
SEBDO518, Know Your Cooling System SEHS8622, Using the FT1984 Air-To-Air Aftercooler
Leak Test Group
SEBD0970, Coolant and Your Engine
SEHS7795, Use of Pump & Governor Tool Group
PEHP4036, Data Sheet-Caterpillar Coolant
SEHS8024, Governor Adjusting Tool Group
PEHP5033, S-O-S Coolant Analysis
SEHS8094, Use of Nozzle Puller Group
PECP4025, One Safe Source

3306 Caterpillar Page 115 of 120

Additional Reference Material
Society of Automotive Engineers (SAE) Specs can be
found in your SAE handbook or can be obtained from
your local library, college or technological society.

SAE handbooks can be obtained directly from:

SAE International
400 Commonwealth Drive
Warrendale, PA USA 15096-0001

Engine Manufacturers Association (EMA) information

for lobe oil selection can be obtained from your local
library, college or technological society, or contact:

Engine Manufacturers Association

Lubricating Oils Data Book
401 N. Michigan Ave. Ste. 2400
Chicago, IL 60611
(312) 644-6610 ext. 3626

American Society for Testing and Materials (ASTM)

specifications can normally be obtained from your local
technological society, library, college, or contact:

American Society for Testing and Materials

1916 Race Street
Philadelphia, PA 19103

Emissions Warranty
The engine described in this manual may be certified and
covered by an Emissions Warranty. A detailed
explanation of the Emissions Warranty, applicable to
certified engines, is found in SESU6981, Emissions
Control Warranty Information. The engine is certified if
it has a special certification label. A Caterpillar dealer
can also inform you if the engine is certified.

3306 Caterpillar Page 116 of 120

Index
Numeric Cooling System (Extended Life Coolant Only) 106
3304B Engine 22 Drain/Flush/Replace Coolant 106
3306B Engine 22 Cooling Systern 68
Check Coolant Level 68
Cooling System 83
A
Test for Supplemental Coolant Additive (SCA)
Additional Reference Material 116 Concentration (Conventional Coolant/Antifreeze Only)
After Market Oil Additives 34 83
After Stopping the Engine 53 Cooling System Specifications 25
Air Inlet System 54 Crankcase Breather 82
Air Starter & Air Tank (If Equipped) 70 Clean 82
Air Tank (If Equipped) 70 Crankcase Breather 91
Check Lubricator Level 70 Crankshaft Vibration Damper 98
Air-To-Air Aftercooling System Inspect 98
(ATAAC) (If Equipped) 54 Crushing or Cutting Prevention 10
Alarm Switches 43
Arctic Lubricants 34
D
B Daily 62
Daily 64
Batteries 89 Daily 66
Clean/Check Electrolyte Level (if required) 89 Distillate Diesel Fuel 31
Before Starting the Engine 11 Dust Collector 75
Burn Prevention 9 Clean 75

C E
California 3 Electric Starting 45
Caterpillar Diesel Engine Antifreeze/Coolant (DEAC) 28 EMCP II Control Panel 39
Caterpillar Diesel Engine Oil (DEO) 32 Emergency Service 12
Caterpillar ELC Cooling System Maintenance 27 Emergency Stop Push Button 40
Caterpillar Extended Life Coolant (ELC) 26 Engine Air Cleaner 71
Caterpillar Lubricating Grease 35 Check Air Cleaner Service Indicator 71
Caterpillar Reference Material 115 Cleaning Air Filter Elements 73
Clutch (If Equipped) 76 Heavy Duty Air Cleaners Only 72
Check/Adjust 76 Single Stage Air Cleaner Elements 71
Clutch 69 Engine and Generator Identification and Reference
Check/Adjust/Lubricate 69 Numbers 18
Cold Weather Operation 50 Engine Crankcase 67
Commercial Diesel Engine Oils 33 Check Oil Level 67
Commercial ELC 28 Engine Description 3
Commercial Heavy Duty (HD) Coolant/Antifreeze and Engine Identification 18
SCA 28 Engine Information 17
Coolant Recommendations 26 Engine Lifting 20
Cooling System (Conventional HD Engine Lifting and Storage 20
Coolant/Antifreeze Only) 100 Engine Lifting with Fuel Tank 20
Drain/Clean/Replace Coolant 100 Engine Lifting with Generator 20
Replace Hoses 102 Engine Lubricant Recommendations Summary 35
Replace Thermostat 103 Engine Model Views 13
Water Pump Seal 102 Engine Mounts 98
Cooling System (Extended Life Coolant Only) 100 Inspect 98
Add Extender 100

3306 Caterpillar Page 117 of 120

Engine Oil and Filter(s) 80 Every 4000 Service Hours 105
Change Filter(s) 80 Every 45,000 L (12,000 gal) of Fuel 2000
Change Oil 80 Service Hours* 62
Engine Oil and Filter(s) 91 Every 5,600 L (1,500 gal) of Fuel or 250 Svc Hrs* 62
Engine Operating Cost Analysis 112 Every 6,000 Service Hours 106
Engine Operating Cost Summary 112 Every 67,000 L (18,000 gal) of Fuel or 2000
Engine Operation 48 Service Hours* 64
Engine Protection Devices 40 Every 68,220 L (18,000 gal) of Fuel or 3000
Engine Protection Devices 92 Service Hours* or Two Years 62
Inspect for Proper Operation 92 Every 8,500 L (2,200 gal) of Fuel or 250 Svc Hrs* 64
Engine Specifications 22 Every 90,000 L (24,000 gal) of Fuel or 4000
Engine Starting 11 Service Hours* 63
Engine Starting 45 Every 91,000 L (24,000 gal) of Fuel or 3000
Engine Starting with Air 47 Service Hours* or Two Years 64
Engine Starting with Jumper Cables 46 Every Three Years (After Stopping Engine) 108
Engine Stopping 11 Every Three Years (Before Starting Engine) 108
Engine Stopping 52 Every Three Years (With Engine Running) 108
Engine Storage 3 Every Four Years - Drain/Replace Engine Coolant108
Engine Storage 20
Engine Valve Lash (Between the First 500 and
1000 Service Hours) 91 F
Engine Valve Lash 83 Fan Drive Bearing 89
Check/Adjust 83 Lubricate Fitting 89
Engine Valve Lash, Valve Rotators, Fuel Ratio Fire or Explosion Prevention 9
Control, Set Point, and Low Idle 95 Foreword 2
Check/Adjust 95 Fuel and the Effect from Cold Weather 50
Every 50 Service Hours 75 Fuel Control Linkage 94
Every 125 Service Hours 76 Check/Lubricate Linkages 94
Every 250 Service Hours 78 Fuel Injection Nozzles 96
Every 500 Service Hours (NA Only)* 91 Test/Clean/Replace 96
Every 1, 1 00 L (300 gal) of Fuel or 50 Svc Hrs* 62 Fuel Related Components in Cold Weather 50
Every 1,900 L (500 gal) of Fuel or Svc Hrs* 64 Fuel Specifications 31
Every 1000 Service Hours 92 Fuel System 85
Every 11,250 L (3,000 gal) of Fuel or Clean/Replace Filters 85
Service Hours* (NA Only) 62 Fuel Tank Maintenance 85
Every 135,000 L (36,000 gal) of fuel or 6,000
Service Hours* or Four Years 63
Every 136,000 L (36,000 gal) of Fuel or Svc Hrs* 65 G
Every 17,000 L (4,500 gal) of Fuel or 500
Service Hours* (NA Only) 64 Gauges 38
Every 2,800 L (750 gal) of Fuel 125 Svc Hrs .62 General Coolant Information 25
Every 2000 Service Hours 95 General Hazard Information 7
Every 204,000 L (54,000 gal) of Fuel or 6,000 General Information 32
Service Hours* or Four Years 65 General Recommendations 107
Every 22,500 L (6,000 gal) of Fuel or Svc Hrs* 62 General Section 12
Every 3000 Service Hours 100 General Torque Information 23
Every 34,000 L (9,000 gal) Fuel or 1000 Svc Hrs* 64 Generator Identification 18
Every 4,250 L (1,100 gal) Fuel or 125 Svc Hrs* 64 Generator Set Control Panel 103-1582 (If Equipped) 39
Generator Space Heaters (If Equipped) 77
Check 77
Generator Storage Procedure 21
Governors and Actuators 48

3306 Caterpillar Page 118 of 120

H O
Heavy Duty Coolant/Antifreeze Cooling System Obtain at Every 3000 Hour Interval 110
Maintenance 29 Oil Level Gauge (Dipstick) 56
Oil Pressure Switch 41
Operating Cost Information 112
I Operation 2
Important Safety Information 4 Operation of ATAAC 54
Information Section 1 Outside North America 12
Inspection and Maintenance Agreements 107 Overhaul 2
Interval Categories 60 Overspeed Shutoffs 42
Introduction 107
P
L Performance Analysis 110
Level I: Basic Coolant Maintenance Check 59 Radiator Fins, Aftercooler, Belts, and Hoses 87
Level II: Comprehensive Cooling System Analysis59 Inspect Hoses 88
Light Duty Air Cleaner (If Equipped) 75 Inspect/Adjust Belts 88
Literature Information 2 Inspect/Check Aftercooler System 87
Literature Section 115 Inspect/Check Radiator Fins 87
Lubricant Specifications 32 Radiator Restrictions 55
Lubricant Viscosity Chart 61 Re-Refined Base Stock Oils 34
Lubricant Viscosity Recommendations & Refill Reference Materials 115
Capacity 61 Reference Numbers 19
Lubricant Viscosity Recommendations 61 Refill Capacities 61
Lubricant Viscosity Recommendations For
Caterpillar DI Engines 35 S
Lubricate 76
Safety 2
Safety 5
M Safety Section 4
Magnetic Pickup 90 SCA and Water Cooling Systems 30
Inspect/Clean 90 Scheduled Oil Sampling (S-0-S) 58
Magnetic Pickup 105 Scheduled Oil Sampling (S-O-S) Analysis 78
Inspect/Clean 105 Obtain Sample 78
Maintenance 2 Oil Drain Intervals 79
Maintenance Intervals 2 Scheduled Oil Sampling (S-O-S) Analysis 91
Maintenance Log 114 Shutoff and Alarm System Testing 43
Maintenance Records 113 Solenoid Shutoff 53
Maintenance Schedule for Standby Generator Set Specification Section 22
Engines 108 SR4 Generator (If Equipped) 74
Maintenance Schedule-33048 Engines 62 Inspect/Check 74
Maintenance Schedule-33066 Engines 64 SR4 Generator (If Equipped) 99
Maintenance Section 54 Lubricate Bearings 99
Maintenance Terminology 60 SR4 Generator (If Equipped) 105
Mechanical Governor Control 52 Inspect/Clean/Check/Lubricate 105
Mechanical Governors (If Equipped) 49 SR4 Generator and Control Panel (If Equipped) 92
Model Views and Engine Information 13 Clean/Inspect Voltage Regulator 92
Mounting and Dismounting 10 Control Panel 93
SR4 Generator 92

N
North America Only 12

3306 Caterpillar Page 119 of 120

Standard Torque for Bolts, Nuts & Taperlocks 23
Standby Generator Preventive Maintenance
Recommendations 107
Synthetic Bare Stock Oils 34
S-O-S Analysis 58
S-O-S Coolant Analysis 59

