ML20087B710

Forwards Response to Questions in Re Trip Functions Which Will Prevent Startup or Initiate Shutdown of Diesel Generators,Along W/Setpoints & Normal Operating Parameters

ML20087B710
Person / Time
Site:	Robinson
Issue date:	07/06/1971
From:	Utley E CAROLINA POWER & LIGHT CO.
To:	Morris P US ATOMIC ENERGY COMMISSION (AEC)
Shared Package
ML20087B667	List: ML20087B663 ML20087B678 ML20087B710
References
NUDOCS 8403090348
Download: ML20087B710 (23)

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• CAllOLINA POWillt & LIGilT COMPANY R AlFIGil. NORTil carol.INA 2N.02 July 6, 1971 S O!

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DrvPeter A. Morris 2

~Dfvision of Ranctor Licensing - ObpflY c?.

U. S. Atomic Energy Cocmission 9 s.t$, by pad 3 Washington, D. C. 20545 t4' ;.o W

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0) UT DOCKET NO. 50-261 FACILITY OPCRATING LICENSFJ HO DPR-23

Dear Dr. liorris:

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This letter is in reply to your Iceter of Jhrch 29, 1971/ re-garding operation of the cmorgency dional generators at our 11. D. Robin-con Unit No. 2. The following information la submitted in response to the eight questions contained in the above referenced lotter -

The trip functions uhich vill provent otartup or initiato oktut-down of the dicaol genurt. tors, along with the cetpointa and normal operating paramoters, are listed belou:

"A" Dicac1 "D" Diosci Trip Function Sotpoint Horual Normal High Jachot Coolant Temperaturo, F 205 158 160 Lo. Luba 011 Proocuro, poig 16 (decreasing) 27 28 Local Control Elcetrical Trip Hanual - -

Starting Failure, acconda 10 - -

Ufch Cranhence Prosauro, incheo H O - 0. 5 -4.0 - 2.0 Lou Jacket Coolant Pronouro, paig 2 9 38 34 catur.: tor overcurrent, naps 24,000 (inctantaneous) 3,759 3,759

!!:chanical overspoed, rpra 1,010 900 900 Local llanual Trip Manual - -

Tho lou lubo oil pressuro trip ic provided cinco a completo failuro of the flou of lubricent vould result in natal-to-matal contact betuoon the bearinan and crank and rod journals, as voll no the pistons and rings with the cylinder vallo. Sinco the oil also nerves an a cooling fluid for the engina (pictona in particular), failure of the oil supply adda to the hant 1

NE, produced 9/ /2 / 71 by the lack of the lubricating film botucen bearings and l2No g{/ 3164 [

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If the angine were operating under rated load and a completo loss of flow of lube oil occurred, it is expoetod that the engine would stop in as little as fiftoon ceconds or loss. If, hovover, the loss of pressure uns very slow, the engina might run for soverni hours or. oven days after the pressure dropped to the low lube oil praesure trip sotpoint.

The high jacket coolant temperature trip is provided since high Jacket coolant temperatures can result in piston seizure due to failure of the oil film botueen the piston and cylindor linor and in cavitation of the jacket cooling pump uith completo loss of flow of coolant in the cooling system.

This results in fomation of steam since- the cooling system is not capable of removing the heat rejected by thomal oyphon action nione. Ua vould estimato that, with the diesel running at rated load, damage to the engino could occur within three minutos after reaching the high jacket coolant temperaturo shut-down switch notpoint if the trip was not providad. It should be noted that a jacket coolant high temperatura alam switch is provided that actuatos below the functioning of the shut-down switch.

The low Jacket coolant pressure trip is provided primarily to back up the high Jacket coolant temperatura switch. On other dionals, it has been found that with a rapid loss of coolant, the high jacket coolant temperatura switch did not function to protect the engine in that the flow of steam result-ing from the ovaporation of the remaining water in the diesel jackets did not operato the high jacket coolant temperaturo switch which subsequently, resultod in loss of pistons and liners.

The high crankcaso prosaura trip is provided to shut the ensino down in case of savoro blow-by and/or crankenne explosion:. In this event, the exact

, timo that the diccol vould operato after the development of a pressuro in the crankcaso which uould activato the high crankcaso prosauro suitch would vary l over a wido tim 2 rango. In one caso, almost icacdiato stoppage of the dicsol

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could result if a piston failed. On the other hand, the diesel could operate

for many hours or even days after the datoction of a positivo pressure in the diesel crankcaso if the blou-by from several cylindern increased at a clou rate over a period of timo or if the crankesne ejector operated improporly.