T
Torque for Constant Torque Hose Clamps 24
Torque for Metric Fasteners 23
Torque for Standard Hose Clamps - Worm Drive
Band Type 24
Torque Specifications 23
Total Base Number (TBN) and Fuel Sulfur Levels
For Caterpillar DI Diesel Engines 35
Troubleshooting 109
Turbocharger 96
Inspect for Proper Operation 96

V
Value Planned Repair (Repair Before Failure) 111

W
Walk-Around Inspection 45
Walk-Around Inspection 66
Inspect Engine for Leaks & Loose Connections 66
Warning Signs and Labels 5
Water Temperature Contactor Switch 41
Weekly (After Stopping Engine)* 108
Weekly (Before Starting Engine) 108
Weekly (With Engine Running)* 108
Woodward Actuator (if Equipped) 52

Y
Yearly (After Stopping Engine)* 108
Yearly (Before Starting Engine)* 108
Yearly (With Engine Running)* 108

3306 Caterpillar Page 120 of 120

 D9000
Automatic Safe
Load
Indicator

Crane Operator’s Manual

revision 4.0

© Copyright 1997-2000 Sentinel Instruments Limited

All Rights Reserved

 Revision History

Date Revision History

14th June 1995 1.0 Initial
17th June 1995 2.0 Includes software update for LCD screen (V2.x)
12th Oct 1995 2.1 Updated Parts and Spares List
27th Nov 1995 2.2 Added installation section
24th Jan 1996 3.0 Added software changes added to V3.x of the system software
(diagnostics, load charts, calib, errors, blanking, auto switching
hooks etc)
31st Jan 1996 3.1 SRam check addition
15th May 1996 3.2 Updated manual graphics and added Fault Finding Appendix,
drawings taken out and placed in dedicated document for cranes
09th Oct. 2000 4.0 Convert to MSW and issue on CD
 Table of Contents

Section
I Introduction
Manual Layout
Common Notations
References
Contact Address
II Display
Capacity and alarms
Alert
Overload
Text LCD Display
High (Angle Alarm)
Lo (Angle Alarm)
Tare
Main readout
Capacity
Load
Radius
Angle
Text LCD Display
System Buttons
System Display
III SLI Configuration
Changing Hook
Automatic Hook Switching
Changing Speed
The Main Menu
Menu structure
Changing Parts of Line (No. of falls)
Changing Seastates
Parking the Boom
Changing Display Units
Changing Display Brightness
Changing display contrast
Calibration
Date and Time Setting
Diagnostics
Logging
IV Operations
Alarms and errors
Angle alarms
Capacity alarms
Operational errors
Sensor errors
Wrong hook error
Automatic hook selection error
Logging errors
Non-Volatile Memory Configuration
Downloading the Lift Information
Using tare
Using Parkmode
System Logging
Manual Testing
 Section I
Introduction

An Automatic Safe Load Indicator for cranes will, without user intervention, measure and
display the load on the crane hook as well as the Safe Working Load (SWL) and Capacity at that
moment. The D9000 SLI splits this operation into measuring of the crane boom, mast, fly angles
and hook loads. The processor then interprets the load charts using these readings and calculates
the appropriate SWL value.

F Note, that an Automatic Safe Load Indicator is only an operational aid and good working
practices are required. Incorrect settings may signal a safe working condition when
overloaded if incorrectly used.

The D9000 SLI consists of the main display enclosure, measurement bus and separate
enclosure. The display is sun-screened for ease of readability in high ambient conditions and uses
solid state circuitry to display the essential crane information in colour. The measurement bus
collects angle and load readings using smart sensors and uses RS485 transmission with a reliable
protocol to exchange information with the main processing computer. Power is supplied via a
separate enclosure. This enclosure is also used to house the relay and addition input/output
circuitry.

The & Operators manual is aimed at the crane operator. It is split logically into
describing the display (section II) and the functionality (section III).

Manual Layout
This manual is split into various sections which cover different aspects of the system as a
whole. Section 2 covers the D9000 display in detail, listing the display components, how they
work or are activated and where they are positioned.

Section 3 covers the operator set-up of the SLI. Although termed as an Automatic SLI,
the user must provide crane information such as the current sea states, the cable reeving and which
hook to measure. Much of the crane functionality is covered in this section. Note that more
technical issues such as diagnostics and calibration are dealt with in the & Technical and Parts
Manual. If required, a copy of the Technical manual can be requested from the address at the end
of this section.

Section 4 describes the SLI normal operations including alarms, how they occur and what
to do, system testing and using tare. This section also covers error messages as they occur on the
text panel.

Common Notations
This manual adheres to a common set of type faces. Each type face is used to emphasize
some information in a clear and concise manner. A list of all the type faces are listed below;
 Typeface Usage
Type face Meaning

Times Typical type face as used here and for all main text passages

Times (bold) Highlights a point as important and/or detailed elsewhere in this manual

Courier Used to print text as it appears on the screen ( terminal emulator )

Courier Used to print text as it appears on the screen once the user has typed in it
(bold)
A number of symbols are used to represent warnings and references. These are;

Warning. Always adhere to notes given beside a warning sign. The information is often
! fundamental to the correct functioning of the D9000 SLI.

F Important note, often a summary of information already presented.

& Refers to a manual or technical reference where more information can be found about a subject.

References
As well as the Technical Manual, a number of other references are available on the
D9000 SLI system. Some of these come as standard with the system, others are used as technical
references.
Reference Material
Reference Description
& D9000 Operators Manual Details the functionality of the D9000 SLI system. This
includes complete breakdown of operator functionality,
alarms, warnings and usage.
& D9000 Crane Information Each system is supplied with a set of technical drawings
and a copy of the load charts the system has been
programmed with.
& D9000 Technical Info (in- In-house documentation regarding the system codes,
house) internal variable dump descriptions and various other
information.
& Data sheet on Cline Angle Overview/Technical sheet on the Angle transducer
Transducer
Copies of these reference texts can be bought from Sentinel Instruments Ltd.

Contact Address
Sentinel Instruments Limited can be contacted at the following address; telephone, fax or
e-mail.

Sentinel Instruments Limited. Tel: +44 (0)1244 775830

Unit 20 Robert Leonard Centre Fax: +44 (0)1244 775831
Kirkhill Industrial Estate e-mail: Sentinel@sentinel-ins.co.uk
Dyce
Aberdeen, AB 21 0GG
Scotland.
 Section II
D9000 Display

The D9000 display consists of 4 main sections;

the capacity and alarm section

main reading section
text LCD section
button section.

The Capacity and alarm section displays the actual capacity of the crane after loading in a
multi-coloured bar and annotated various alarms depending on the current readings. The Main
Reading section displays the values of most interest as capacity and load (both in tonnes or tons
depending on the calibration units), angle and radius (in feet). The Text LCD section is used to
display system parameters and errors including the current Parts of Line (POL) and Sea States.
The last section, consists of a series of buttons used to configure and interrogate the SLI system.

As well as the display, the enclosing box provides a sun-screen in the form of an
overhanging lip and an anti-glare finish. Both are used to cut down on the amount of direct
sunlight that can shine directly onto the system and provides a clearer and easier display to read.

Capacity and Alarms

The Capacity and Alarm section displays the current capacity as well as three types of
alarms for each hook. The main bar displays the Capacity as a percentage of the Safe Working
Load (SWL) and is split into three parts. The green part indicates a safe working load up to 93%
of the capacity. The yellow section indicates a Safe Working Load up to 106% of the capacity
while the red section indicates an overload condition. The three digit LEDs located at the bottom
of the bar displays the percentage as a number from zero upwards.
 On the left side of the capacity bar lies alarm annotations for the main hook. The
following lists the main alarm symbols and their meaning;

Alert - signifies when the load is approaching the full working capacity of the crane in
its current configuration. The approach is taken to be between 93% and 106% of the SWL. The
exact value is set-up at factory calibration and can only be altered be replacing the system
EPROM.

Overload alarm - signifies when the load has exceeded the full working capacity of the
crane in its current configuration. The overload is taken to be above 106% of the SWL. The exact
value is set-up at factory calibration and can only be altered by replacing the system EPROM.

HI
High speed annunciation - lights when the user toggles from Low to High using the
Speed button. Pressing Speed again will toggle to Low speed for that hook. When there is only
one speed available, the HI and LO annotations are not visible. Note that this is an annunciation
and not an alarm.

LO
Low speed annunciation - lights when the user toggles from High to Low using the
Speed button. Pressing Speed again will toggle to High speed for that hook. Note that this is
an annunciation and not an alarm.

TARE
Tare - lights whenever the user has a tare selected for the hook. The user can select a
tare for a lift to remove the weight of the hook or of a lifting box. The light is deselected when the
user selects tare again. Tare is an annunciation and not an alarm.
F Note, all calculations regarding SWL work on the absolute load reading and ignore the tare
value.

The right side of the capacity bar mirrors the left but applies to the auxiliary hook rather
than the main hook.

Main readings

The Main Reading section consists of four LED readouts of various crane parameters.
Each readout can display up to four digits of accuracy. Starting in the top left hand corner and
working clockwise, capacity, load, radius and angle are all displayed.

Capacity displays the current crane lifting capacity according to the selected
configuration and load chart. The units of capacity are user selectable from tonnes and tons. See
section 3 for more information on changing the units. NOTE, the capacity rating will read zero if
the Angle Transducer is reading an error.

Load displays the current lifting load on the selected hook. If a tare has been selected, the
tare value is removed from the final displayed value. NOTE, the load reading will blank if the
Main or Aux Transducer is in error.

F Note, both Capacity and Load are set-up with the same units to avoid confusion when reading the
display. The units of load can be read from the Text LCD panel under normal circumstances.

Radius displays the horizontal distance from the crane pedestal centre to the hook
position. Radius units are user selectable from meters and feet. NOTE, the radius reading will
blank if the Angle Transducer is in error.

Angle displays the current boom angle reading. Most load charts specify safe working
angle limits. Working outside of these limits brings up an angle alert. Moving below the angle
limits brings up a Low angle alarm and moving above the angle limits brings up a High angle
alarm. NOTE, the angle reading will blank if the Angle Transducer is in error and cause the
capacity to read zero.

F The display rate is kept at a nominal 2Hz which ensures regular updates. It also slows down fast
changing measurements that may confuse the operator.

Text LCD Display

 The Text display is based on a 16 character x 2 line LCD module. The main use of the
module is to display information to the user during main operating conditions, calibration and
parameter settings.

During the main operational mode of the SLI, the text display is used to display the crane
configuration parameters such as the current display units, line reeving and sea states.

When an error in a transducer occurs, the display will change to reflect the transducer
status and switch off the system okay light.

F The coding for the transducers for a system:

MA Main Hook Transducer

AU Aux Hook Transducer
FL Fly Hook Transducer
A1 Boom Angle Transducer
A2 Fly Angle Transducer
TE Temperature Transducer

During calibration the text display is used to display most of the linearisation parameters.
The text display is also used to display the date and time, used to select parameters such as
contrast and parts of line and any error messages that occur during power up and normal
operations.

If any of the transducers do fault, then they may also affect the main display readings.
See the section Main Readings for more information as to how the readings are blanked when an
error occurs in a transducer.

F For D9000 users with a software revision less than 2.0a, the text lcd display is not utilized.
Revision 2.0a and above use the display for general operator information and error messages.
Users that require a software upgrade can request one from the OEM.
System buttons
There are six system buttons; Hook, Speed, Tare, Accept, Test and Mode. Each button
provides functionality to the SLI. These buttons are fully documented in section III which
discusses using the SLI.

Note, some systems come with some of the buttons covered because the crane does not
utilize the functionality provided.

System OK
The System OK annunciation is used to indicate that the system is running without fault.
The System OK light is located below the text display and lights green. When a fault occurs (such
as one of the smart transducers going down), the light will switch off.

When the System OKAY light is off NO LIFTS should be attempted as the D9000 SLI will
! not be performing the correct Capacity Calculations or functioning properly.
 Section III
SLI Configuration

The display layout was discussed in the last section. This section describes the operations
required to operate the SLI safely.

As described before, the D9000 SLI displays the SWL and percent of Capacity which is
calculated from the crane's Load Charts. Each load chart describes the crane's SWL in terms of
the crane configuration. For example, some cranes use crane slew or the length of the boom to
determine how safe a load is to pick up. The D9000 SLI takes all of these parameters into
consideration when calculating the SWL, using line reeving, crane boom angle and radius, the
current hook, the line speed and the sea state.

In some cases, some of these parameters are automatically detected using electronics. In
most cases, it is up to the crane operator to correctly set the SLI configuration to match that of the
crane. The subsections that follow describe how to alter the SLI configuration so that it matches
the crane configuration.

Warning, configuration changes should be set prior to a load being lifted and not during.

! This will avoid unnecessary errors in the SLI configuration. The SLI system is not
designed to accept configuration changes during a lift and will not allow certain changes
(e.g., Part of Line change).

Changing Hook
If the crane has more than one hook, the correct hook can be selected by pressing the
hook button. The hook button is located in the system button panel on the left (see the diagram
below). Pressing hook again selects the next hook. The currently selected hook is visually
annunciated above the capacity bar.

If a hook is selected while another hook is in error, then the Text LCD Screen will
display the message;

Wrong Hook
POL2 SSO 0.0T

which indicates that another hook is in an alarm condition. Switching to the hook in question
removes the message.

Warning. Altering any of the configuration parameters will select another load chart for
! the SLI. Selection of the wrong load chart will give incorrect Capacity and SWL values for
the crane configuration.
Automatic Hook Switching

The D9000 SLI system can also incorporate Automatic Hook Switching. When the
D9000 has been configured in this manner, a signal is taken from the crane logic for maim/aux.
switching. With this option fitted no manual switch is provided.

When the switch does happen, the display will indicate that the switch has taken place.
The event is also logged with a time stamp.

Changing Speed
To change the line speed setting, simply press the speed button. The speed button toggles
between High and Low speed settings which are annunciated beside the capacity bar. If only one
speed is available to the crane, pressing speed will have no effect and neither the High or Low
annotations will be highlighted. This only applies to cranes that have a differing SWL, (Capacity),
for Hi and Lo speeds
There is only one speed setting on this crane.

The Main Menu

The configurations available are stored in the menu system and can simply be changed
using the front panel buttons and the text LCD screen. The menu system is a collection of options
that the operator can alter by following the menu system using the Text LCD screen.

Press MODE to select the Main Menu system. The screen will change to;

D9000 Setup
POL SeaStates

Note, that the current option will flash to indicate that it is selected. If this is the first time MODE has been
pressed, then the POL option should be flashing.

Pressing MODE again will select the next option, in this case, Sea States. Repeatedly
pressing MODE will toggle around all options.
Pressing ACCEPT chooses the flashing option.
Pressing TEST returns the screen to the SLI display and restarts the capacity
calculations.

Warning. While the menu system is active, the D9000 SLI is not performing any capacity

! calculations or reading any of the transducers. Hence, no lifts should be performed while in the
menu system. This is reflected in the System OK light which goes off when the menu choice is
being made.

Menu Structure
The complete menu structure in the form of a flow chart is listed on the next page. To
activate the menu system, press the MODE button for less than 3 seconds and release. This will
cause the Operator menu to pop up on the display.

Note that the Operator menu will change if the D9000 detects a lift on any of the hooks. The

! Operators menu changes so that only the crane Sea States, the display brightness and the park
mode are available. This stops the operator from changing the crane POL setting while the crane
is lifting a load.
 If the D9000 does detect a lift on a hook, then the menu available is reduced to three
options (see last page) which ensures that the operator cannot suddenly change the cranes Parts Of
Line setting, view the EPROM version during a lift (which would obstruct crane lift information),
or change the display units which may be confusing.
 An advanced Main Menu is activated by pressing and holding down the MODE button
for 7 seconds. These features should only be used for commissioning and maintenance work and
are fully documented in the & Technical and Parts Manual.
 The following subsections describe what each of the menu options does.

Changing POL
Changing the Parts of Line or Reeving depends on the currently chosen Load Chart. If
that Load Chart specifies Parts of Line, then the operator can select the Parts of Line by choosing
POL from the menu set and selecting the appropriate value.

If no Parts of Line are specified in the Load Chart, then when POL is selected from the
menu choices, only 'None' will be selectable. Hence, the operator can only select the POL which
are valid from the Load Charts. e.g. With Aux. Line selected it is probable the menu will show
P1, denoting one part of line.

Tonnes Feet
SSx 5.1T

Note that Parts of Line, if manually selectable, can NOT be changed once a lift is in
progress. as the POL menu option is inhibited during a lift.
Changing SeaStates
Sea states are often provided as part of the Load Charts for a crane and specify the
operational parameters in certain sea conditions. To change the current sea state, press the MODE
button and select SeaState from the menu choices. Pressing ACCEPT will allow the user to
change to sea states.

Select SeaState
Plat 1 2

Simply press the MODE button to select the appropriate Sea State from the menu choice
and press ACCEPT.

Note, that for cranes that do not specify Sea States in the Load Charts, Sea States will not be
F made available to the user. Note also, that the exact sea states selectable may vary from Load
Chart to Load Chart.

Parking the Boom

A Park Mode has been added so that while the crane is not in use, the boom may be
parked outside of the normal allowable crane angle limits without the internal and external
warning alarms sounding. This facility should only be used to park the boom and never invoked
while lifting a load.

To set the mode, press the MODE button to select the main menu and select ParkMode
from the menu choices. Press ACCEPT to use Park Mode. Once in Park Mode, the display will
indicate that the normal SLI operation has been suspended, and that the crane boom may be placed
outside of its operational range.

- PARK MODE –
Press any button

Pressing any button while in Park Mode will clear the display and return to normal. See
the operations section for proper usage of the Park Mode facility.

Note, the Park Mode will automatically switch off when the boom if brought back into a valid
F boom angle. This frees the operator from manually interrupting the SLI to switch off the mode.

Changing the Display Units

For software revisions less than 2.0a, see the & Technical and Parts Manual for more
information for later revisions see below.

The D9000 SLI has provision to display the Load, Capacity and Radius in a number of
different units. Load and Capacity can be displayed in Tonnes and Tons, Radius in Feet and
Meters. The current units being used are displayed in the Text LCD module.

Tonnes Feet
POL2 SSO 0.0T
 To alter the current weight and distance units, press MODE and select Units from the
menu choice. To alter Load and Capacity readings select Load and to alter the Radius units select
Radius.

Load Units Radius Units

Tonnes Tons Meters Feet

Select the appropriate units using the ACCEPT button. The Text LCD screen will return
to normal and display the new units.

Note, if a sensor on the RS485 network (i.e., and angle or load transducer) is faulty, the units line
F of the display will be overwritten with the bad sensor error message. This also means that the
units will not be displayed. Although this may be inconvenient, it is unlikely that the operator
will require to change the units on a regular basis and will not require to look at the LCD screen
to determine the load and radius units. See section II for more information about what is
displayed.

F The D9000 SLI should not be used as a SLI when a sensor is not functioning, as the D9000
may not be able to properly determine the correct SWL.

Changing Display Brightness

The display brightness control varies the intensity of the alarm annunciators and LED
readouts. This feature was added to allow different settings under different ambient light
conditions.
Brightness can be altered at two sections of the menu structure. Selecting Brightness
from the Main Menu brings up the brightness control, as does the Display - Brightness selection
from the Advanced Menu choices.

Brightness
||

Pressing MODE will increase the brightness setting. Pressing ACCEPT will decrease
the brightness setting. Note, that the brightness settings cannot be adjusted so that the display is
unreadable.
Changing Contrast
Contrast controls the intensity of the Text LCD screen. This facility is included to allow
different contrast levels for different ambient light conditions. The contrast should only need to be
set the once and gives excellent results even in bright sunlight.
The contrast control is contained in the Advanced Main Menu under Display. Select the
Advanced Main Menu by pressing the MODE button for more than 3 seconds and use the MODE
button to select the Display option. Press ACCEPT and select Contrast from the choices. The
display will alter to show a screen similar to the following;

Contrast
||

Pressing MODE will increase the contrast setting and move the point towards the right.
Pressing TEST will decrease the contrast settings. Note, that the contrast setting can never be so
low as to blank the screen entirely.
 See the & Technical and Parts Manual for additional methods of setting contrast when the
F D9000 screen is unreadable.

Calibration
For calibration of the crane load and angle transducers, see the & Technical and Parts
Manual.

Date and Time Setting

For setting of the internal SLI real time clock, see the & Technical and Parts Manual.

Diagnostics and Logging

For diagnosing problems and logging system readings/parameters, see the & Technical
and Parts Manual.

Version naming
The D9000 SLI has a means of identifying the EPROM plugged into it, without the need
to read the covering label on the EPROM. Selecting Version from the Main menu options brings
up the display;

D9000 SLI Vx.xx

©1996 Sentinel
<crane info
Made: <Date>

where x.xx is the software revision number, <crane info> holds information about the crane, its
position and boom length, and <date> defines when the EPROM was programmed.
 Section IV
Operation

Under normal operating conditions the SLI responds to system errors and alarm
conditions from the angle and load transducers. The SLI will also respond to requests from the
user for a manual display test and performs certain tasks when switched on. The following
describes these conditions and explains how they arise and how to correct them.

Alarms and Errors

The D9000 SLI continually reads for various types of alarms; network, logging,
transducer, hook, angle and load. An angle alarm arises when the crane boom angle falls outside
of the current crane load chart parameters. A load alarm occurs then the measured absolute load
(i.e., ignoring the current tare value) moves towards the SWL and when the load extends beyond
the maximum allowed.

Angle alarms
As described, an angle alarm occurs whenever the crane boom falls outside of the
allowable range defined by the current load chart. If the angle falls below the allowable limit a
Low Angle alarm is annunciated in the main reading section of the display (see below).

When the boom angle rises above the allowable angle limit, a High Angle alarm is annuciated.
Both alarm conditions also sound the internal buzzer located at the bottom of the display
enclosure.

To cancel an angle alarm either place the boom between the allowable limits, or press the
Accept button. The accept button cancels the buzzer but leaves the annunciation visible. This
allows for small periods of lift time when out of angle and allows the boom to be rested below its
limit when unused.

Note, moving the boom outside of the allowable radius settings will also cause an angle
alarm. These are annunciated using the angle alarm lights.

Capacity alarms
Capacity alarms occur when the measured load falls into two categories; above 110% of
the SWL and between 85% to 100% of the SWL. These percentages are factory set and cannot be
altered.

The first is an overload alarm which brings up the Alarm annunciation beside the
capacity bar and sounds. The second is the alert alarm which indicates that the absolute load is
 very close to the current crane's lifting capabilities. The alert alarm brings up the Alert
annunciation beside the capacity bar and sounds.

F Note, that unlike Angle alarms, Capacity alarms cannot be silenced.

Operational Errors
Error messages are displayed on the Text LCD screen. Error messages that are possible
include displaying which sensors are not talking to the main system box, wrong hook signal, how
full the logger is and any special modes the D9000 is currently in. The errors are displayed on the
units line (the top line of the LCD). If there is more than one error, then the dis play will flick
between each every second or so.

Sensor Errors
Sensor error messages take the form of;

Bad: MA A1
POL2 Pl 0.0T

The units line is overwritten with a series of tokens that represent the sensors that are not
responding. The following is a complete list of sensor names and sensor IDs used in the error
message lists;

Sensor IDs
Sensor ID Description
Main MA Main hook load sensor
Aux AU Auxiliary hook load sensor
Fly FL Fly hook load sensor
Ang1 A1 Main boom angle sensor
Ang2 A2 Secondary boom angle
sensor
Temp TE Temperature sensor

Wrong Hook Error

A wrong hook error occurs only on systems which have more that one hook and do
employ the automatic hook selector system. If a wrong hook error occurs, then the current
selected hook is unlikely to be lifting anything.

The wrong hook error is flashed when another hook enters an alert or alarm condition.
This warns the operator that the currently selected hook is the wrong hook as another is lifting a
load close to or over its capacity.

Wrong Hook
POL4 Pl 0.0T

Logging Errors
The logging warning appears whenever the logger becomes greater than or equal to 95%
full. The display changes to show;
 Logger xxx% full
POL2 SS0 0.0T

where 'xxx' represents the current percentage of log size. See the & Technical and Parts Manual
for more information regarding the logging facilities of the D9000 SLI.

Non-Volatile Memory Corruption

The D9000 tests the non-volatile memory every measurement cycle. The non-volatile
memory holds the sensor calibration, operator set-up and load chart configurations. It is essential
that these values do not become corrupted in a non-standard manner as this would cause the
system to show incorrect values.
If the non-volatile memory is found to be corrupt, the screen will move into test mode,
display all LED digits, all annunciation lights, sound the buzzer and display;

SRam calibration
information lost
Press any button
to blank calib
on the Text LCD screen.

If the operator presses any key, the system will automatically blank the calibration data
and reset the non-volatile memory. This means that a complete recalibration for each sensor is
required. The & Technical and Parts Manual covers the calibration and installation of sensors in
depth.

Note, if this happens with any regularity, the D9000 will most probably have some kind of board
! fault. See & Technical and Parts Manual, Appendix C for a list of fault finding procedures.

Using tare
The tare facility is provided so hook weight or box weight can be ignored when lifting.
Pressing the tare button for more than 4 seconds when the tare annunciation is unlit (see Section II
for more information) will reset the load reading to be zero. For instance, when no load is on the
hook, pressing tare will remove the weight of the hook. All subsequent readings will measure the
weight of the lifted object only and ignore the weight of the hook. Note that the annunciation has
been light and that the Text LCD screen displays the current tare weight.

Tonnes Feet
POL2 SSO 2.1T
Each hook in the system has a separate tare value. When switching from hook to hook,
the tare value changes accordingly as does the tare annunciation.

Note that only 10% of SWL can be tared at any one time. This is a safety feature which stops
F any amount of weight to be tared from the load reading. If the current weight reading is larger
than 10% and tare is pressed, no change to the reading will occur.
When the tare annunciation is lit, pressing the tare button for more than 4 seconds will
remove the original tare value. For instance, carrying on from the above example, if the operator
presses tare again, the weight of the hook is added back onto the load reading.
 Tonnes Feet
POL2 SSO 0.0T

Note, setting a tare value in no way affects the percentage of SWL reading or alarm settings.
! These work as usual with the absolute load reading.

Using Park Mode

A Park mode has been added to allow the operator to rest the boom outside of the crane's
allowable angle limits without sounding the external klaxon. This is often a requirement of the
crane operator.

When Park mode has been activated (see section II - Parking the Boom), the external
klaxon will not be switched on in the event of an angle alarm. The internal alarm will sound as
usual and can be silenced in the usual manner by pressing the ACCEPT button. Note, that all
capacity calculations carry on as usual.

Because the klaxon is never sounded, no lifting should be attempted while the device is in
! Park Mode. Press any button to switch off Park Mode or bring the boom back into a valid
boom angle.

Manual testing
The crane has a manual display test routine. Testing the display by pressing the test
button lights all annunciators, brings up all the alarms and sounds the buzzer. This will continue
until the operator releases the TEST button.

D9000 Safe Load Indicator Manual.

This reference manual describes the D9000 Safe Load Indicator system, a computerized
measurement and logging system for strut crane load, capacity, angle and radius developed by
SENTINEL INSTRUMENTS LIMITED.

All information contained within this manual and accompanying software programs are copyright
of SENTINEL INSTRUMENTS LIMITED.

All rights are reserved. It is a breach of copyright if this manual is copied or reproduced, in whole
or in part, using any means whatsoever, without prior written approval from SENTINEL
INSTRUMENTS LIMITED and civil and criminal sanctions may result.

SENTINEL INSTRUMENTS LIMITED reserves the right to make changes to this manual or the
accompanying software product without notice to any person or company.
 Warning
As per BS7262, no responsibility for the specification, installation and type testing of the product
! can be accepted by Sentinel Instrumentation Systems unless the installation and calibration is
completed by or under supervision of its own engineers or directly authorized personnel

The Safe Load Indicator (SLI) must be correctly set-up in use. Wrong adjustments may cause
! the SLI to show a safe condition in the event of an overload

The SLI is purely an aid to the operator. Responsibility for the safe operation of the crane lies
! with the crane operator and the indicator equipment will not necessarily prevent crane damage
due to overloading and related causes.

Proper functioning of the equipment is dependant upon proper daily inspection and observance of
! the operating instructions of this manual.

During normal operation the Rated Capacity of a crane should not be exceeded. Therefore the
! indication of overload should not be used as a normal operating facility. It should be noted that
certain statutory requirements do not permit the safe working load to be exceeded for the purpose
of testing.

The crane should be operated at all times so that crane motions occur smoothly and at a safe
! speed
 D9000
Automatic Safe
Load
Indicator

Technical and Parts Manual

revision 4.0

© Copyright 1997-2000 Sentinel Instruments Limited

All Rights Reserved

 Revision History

Date Revision History

14th June 1995 1.0 Inital
17th June 1995 2.0 Includes software update for LCD screen (V2.x)
12th Oct 1995 2.1 Updated Parts and Spares List
27th Nov 1995 2.2 Added installation section
24th Jan 1996 3.0 Added software changes added to V3.x of the system software
(diagnostics, load charts, calib, errors, blanking, auto switching
hooks etc)
31st Jan 1996 3.1 SRam check addition
15th May 1996 3.2 Updated manual graphics and added Fault Finding Appendix,
drawings taken out and placed in dedicated document for cranes
30th June 2000 4.0 Convert to MSW and issue on CD
 Table of Contents

Section
I Introduction
Manual Layout
Common Notations
References
Contact Address
II Components
Display Enclosure
D9000 Display
Power Requirements
Text LCD Display
CSDA Smart Amp Module
Amp Enclosure
Angle Transducer
Angle Enclosure
III Installation
Installation
The Display
The Angle Measuring Transducer
Cable
Klaxon
Special Component Set-up
Angle Transducer
CSDA Smart Amplifier Module
Configuring the CSDA Smart Amp
Addressing CSDA Smart Amp Modules
IV System Set-up
System Set-up Order
The Main Menu
Menu Structure
Blanking Calibration Data
First Time Calibration
Setting Display Brightness and Contrast
Setting Date and Time
Setting up a Log
Lift Recording (optional)
Downloading the Lift Information
Network Logging
IV System Set-up
Reading Logging
System Logging
Calibration
Recommended Cal Points
V System Diagnostics
Error Messages
Sensor Errors
Wrong Hook Error
Auto Switch Hook Error
Logging Errors
Non-volatile Memory Corruption
Viewing Network Responses
Viewing Internal Load Charts
Internal Variable Dump

Appendix
A Maintenance procedures
B Parts List
Parts List
Recommended Spares List
C Fault Finding (Not available)
D Downloading D9000 Information
 Section I
Introduction

An Automatic Safe Load Indicator for cranes will, without user intervention, measure and
display the load on the crane hook as well as the Safe Working Load (SWL) and Capacity at that
moment. The D9000 SLI splits this operation into measuring of the crane boom, mast, fly angles
and hook loads. The processor then interprets the load charts using these readings and calculates
the appropriate SWL value.

F Note, that an Automatic Safe Load Indicator is only an operational aid and good working
practices are required. Incorrect settings may signal a safe working condition when
overloaded if incorrectly used.

The D9000 SLI consists of the main display enclosure, measurement bus and separate
enclosure. The display is sun-screened for ease of readability in high ambient conditions and uses
solid state circuitry to display the essential crane information in colour. The measurement bus
collects angle and load readings using smart sensors and uses RS485 transmission with a reliable
protocol to exchange information with the main processing computer. Power is supplied via a
separate enclosure. This enclosure is also used to house the relay and addition input/output
circuitry.

There is also an & Operators Manual which covers the functionality of the D9000 SLI.
A copy of the & Operators Manual should be kept handily as the & Technical Manual refers to
some parts of it. If another copy of the manual is required, a copy can be sent for at the contact
address given at the end of this section.

The rest of the manual is split into sections covering the display, operation and
configuration.

Manual Layout
This manual is split into various sections which cover the technical, installation and
maintenance requirements of the D9000 SLI. Section 2 covers the main components used by the
D9000 SLI. This includes the main system enclosure, angle transducers and line amplifiers. The
sheaves and load cells are also covered.

Section 3 runs over the installation procedure. This includes special setup of components
both custom and commercial.

Section 4 explains the system set-up procedure in detail. Calibration is an essential part of
setting up the crane to work safely. Incorrect calibration of bad calibration data can cause the
indicator to read incorrectly. Some installations require regular recalibration as procedure and this
can be performed by a competent engineer.

Section 5 covers the system diagnostics provided. This includes diagnosing problems
with the display, readings and network. Appendix C also provides a detailed table listing of
common faults and their resolutions.

Appendix A overviews a maintenance plan for regular upkeep of the SLI. The plan is
split into monthly, six monthly and yearly checks each detailing various checks to be performed
on key components of the system.

Appendix B gives the parts list and also a recommended spares list for 1 year offshore.
 Appendix C lists a common set of D9000 faults, how they can be checked for, what their
causes are, and how to solve that problem.

Appendix D covers the old style Smart Amplifiers and how they were connected. This
section is included only for completeness.

Typeface Usage
Type face Meaning

Times Typical type face as used here and for all main text passages

Times (bold) Highlights a point as important and/or detailed elsewhere in this manual
Courier Used to print text as it appears on the screen ( terminal emulator )

Courier Used to print text as it appears on the screen once the user has typed in it
(bold)
A number of symbols are used to represent warnings and references. These are;

Warning. Always adhere to notes given bes ide a warning sign. The information is often
! fundamental to the correct functioning of the D9000 SLI.

Important note, often a summary of information already presented.

F
Refers to a manual or technical reference where more information can be found about a subject.
&

References
As well as the Technical Manual, a number of other references are available on the
D9000 SLI system. Some of these come as standard with the system, others are used as technical
references.
Reference Material
Reference Description
& D9000 Operators Manual Details the functionality of the D9000 SLI system. This
includes complete breakdown of operator functionality,
alarms, warnings and usage.
& D9000 Crane Information Each system is supplied with a set of technical drawings
and a copy of the load charts the system has been
programmed with.
& D9000 Technical Info (in- In-house documentation regarding the system codes,
house) internal variable dump descriptions and various other
information.
& Data sheet on Cline Angle Overview/Technical sheet on the Angle transducer
Transducer

Copies of these reference texts can be bought from Sentinel Instrumentation Systems.
Contact Address
Sentinel Instruments Limited can be contacted at the following address; telephone, fax or
e-mail.

Sentinel Instruments Limited.

Unit 20 Robert Leonard Centre
Kirkhill Industrial Estate
Dyce
Aberdeen, AB 21 0GG
Scotland.

Tel: +44 (0)1244 775830

Fax: +44 (0)1244 775831
e-mail: sentinel-ins@dial.pipex.com
 Section II
Components

The D9000 SLI system for cranes consists of a number of key components. These consist
of power supplies, enclosures, displays and analogue to digital converter modules. Each of these
components are detailed in this section.

A routine maintenance plan is listed in Appendix A and should be used to maintain the
overall reliability of the system. Using the plan may require reference to this section.

Display Enclosure
The enclosing box provides a sunscreen in the form of an overhanging lip and an anti-
glare finish. Both are used to cut down on the amount of direct sunlight that can shine directly
onto the system and provides a clearer and easier display to read.

D9000 Display
The D9000 display consists of 4 main sections

The capacity and alarm section

Main reading section
Text LCD section
Button section.

The Capacity and alarm section displays the actual capacity of the crane after loading in a
multi-coloured bar and annotated various alarms depending on the current readings. The Main
Reading section displays the values of most interest as capacity and load (both in tonnes), angle
and radius (in feet). The Text LCD section is used to display system parameters and errors
including the current Parts of Line (POL) and Sea States. The last section, consists of a series of
buttons used to configure and interrogate the SLI system.
 The back of the display contains most of the useful components. The following depicts the
layout of the board and shows each of the major components for both Revision A and Revision C

Each of the connectors C1, C2 and C3 each perform similar functions of connecting the
RS485 network, providing power and reading the buttons in both revision A and revision C
boards. The following table lists the connector pins and their function.
 D9000 Pin Connectors
Connector/Pin Revision A Revision C
C1, pin 1 n/c isolated 485 gnd
C1, pin 2 n/c 485 data +
C1, pin 3 485 data + 485 data -
C1, pin 4 485 data - n/c
C1, pin 5 n/c n/c
C1, pin 6 n/c power
C1, pin 7 n/c gnd
C1, pin 8 n/c n/c
C2, pin 1 hook button hook button
C2, pin 2 speed button speed button
C2, pin 3 tare button tare button
C2, pin 4 accept button accept button
C2, pin 5 test button test button
C2, pin 6 mode button mode button
C2, pin 7 n/c n/c
C2, pin 8 gnd gnd
C2, pin 9 n/c n/c
C2, pin 10 n/c n/c
C3, pin 1 n/c n/c
C3, pin 2 n/c n/c
C3, pin 3 n/c n/c
C3, pin 4 n/c n/c
C3, pin 5 n/c n/c
C3, pin 6 n/c n/c
C3, pin 7 n/c n/c
C3, pin 8 n/c n/c
C3, pin 9 n/c n/c
C3, pin 10 n/c n/c
C3, pin 11 n/c n/c
C3, pin 12 n/c n/c
C3, pin 13 n/c n/c
C3, pin 14 n/c n/c
C3, pin 15 n/c n/c

See the & D9000 Operators Manual for more information on the display functionality.
The Operators Manual covers the display and button functionality.

Power Requirements
The system is powered from 12/24V DC. The client must provide a clean power supply.
In the event that DC power is not available in the cab, an optional AC/DC power converter will be
supplied in a separate enclosure. The converters will have the following specification;

Input Range: 85 - 264V A.C.

47 - 440 Hz

Output range: 0 to 70o C operating

-40 to 85o C storage
This specification for power converters also applies to spares (see Appendix B - Parts List)
Text LCD display
The text display is based on a 16 character x 2 line LCD module. The main use of the
module is to display information to the user during main operating conditions, calibration and
parameter settings.

During the main operational mode of the SLI, the text display is used to display the crane
configuration parameters such as the current display units, line revving and sea states.

When an error in a transducer occurs, the display will change to reflect the transducer
status and switch off the system okay light.

F The coding for the transducers for a system:

MA Main Hook Transducer

AU Aux Hook Transducer
FL Fly Hook Transducer
A1 Boom Angle Transducer
A2 Fly Angle Transducer
TE Temperature Transducer

During calibration the text display is used to display most of the linearisation parameters.
The text display is also used to display the date and time, used to select parameters such as
contrast and parts of line, and any error messages that occur during power up and normal
operations.

If any of the transducers do fault, then they may also affect the main display readings.
See the section Main Readings for more information as to how the readings are blanked when an
error occurs in a transducer.

F For D9000 users with a software revision less than 2.0a, the text lcd display is not utilized.
Revision 2.0a and above use the display for general operator information and error messages.
Users that require a software upgrade can request one from the OEM.

CSDA Smart Amp Module

The Smart Amp module is used to read the load applied to the hook from either a dead
end load cell or a sheave assembly. The module reads the milli-volt input and converts this into
digital form using a filter. This data is then read by the SLI electronics over the bus and displayed
on the main readout. It is also used to calculate the Safe Working Load (SWL).
 As pictured above, the Smart Amp module has a number of inputs and one output. Some
are used by the system others are not. The following table lists the inputs and describes their
function.

Smart Amp Module - Load

Pin ID Input/Output Pin Description
1 in +15V
2 in 0V
3 in/out +485 data line
4 in/out -485 data line
5 in +10V
6 in 0V
7 in - Signal
8 in + Signal
9 in 0V (Screen)
10 in +15V
11 in 0V
12 in/out +485 data line
13 in/out -485 data line
14 n/c
15 n/c
16 n/c
17 n/c
18 n/c

Amp enclosure
The Smart Amplifier enclosure is rated to IP 66 and IP 67 (NEMA4X). Eexd. enclosures
are rated as per certificate.

Angle transducer
The angle transducer is Ratio-Metric. The pin out (see the diagram below) is as;
 EuroSensor(Cline R1) Connections
Jumper/Pin Function
J1-1 10V D.C Regulated (nominal)
J1-2 Ground
J1-3 Signal Reference n/c
J1-4 Signal Output
J2-1 J2-2 Linked

The angle transducer currently makes use of a Smart Amp module to take its analogue
information and send it to the main system. The pinout of an angle amp board is based on the
following pinouts;

Smart Amp Module - Angle

Pin ID Input/Output Pin Description
1 in +15V
2 in 0V
3 in/out +485 data line
4 in/out -485 data line
5 in +0-12V
6 in 0V
7 n/c
8 in + Signal
9 in 0V (Screen)
10 in +15V
11 in 0V
12 in/out +485 data line
13 in/out -485 data line
14 n/c
15 n/c
16 n/c
17 n/c
18 n/c
 Section III
Installation

The installation is critical to the correct operating of the Safe Load Indicator.
Comprehensive drawings of system components and their terminations can be found at the end of
your & Crane Information document supplied with the system.

This section gives an overview to the correct layout of the system and where component
should be placed and connected. Towards the end of this section, the boom amplifiers are
discussed and the correct set-up procedures detailed.

F It is recommended that the system installation should be carried out by a qualified and
accredited engineer. An incorrect installation may cause the SLI to incorrectly work and no
responsibility can be taken by Sentinel Instruments Ltd due to installations not carried out
by their engineers.

Installation
Installation should be made in accordance with the drawings supplied in Appendix C.

Crane Terminology used in D9000 Manuals

The Display

Select a load pin for mounting the display in the crane cab that satisfies two criteria;

1 does not restrict the crane drivers visibility

2 can be easily read by the crane operator

A predrilled mounting bracket is supplied with the display to allow ease of mounting and to allow
the display to be angled to suit the line of sight of the driver. The display is hooded to protect the
front panel from direct sunlight.

The Angle Measuring Transducer

Mount the angle transducer enclosure assembly on the inside of the boom bracket as close as
practical to the heel pin. The centre line of the enclosure should be reasonably parallel (±5%) to
the centre line of the boom.

Use the bracket supplied (or modify to suit local conditions) and mount to boom bracing. Fix
angle enclosure assembly to the bracket already mounted.

To calibrate angle for both main and auxiliary lines follow the procedure in Section IV.

Cable
Install cables supplied onto existing cable tray or place cables in a position to prevent mechanical
damage. Make off cables in glands provided and terminate in accordance with the drawings
provided.

Klaxon
Mount the external klaxon in a position that will protect it from mechanical damage during crane
operations and allow clarity of sound to be heard from at least 1.5 times the radius of the crane
boom at its maximum reach.
 D9000 Display Enclosure Dimensions
Special Component Set-up
Some of the external components need special set-ups to work correctly with the D9000
SLI. Any special set-ups are completed before leaving the factory. The following subsections list
these special set-ups as reference only.

F Note, for some of the set-up procedures, a laptop computer with terminal software (such as
Windows Terminal) or a dedicated terminal emulator may be required with RS485 capabilities. If
only RS232 is available, an RS485 adapter with automatic RTS enable will work just as well.

Angle Transducer

The analogue output of the angle transducer is fed to the Smart Amp module where it is digitized
and send to the CPU . See the next subsection on how to set-up the Smart Amp modules and what
addresses to use.

CSDA Smart Amplifier Module

The CSDA Smart Amp module must have special set-up parameters programmed into its non-
volatile memory before it can be used with the D9000 SLI.
 Section IV
System Set-up

System set-up of the D9000 is important to ensure the device runs correctly. When the
system is started up for the first time, its internal memory used for calibration data and date/time
recording will not be valid. The commissioning engineer must blank this memory and then
calibrate the load and angle sensors. This section describes the system set-up.
THE FOLLOWING PROCEDURE IS DONE AT THE FACTORY PRIOR TO SHIPPING

System Set-up Order

The D9000 should be set-up in the following order of events;

Blank the calibration data

Set-up the display brightness
Set-up the date and time on the Real Time Clock (RTC) for recording purposes
Set-up any additional logging activities (automatic lift recording is optional)
Calibrate the load and angle sensors

This will ensure the D9000 SLI works properly. The following section describes first the menu
structure required to get at these functions, and then details the functions themselves.

The Main Menu

The crane configurations available to the user are stored in the menu system and can
simply be changed from the front panel buttons. The menu system is a collection of options that
the operator can alter from the Text LCD screen.

Press MODE to select the Main Menu system. The screen will change to;

D9000 Config
POL SeaStates

Note, that the current option will flash to indicate that it is selected. If this is the first time
MODE has been pressed, then the POL option should be flashing.

Pressing MODE again will select the next option, in this case, Sea States. Repeatedly
pressing MODE will toggle around all options.

Pressing ACCEPT chooses the flashing option.

Pressing TEST returns the screen to the SLI display and restarts the capacity calculations.

Note. Some of these options require a lock code to be entered before the operator will be allowed
! to perform some of the functionality. The lock code for the D9000 system is;

3664563564
Menu Structure
The complete menu structure for the operator is shown here. Note, that the mode button
must be held down for less then 3 seconds. Note that this menu is only available when the D9000
does not detect a lift on a hook.
 If the D9000 does detect a lift on a hook, then the menu available is reduced to three
options (see last page) which ensures that the operator cannot suddenly change the cranes Parts Of
Line setting, view the EPROM version during a lift (which would obstruct crane lift information),
or change the display units which may be confusing.

The Advanced Menu is activated by pressing and holding down the MODE button for
more that 5 seconds and then releasing it. The Advanced Menu gives access to the cranes entire
functionality at any time (as well as during a lift condition) including;

• Display brightness and Text LCD contrast

• Complete sensor calibration
• Real time clock date and time setting
• Diagnostic routines to help fault finding
• Logging settings
• Non-volatile memory blanking

See over page for a complete listing of the Advanced Menu structure.
continued over page ...
Blanking Calibration Data
Blanking of the calibration data over writes existing calibration data. It is used on
systems that have not been calibrated before or require a complete recalibration.

Note: Do NOT invoke this function if the D9000 SLI has been previously calibrated. This
! function will remove all existing calibration data including system data such as brightness levels
etc. A full recalibration of all sensors would be required.

To invoke the function, select BlankCalib from the Advanced Menu options or hold
down the MODE and TEST buttons at power up. The first option should be used to recalibrate an
existing calibrated system. The second option should be used to blank a system that has never
been calibrated before.

To select the BlankCalib option, hold down the MODE button for more than three
seconds. Press MODE until BlankCalib is selected. Pressing ACCEPT while BlankCalib is
flashing brings up the display;

Enter Lock Code

 The Capacity and Load displays will all display eights. This indicates that the first stage has been
reached. Enter the blank EPROM code.

Note: This security code has not been released into the public domain. It is intended for inhouse
! or commissioning use only. If this code is required, please phone or fax Sentinel Instruments.
See Section I for the address and contact numbers.

The display will then ask the operator to confirm that the blanking operation is to go
ahead.

Confirm blank
Yes Cancel

Selecting Cancel at this point will abort the function. Selecting Yes will allow the operator to set
the contrast setting (see the next subsection for more information). Once set, the D9000 will erase
the existing calibration data and restart the load monitoring functions.

First Time Calibration

For a system that has not been calibrated before, the calibration should be blanked using
the buttons at power up. To do this, switch off the D9000 SLI, hold down the HOOK, TARE and
MODE buttons and power up the device.

Note: If this is the first time the device has been switched on, the Text LCD screen and digital
! values are unlikely to show anything. This is not unusual and the operator is given a chance to set
the contrast before blanking the calibration data by pressing a button.

If the screen is visible, the Text LCD will show;

Release buttons
to set contrast.

While these buttons are held down, the screen will automatically change the contrast setting
smoothly. When the LCD contrast is at a level where the text can be read comfortably, release the
keys. This will set the contrast value in memory.

The screen will change to display;

If required
enter the blank
calib lockcode
to blank calib
Press any key to bring up the lockcode menu. If the wrong lock code is entered, the system will
finish setting up and start the load monitoring function. If the correct lock code is entered, the
D9000 will blank its calibration data and return to the load monitoring function.

Note: When the D9000 SLI blanks its calibration data, amongst other things it resets the load
! linearisation to zero and angle linearisation to 45. Hence, all load readings will read zero and all
angle readings read 45 degrees until properly calibrated.
Setting Display Brightness and Contrast
The display brightness and contrast can be set from the Advanced Menu options.
Brightness may also be set through the Main Menu. See the & D9000 Operators Manual on how
to set the brightness through the Main Menu.

The Brightness setting controls the brightness of the annunciators and readouts. To set the
brightness hold MODE for more than three seconds and select Display from the options.

Brightness
||

Pressing MODE will increase the brightness. Pressing TEST will decrease the brightness level.
To alter the contrast settings, select Contrast from the Display menu option and use the same keys
to change the settings.

Contrast
||
Both the brightness and contrast settings are held in non-volatile memory and are recalled
at power up.

Setting Date and Time

Select the Advanced Menu options by holding down the MODE button for more than
three seconds. Press MODE until Date or Time is selected. Pressing ACCEPT while Date is
flashing brings up the display;

Year Month Day

1995 7 17Mon

and flashes the year. Pressing MODE will increase the year and pressing TEST will decrease the
year. Pressing ACCEPT will move onto the month. The month can be changed using the MODE
and TEST keys as before. Holding down a key will repeatedly increment or decrement the value.
Press ACCEPT to select the Day. Once the day has been properly selected, pressing ACCEPT will
set the Real-Time Clock (RTC) hardware on the D9000 system board. The RTC hardware keeps
the clock unto date. Based on

If Time was selected, the screen will change to;

Hours Mins Secs

10 32 46

and flashes Hour (24 hour format). Use the same setting process as date to set the time. Again,
once the last parameter has been set, the Real-Time Clock is set.

If there is a problem with the RTC, setting the time and date will not work. This means
that reselecting the Date or Time setting will display the wrong date and time no matter how many
times that function is selected.
Setting up a Log
The D9000 provides various logging options. It can log lifts, all network activity, current
readings and alarm conditions as well as internal system events. Some are recorded to memory,
others are broadcast on the RS485 line and can be read using any terminal emulator.
Lift Recording (Optional)
Lift recording on the D9000 model memories a summary of lift operations and other
operator events as and when they occur. The D9000 can record power-up events, operator
acceptance of alarms, sensor status and lift information. Lift recording can be field retro-fitted.

Note. The lift recorder is always on and cannot be switched off. As will be explained, this is the
! exception to the rule as all other logging can be switched off or on as required. The lift recorder
option cannot be switched off for safety reasons.

There is a maximum of 500 lift entries in the D9000's memory. Each lift entry records the start of
the lift, then end time of the lift, the current hook, sea states and pol setting, the peak and average
load readings as well as the maximum and minimum angle and radius readings.

The recorder will display on the LCD screen when it has less than 5% entries free. If this
occurs, the display will change to;

Logger xxx% full

POL2 SSO 0.0T

where 'xxx' shows the % of lift entries used up for recording.

Warning. When the lift recorder has this little memory left it should be emptied by downloading
! its contents. Note that if this is not done, the lift recorder will stop recording events when its
reaches its maximum of 500 lifts. The D9000 does not stop operation of the crane if the 500
entries are exceeded.

Downloading the Lift Information

To access the lift recording data it must be downloaded or Dumped. To do so, select
Logging from the Advanced Menu options and select DumpLifts. This will dump the lift
information in ASCII format down the RS232 line (19200 baud, 8 data bits, 1 stop bit and no
parity). The data format is laid out as;

Entry Start End Hook POL SS Spd Angle (degrees) Radius (feet) Load (lbs)
Time Date Time Date Min Max Min Max Maximum
xxxxx xx :xx:xx xx-xx-xx xx:xx:xx xx-xx-xx xx x x x xxxxxx.xx xxxxxx.xx xxxxxx.xx xxxxxx.xx xxxxxx.xx

or;

Logger Empty.

if the logger is empty.

Note, if the logger option was not specified when ordering the D9000 SLI system, then these
! logging options are not available.

Once downloaded, the system prompts the operator as to whether the lift memory should
be cleared or not. Clearing the memory will free up all the logging entries and make space for
more. If the memory is not cleared it will continue to fill as normal. Note, the system code must be
entered properly for the logger memory to be cleared.

F Note. A full memory dump facility is provided as a safe guard. This facility can be accessed
through the Advanced Menu Logging option as FullLiftDump. This option requires a separate
security code not provided in this manual. As this option dumps the entire logging area, if this
area is not completely filled, there may be entries which have not been used which will print as
either an illegal entry or as incorrect/corrupted data.
 Note, that when the information is being downloaded the display will indicate what is
happening. This is true of all commands that download information via the RS232 or RS485
communications ports.

Logger xxx% full

POL2 SSO 0.0T

As mentioned before, the lift recorder also records power up conditions, the state of the
sensors when the operator accepted alarm conditions etc. The following table lists all possible
entries and what they mean.

Logging Entries
Event Meaning
Power up Device was powered up (completed full boot and internal
checks) at the Start Time specified
Power up with user The D9000 was powered up and the user held down the
intervention MODE and TEST buttons to set the contrast and optionally to
blank the calibration data
Operator accepted angle alarm The operator pressed the angle alarm accept button while the
at x degrees crane boom was outside of the operational limits of the crane
load charts. The boom was at angle 'x'.
Operator selected Parkmode at The operator placed the D9000 into Parkmode. Parkmode
x degrees switches off the external angle klaxon so that the crane may
be parked outside of its angle range. Parkmode should be
switched off before a lift is attempted. The boom was at angle
'x'.
Parkmode off Parkmode was switched off.
Sensor x down Sensor 'x' went off-line at the stated time. This means that the
sensor developed a fault and failed to communicate to the
D9000 system at the specified time. A more detailed
description of how this may occur is provided in the next
section.
Sensor x up Sensor 'x' came on-line at the stated time. This means that the
sensor starts to accept valid commands at the specified time.
New calibration entered for Sensor 'x' was recalibrated at the stated time. Useful for
channel x keeping track of the calibration times.
Operator blanked all The operator selected BlankCalib from the Advanced menu or
calibration parameters selected MODE and TEST at power up. The operator entered
the correct security code.
Auto switched from hook 'x' to The D9000 automatically switched from hook 'x' to hook 'y'
hook 'y' because hook 'y' was loaded with more percentage of SWL
Non-volatile memory has The non-volatile memory has been altered in some way that
corrupted the checksum does not match. This means that the SLI is
unsafe to use and should be recalibrated.
Operator changed date settings The operator used the date function in the Advanced Menu to
change the date setting of the RTC
Operator changed time settings The operator used the time function in the Advanced Menu to
change the time setting of the RTC
 Network Logging
Network logging is provided as a means to monitor what the sensors are doing. Network
logging will dump the sensor commands and replies (in tokenized format) back onto the RS485
bus. They are directed at address '0' (ASCII 0) of the network using the format
$0 <data stream on RS485>

This data can be logged by simply listening on the RS485 bus for address '0' information.

Reading Logging
Logging of the calculated values and alarm values are provided to check the validity of
the D9000 internal calculations. These too are dumped on the RS485 bus targeted at address 0.
Use the same procedure to log this data using a terminal emulator.

The format for readings is split into;

$0 Time stamp: xx:xx:xx xx-xx-xx

$0 Sensor: <load name> Temperature: <temp> Value: <load in lbs> Radius Value: <radius in feet>
$0 Sensor: <angle name> Temperature: <temp> Value: <angle in degrees>
$0 Sensor: <temperature name> Temperature: <temp>

Note, the exact format will depend on how many sensors there are and how often they are
sampled.

System Logging
System logging, like the reading logging mode, dumps the internal workings of the
D9000 onto the RS485 bus for retrieval by a program. This information is used for proprietary
debugging the system in real time and is not documented in this manual. See internal documents
for the format layout and description.

Note, System Logging, Reading Logging and Network Logging all reset to off when there is a
! power reset. If logging is required, they settings will need to be reentered.

Calibration
Calibration of the SLI system decides how well the system performs. Calibration in this
case is a straight line through two calibration points. These points are not predefined and hence
lends itself well to calibration on site.

Warning. Before calibrating, set-up the D9000 Configuration (i.e., the Parts of Line) to the
! physical crane set-up. DO NOT alter the set-up values in-between taking calibration points as
this would lead to incorrect readings. The D9000 does not allow the operator to calibrate a sensor
if the operator did so by changing the POL setting. If so, when the user selects calibrate, the
screen displays a message similar to;

Cannot calibrate
different POLs
Zero: xx pol
Full: yy pol

where 'xx' is the parts of line configured when taking a Zero point, and 'yy' is the parts of line
setting when taking a Full scale point. 'xx' and 'yy' will be different.
 To calibrate any of the sensors, select the Advanced Main Menu, Calib option;

Calibrate Input
Main Aux Angl
which brings up a selection of sensors that can be calibrated. Select the appropriate sensor to
calibrate and press ACCEPT. Note, that only the sensors that are connected to the RS485 network
will be selectable. If a sensor is not communicating, it is not presented to the operator for
selection. If no sensors are ready to calibrate, then before the operator can proceed further, the
display will display;

None of the
smart amplifiers
are ready to
calibrate

indicating that the sensors must be properly installed to start with. Once a sensor has been
selected, the operator can enter calibration data.

Linearisation
Zero Full Calib

As the calibration is two point, only the zero and full scale calibration points may be entered. The
Zero and Full menu options define the two point calibration. The Calib option programs the zero
and full calibration points into memory, works out the linearisation graph and starts to use these
values for calculating proper values for the sensors (note, the sensors digitize the bridge input
information into millivolt readings).

Selecting Zero or Full will prompt for the required reading at the current sensor reading.
Enter this value using the MODE and TEST buttons as usual. Holding down a key will repeatedly
increment or decrement the value. Once entered, pressing ACCEPT brings up the current sensor
readings. Wait for the reading to stabilize before ACCEPTing it. If the sensor has gone down since
selecting the calibration function, the Text LCD screen will display;
indicating that readings from that sensor are invalid. If the operator selects a bad reading, it will
not be held in memory and will not be considered when linearising the sensor.

Sensor value, mV
Bad sensor

Selecting Calib, as mentioned before, sets the calibration. Before doing so, the D9000
will ask for confirmation in the form of;
Selecting YES will program the internal non-volatile memory with the calibration data. It
will also reset the Tare value for that hook to zero.

Confirm Cal
Yes Cancel
 Note: If the operator has not entered calibration data for the Zero all Full points, the D9000 will
! complain and not store the Calibration data in non-volatile memory. It will remember existing
Zero and Full points if they have been entered.

If a Zero or Full point has not been entered since the last blanking operation, the text LCD screen
will display a message similar to;

Cannot calibrate Cannot calibrate

Operator has not Operator has not
entered Zero cal entered Full cal
value. value.

Selecting CANCEL will not program the calibration points but will remember the Zero and Fu ll
points incase the operator wishes to alter one of them and reprogram. Once the calibration has
been programmed, the old calibration points cannot be recovered.

The calibration will undoubtedly not make use of the full range of the Smart Amp input.
Hence, the points are extrapolated within the D9000 to cover the full range.

The above diagram visualizes what the two calibration points do and how the D9000 uses them to
extrapolate beyond the set Zero and Full scale calibration points.

Recommended Cal Points

• Use a load close to 5% of the lifting capacity (ie, crane blocks + a known weight) for
the zero point.

• Use a load at least 50% that of the lifting capacity of the crane for the full scale point.
 Section V
System Diagnostics

A set of Diagnostic routines are included to help narrow down problems. The diagnostic
routines include displaying information on the Text LCD and LED digits as well as specific
methods of viewing what happens on the RS485 bus. The following aids are described in this
section;

Error messages
Viewing sensor network responses
Viewing dynamic information regarding the sensors
Dumping the internal load charts
Dumping the current internal system variables

Error Messages
The Text LCD screen is used to display operational information about the crane
configuration. When an error occurs, it is brought up on the display to inform the user.

Tons Meters
POL2 SS0 0.0T

The typical screen, as shown above, displays the load and radius units as well as the current
D9000 configuration state. When an error occurs, the units line is overwritten with the error
message.

Error messages that are possible include displaying which sensors are not talking to the
main system box, wrong hook signal, how full the logger is and any special modes the D9000 is
currently in. The errors are displayed on the units line (the top line of the LCD). If there is more
than one error, then the display will flick between each every second or so.

Sensor Errors
Sensor error messages take the form of;

Bad: MA A1
POL2 Pl 0.0T
The units line is overwritten with a series of tokens that represent the sensors that are not
responding. The text errors can be interpreted in a number of ways;

• If only one or two sensors appear then it is likely that that sensor is not communicating
to the system box for one reason or another. Make sure the sensor is properly installed
and set-up (see Section II - Components). If that does not work then replacing the sensor
and checking the inputs millivolt range could fix the fault.

• If all the sensors appear in the line then it is likely that the RS485 cable is not connected
properly. Checking the installation connections could fix the problem.
The following is a complete list of sensor names and sensor IDs used in the error message lists;

Sensor IDs
Sensor ID Description
Main MA Main hook load sensor
Aux AU Auxiliary hook load sensor
Fly FL Fly hook load sensor
Ang1 A1 Main boom angle sensor
Ang2 A2 Secondary boom angle
sensor
Temp TE Temperature sensor

Wrong Hook Error

A wrong hook error occurs only on systems which have more that one hook and do
employ the automatic hook selector system. If a wrong hook error occurs, then the current selected
hook is unlikely to be lifting anything.

The wrong hook error is flashed when another hook enters an alert or alarm condition.
This warns the operator that the currently selected hook is the wrong hook as another is lifting a
load close to or over its capacity.

Wrong Hook
POL4 Pl 0.0T

Auto Switch Hook Error

If the D9000 SLI is configured to automatically select the correct lifting hook, the system
will flag a switch by displaying a text message and sounding the alarm for a few moments. The
display will change to;

Switched Hook
POL2 SS1 0.0T

to signal a hook switch.

Logging Errors
The logging warning appears whenever the logger becomes greater than or equal to 95%
full. The display changes to show;
where 'xxx' represents the current percentage of log.size. See the section on Logging for
more information.

Logger xxx% full

POL2 SS0 0.0T

Non-Volatile Memory Corruption

The D9000 tests the non-volatile memory every measurement cycle. The non-volatile
memory holds the sensor calibration, operator set-up and load chart configurations. It is essential
that these values do not become corrupted in a non-standard manner as this would cause the
system to show incorrect values. Hence the checking every cycle.
 If the non-volatile memory is found to be corrupt, the screen will move into test mode,
display all LED digits, all annunciation lights, sounds the buzzer and displays;

SRam calibration
information lost
Press any button
to blank calib
POL2 SS0 0.0T
on the Text LCD screen.

If the operator presses any key, the system will automatically blank the calibration data
and reset the non-volatile memory. This means that a complete recalibration for each sensor is
required.

Note, if this happens with any regularity, the D9000 will most probably have some kind of board
! fault. See Appendix C for a more information.

Viewing Network Responses

The RS485 cable carries most of the information to and from the sensors on four wires (2
power and 2 information). To ensure the integrity of the system, the 485 cable must be properly
terminated.

To view what is happening on the RS485 bus, there is a function under the Diagnostics
menu option named View485. This function displays a tokenised form of the data (which
conforms to the ASCII protocol of the Smart Amp communication protocol) on the Text LCD
screen.

S: #1RDEA
R: *1RD+00021.16
The S: line shows the tokenised format echo from the D9000 system box talking on the RS485
bus. The R: line shows the tokenised format replied from the Smart Amp module.

If there is no received line when the sent line contains #x RD (where 'x' can be any
number), then it is likely that the module is faulty (or not correctly set-up ) but the
cabling is okay. If replacing the module does not help, check the 485 termination.

If nothing ever appears on the Sent and Recv lines, then there is a high chance that the
cabling is incorrectly installed or a break has occurred in one of the lines.

If garbage appears on the display, then the RS485 lines may need terminating with
terminating resistors especially in an electrically noisy environment. Also check out
the RS485 chip on the board itself as this may be faulty.
View Dynamic Sensor Info
The dynamic sensor info function is accessed as ViewStat from the Diagnostics menu
under the Advanced menu options. Selecting ViewStat stops the load monitoring functions and
displays information regarding the sensors in real-time.

Once selected, the screen changes to;

Sewnsor name @ x
Type Y, +uuT
Up/Down, z
badsData w.w mV

The first line indicates the sensor in reference and its network address. This can be
any of the sensors listed in the last subsection.
The second line displays the type of sensor and its current temperature as 'uu'. The
type can be either, Load, Angle or Temp.
The third line shows whether the sensor is working (Up) or not (Down) and how
many times it has not responded properly ('z' bads). This information is not recorded
and is valid only from the time the system was powered up.
The forth line shows the actual data from the sensor as w.w. If the sensor is down, this
line will read "No Data or Temp."

Pressing any button changes the display to the next sensor. When the last sensor has been
displayed, the SLI returns to its load monitoring function.

This information can be used to work out if there are any intermittent RS485 faults by
looking at the number of 'z bads' present.

If this value constantly increases over a period of a few hours, then there is most
probably noise present on the RS485 line. The operator should minimise the noise on
the cable by making sure it is properly terminated and screened, that the correct type
of cable has been installed and that the cable in intact and not damaged in anyway. If
the cable still exhibits noise, then it could be possible that external equipment
emitting signals may be affecting the cable.

If the 'z' value is zero and the device is 'Down', then it is most probably the sensor that
is faulty. It actually means that the sensor has never responded to any information
from the SLI CPU. Check that the cabling is in place and that the device is correctly
configured. See the section on Setting up the System.

View Internal Load Charts

The view internal load charts option is provided as a check to ensure the correct load
charts are properly entered into the D9000 SLI. This function can be accessed by both the operator
and the manufacturing company ensuring that both companies can check load chart correctness.

To use this function, connect a terminal emulator to the RS232 port of the D9000 SLI.
The terminal emulator can be any VT100 emulator using 9600 baud, 8 data bits and 1 stop bit. At
this point, set up a logging file from within the terminal emulator to record the information sent
from the D9000. Select DumpCharts from the Diagnostics menu under the Advanced menu
options.

When selected, the terminal emulator will record the Load Chart information from the
D9000. The information is formatted as;
Hook <number> (<name>)
 Pol <value> SeaState <value> Speed <value>
Radius UpperLimit <value> LowerLimit <value> <units>
Angle UpperLimit <value> LowerLimit <value> degrees
Either Fixed load chart at <value> lbs
Or Angle Capacity
<value> <value> lbs
• The Hook number specifies the hook and can be 0 to 2. 0 represents Main, 1 represents
Aux and 2 represents Fly. The Hook name will confirm this.

• The Pol, SeaState and Speed values indicate what settings the operator must be in for this
load chart to be valid. 0 Pol indicates that no parts of line are valid. 0 SeaStates indicates
that no sea states are valid or it is a Platform lift.

• The UpperLimit and LowerLimit radii restrict the boom to lie withing these parameters.
If the radius extends outside of these parameters, an alarm is raised.

• The UpperLimit and LowerLimit angles restrict the boom to lie withing these parameters.
If the angle extends outside of these parameters, an alarm is raised.

• The load chart can then display a fixed load capacity (as most Auxiliary hooks can be) in
pounds or display the entire load chart.

If the indicator does not seem to be working according to the load charts, then it is useful to get a
Load Chart dump and print it out. If it is correct, then the D9000 is not configured or is faulty.

Internal Variable Dump

The internal variable dump function is only useful to OEM manufactures. The variable
dump sends a stream of information about how the D9000 SLI is configured and working at the
time. The stream is formatted as;

D9000 SLI Internal System Dump

******************************

No_init Variable Dump

---------------------
RTHook = <number>
Contrast = <number>
Brightness = <number>
LampIntensity = <number>
Metres = <number>
Tonnes = <number>
Logging = <number>
StartLift = <number>
EndLift = <number>

Volatile Variable Dump

----------------------
Number of hooks = <number>
OutAngleFlag (inverse logic) = <flag>
NoConfigFlag (inverse logic) = <flag>
WrongHook = <flag>
SystemOkay = <flag>
Number of sensors = <number>
IgnoreKeys = <flag>
Timing = <number>
Rs485mode = <flag>
Parkmode = <flag>
Lifting = <flag>
InternalTimer = <number>
LogTime = <number>
Sensor Dump
-----------
(info regarding each sensor, calibration etc)

Note, that most of the variables contain information about how the SLI is currently
configured. See the inhouse Technical Doc on the variable descriptions.

To dump the variables, use the SystemDump function, under the Diagnostics menu in the
Advanced menu options. Connect a terminal emulator to the RS232 port, configure the
communications port to be 9600 baud, 8 data bits, 1 stop bit and set up a log file. Select
SystemDump and the terminal emulator will record this information to the file.

Note: If there is a problem with the workings of the D9000 SLI, then dumping the Internal
! Variables to a file when the problem occurs, printing this file and faxing it to us with a detailed
description of how the problem arises can be helpful.
 Appendix A
Routine Maintenance

The following routine checks should be applied at regular intervals to maintain the
system reliability. The checks are split into monthly, six monthly and yearly checks with varying
degrees of testing.

Refer to Section II - System Components for an overview of the system parts and how
they operate.
D9000 Pin Connectors
Intervals Test Test Description
Monthly Visual Check all interconnecting cables for abrasion or physical
damage. Check ground connections are clean, tight and well
greased.
Visual Push 'TEST' to ensure all segments operate and external
alarms operate.
Visual Check for physical damage on enclosure sealing faces and
ensure no moisture present due to precipitated humidity.
Visual Check that all enclosures are well sealed
Six Monthly As monthly check plus;
Check calibration accuracy is within certifiable limits
(tolerances stated are those required by regulation and are
not manufacturing specifications) *
Sheave Load Assembly (where fitted)
Check for tightness of wear, all load cell fixing bolts, all
bolts on three sheave device and boom mounting bolts.
Inspect sheaves for wear, check for brinelling in grooves.
Slack rope and turn sheaves by hand to ensure bearing
integrity. Check for end float.
Grease all bearings
Dead End Load Cell (where fitted)
Check for ovality of mounting holes and pine wear of load
cell and load cell mounting assembly
Check all mounting fasteners for tightness and ensure split
pins are in place, correctly aligned and undamaged.
Yearly As six monthly check plus calibration by manufacturing
engineer
If calibration was not completed by engineer, carry out six
monthly maintenance check plus check all internal electrical
connections for cleanliness and tightness.
 In order to carry out this function, the client will need an onboard tension link with a valid test
* certificate.

Tolerances of Load Indication

To within ±5% of the reading when the load suspended from the crane is equal to the Safe
Working Load.

Tolerance of Radius
The accuracy of indication of the displayed radius shall be within a band determined from a
graph of SWL against radii. The graph can be plotted from the values given on the certificate of
test for the crane. The displayed radius shall read to within +-5% of the radius indexed from the
certificates.

Tolerance in angle
As for the radius tolerances (angle is also derived from the certificates)

Carry critical spares as recommended by the manufacturer. A list of recommended spares is

** contained in Appendix B of the & Technical Manual.
 Appendix B
Parts List

The following is a parts list that can be used to order spares. Also included is a
Recommended Spares list for maintenance purposes. It is recommended that the client carry these
spares.

Parts List
Description Part No
Connection Box Assembly 9001-00
Enclosure 9001-01
Backplate assembly 9001-02
Power supply 1 DC-DC 24/12 9001-03
Power supply 2 AC-DC 24 V 9001-04
Relay Assembly 9001-05
Load Cell Dead End 9002-00
Complete unit 9002-01
Hydraulic Hose assembly 9002-02
Angle Transducer 9003-00
Complete assembly 9003-01
Transducer 9003-02
Terminals 9003-03
Smart Amp Angle Module 9003-04
Display Assembly 9004-00
Enclosure 9004-01
CPU 9004-02
Front Panel 9004-03
Switch panel 9004-04
Power supply 9004-05
Sounder 9004-06
Brackets 9004-07
RS232 connector 9004-08
Line Amp 9009-00
Complete assembly 9009-01
Smart Amp Load module 9009-02
Line Amp EExd 9005-00
Complete assembly 9005-01
Smart Amp Load module 9005-02
Intrinsically safe P.S. 9005-03
Repeater 9005-04
Terminals 9005-05
External Klaxon 9006-00
Load Cell JB 9007-00
Assembly only 9007-00
Data Logger Cable Lead 9013
Manuals 9008-00
Operator Manual 9008-01
System Manual 9008-02
Crane Information Document 9008-03
Cable
 Parts list cont.
2 TWSHPR 0.5mm
Description Part No
Sheaves
Single assembly (xx is single rope diameter (nn) in mm) 7000-nn-xx
Double assembly (xx-xx is main-whip rope diameter) 7000-D-xx-xx
Sheave (xx is rope diameter in mm) 7001-Mxx
Sheave bearings (two per sheave) 7002
Idler shaft (single) 7003-S
Idler shaft (double) (x is single or double) 7003-x
Shaft keep plate (x is single or double) 7004-x
Distance piece (x is single or double) 7005-x
Side plate (x is single or double) 7006-x
Load pin for single 3 sheave 5002-S
Load pin for double 3 sheave (two required) 5002-D

Recommended Spares List

Qty Description Part No Cost
1 Relay unit 9001-06
1 Angle transducer 9003-02
1 Display CPU 9004-02
1 Display Power supply 9004-05
1 Smart Amp Load module 9005-02
1 Smart Amp Angle module 9003-04
2 Sheave bearings (single sheave) 7002
 Appendix D
Downloading D9000 information

During the course of maintaining the D9000 SLI, it may be important to download
information to store or analyze.

Load chart information

Event logging information about lifts, calibration etc
Time continuous logging of sensor readings, signaling etc
Internal state of D9000 program variables

Downloading Information
baud rate
connection from D9000 to PC
pinout of above
\t for separation

Specific Programs
Various programs can be used to download and view information dumped from the
D9000. Many more can be used to view the information. The following program descriptions are
only a sample of how to achieve it, some of them come prepackaged in Windows 3.1 and Win95.

Baudwalk terminal program under DOS

PCPlus terminal program under DOS and Windows 3.1
Terminal windows own terminal program
Excel spreadsheet program for manipulating numbers

Note, many more programs can be used to download and view the information. It may be
useful to note that all information downloaded is recorded as a text file (in ASCII) and can be
sucked into any text editor for viewing.

Baudwalk
Baudwalk is a commercial communications program for interfacing serially. The
program must be installed properly before use.

To start the program;

type BAUDWALK

from the command prompt and press any key when initalization has happened. Set up the
communications to be 19200, 8 data bits, 1 stop bit on com 1 by;

pressing <ALT>P
type 11<ENTER>
press <ALT>S
press <ESC>

After setting the communications speed etc, the terminal will accept information from the D9000.
To log this information to a file (for later retrieval into a spreadsheet or text editing program);
 press <ALT><F1>
type any file name on the harddisk or floppy (eg, C:\D9000LIFT.LOG)
press <ENTER>

All information will seen on the screen will be saved to disk under the file name entered.

PCPlus / Procomm
PCPlus is another commercial communications program used under DOS. The program
must be installed properly before use;

To start the program;

type win<ENTER> to start windows

double click on the Program Manager

Windows Terminal
To start the program;

type win<ENTER> to start windows

double click on the Program Manager
bring up the Main window under Program Manager
double click on Terminal

After starting Terminal, set up the communications port by;

selecting Settings/Communications from the menu

setting up the Communications dialog box to look like this;

and selecting okay, selecting Settings/Terminal Emulation... to look like;.

The terminal program will now accept information from the D9000. To log this
information to a disk for later retrieval, select Receive Text File... from the Transfer menu;
 and select a file from the dialog box;

All information downlogged from the D9000 will be recorded to the file name entered.

Excel
Excel is a spread sheet program that runs under Windows 3.1 and above. A spread sheet
displays textual and numerical information in a fixed grid. The data can further be manipulated to
determine trends or commonality.

To start Excel;

To view a recorded file from the D9000, select File/Open... from the menu bar;

and change the file filter to TXT files. Change the file name to *.* and select the file to view;
which will bring up the text and values in tabularized format.
D9000 Safe Load Indicator Manual.

This reference manual describes the D9000 Safe Load Indicator system, a computerized
measurement and logging system for strut crane load, capacity, angle and radius developed by
SENTINEL INSTRUMENTATION SYSTEMS LIMITED.

All information contained within this manual and accompanying software programs are copyright
of SENTINEL INSTRUMENTATION SYSTEMS LIMITED.

All rights are reserved. It is a breach of copyright if this manual is copied or reproduced, in whole
or in part, using any means whatsoever, without prior written approval from SENTINEL
INSTRUMENTATION SYSTEMS LIMITED and civil and criminal sanctions may result.

SENTINEL INSTRUMENTATION SYSTEMS LIMITED reserves the right to make changes to

this manual or the accompanying software product without notice to any person or company.
 Warning
As per BS7262, no responsibility for the specification, installation and type testing of the product
! can be accepted by Sentinel Instruments unless the installation and calibration is completed by or
under supervision of its own engineers or directly authorized personnel

The Safe Load Indicator (SLI) must be correctly set-up in use. Wrong adjustments may cause the
! SLI to show a safe condition in the event of an overload

The SLI is purely an aid to the operator. Responsibility for the safe operation of the crane lies
! with the crane operator and the indicator equipment will not necessarily prevent crane damage
due to overloading and related causes.

Proper functioning of the equipment is dependant upon proper daily inspection and observance of
! the operating instructions of this manual.

During normal operation the Rated Capacity of a crane should not be exceeded. Therefore the
! indication of overload should not be used as a normal operating facility. It should be noted that
certain statutory requirements do not permit the safe working load to be exceeded for the purpose
of testing.

The crane should be operated at all times so that crane motions occur smoothly and at a safe
! speed.