The local control alcetrical trip and the local manual trips provido a manual tripping capability. for tho' operator's observance of a condition of diesel operation requiring a diocol stop.

The starting failure trip is a nochanica to provent the dienol from completoly consuming all its starting air supply if the diccci fails to start, and is in reality a cinnal to tominato' the starting ' attempt until the starting .

difficulty can be corrected.. .

The generator.overcurrent trip is provided to 'otop the diccol if a condition existo in the generator circuit requiring the ganarator to trip.

In this event, the oporation ~of the dional vould not be unoful cnd nicht causo -

additionni damage to the generator. If thio' trip were removed cud a cerious I bus fault voro to occur, extensive generator damago could be expected uithin seconda. -If.only tha generator-field vero tripped and'tho'diccol-ucro to con--

i tinuo to operato, extensivo nochenical damage to the generator could occurz duo to rubbing'of the gcncrator internalc..

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1 Dr. P tcr A., Hog - 3'- July 6,th71 The diesel mechanical overspeed trip is a conventional weight operated device set at 1010 rpm and is provided to stop the diesel if the governing-nech-anism were to malfunction causing an uncontrolled increase in speed. Such a failuro could result in the destruction of the diesel in seconds.

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The following list cc,ntains all alarm and trip function indiention's associated with operation of the emorgency diesel s'enerators including annunctator windou name and the sources which will give the indication on either tho codcrol Room Board or at the diesel locations: '

ALARM AND TRIP FiniCTIO'T INDICATIONS Location -

Control Room Loca'l Diesn'.

Annunciator Window Name t. Sources Board Alarm Lightis i

' 7 1 Diesel Trouble X </ /

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Starting Failure Pressure X liigh Crankcase Proscure X f Low Lubo 011 Pressure X i Local Control -

X f

Low Raw Unter Pressure X  ! -

Engine Overspeed Warning X  ;

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Low Coolant Pressure X -

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Expanaion Tank Low Level . .

2. Dinnel tube 011 Hf th Temerature X Lube Oil liigh Tc=poraturc X

3. Dienel Coolant. Temperature II/L X t Coolant Temperaturo Low X Coolant Temperature 111th X

4. Dienel Start Air Preocuro Low X Starting Air Preocure Low X

5. Dienol Control Pouer Last X

6. Dicani Day Tank Level Lo.r X Day Tank Lovel Lew X

7. Unornency Generstor Cround X T.uba Oil Tenmernturo Lou

• X

_ Day Tank Levn1 Ilich* X

• Loen1 Diesel Alarms only.

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IAcation Control Room Local Diccol

,Annunefator Uindow M.1me & Sourcen Bonrd Alnen Linhts

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8. Emrron:v Cenerntor A/B Auto Trio X

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9. Dionel A/n Air' Co-anrennor Oil X i- e10. Diesel Fuel Oil Pum A/n 011 X j s',

X l ' 11. Oil Store e Tank Lovol Lo r A coparato set of Control Room !!oard annunciator windows (Items 17 above).

- are provided for cach diccol concrator with uindous 8-11 co=:non to both

- e dicsc1 Concratore. Local diccal alarm lights aro located at their recpectiva local diccol control panels, f

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- No protectiva devicco are capable of being bypacoed during manual, '

to}t, or coergency operation of the dienal generators.

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Ua have attached'the:following material in response to your request

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foreactailed descriptions of t.to diccci cooling system, dicsci lubricating ,

oil system, and cc:: pressed a$c start system:

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Doncription titled " Lubricating System"

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2. Description titled " Cooling Syste="

3. Description, titled " Air Start System" i

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4. Lubo Oil System Schematic.

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.. A ' 'e ' 5. Jachat Cooling System Schematic

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6. Starting Air Schematic e, I 9 l J .

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< Th2 abovo listed material should provtJe you with tha requested description of the c three syste::3 <

I Ua hope that the infor=ation provided above, with attachments, will' per.ait your Staff to completo their r,cview of this matter.

,Yours ve truly f l 3

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3800TD8-1/8 - Page Pi P. LUBRICATING SYSTEM i Piping System Refer to Section B for operating data re-garding lubricating oil pressure and tempera.

The lubricatirr all piping system is shown tu r e.

in Illus. Pl. The a rrangement shown is a typi-cat installation. Engine Pressure System The built-in lubricating oil pump draws oil from the oil pan or subbase through a coarse The engine is equipped with a pressure lu-mesh intake screen a n d forces it through the brication and piston cooling system which sup-cooler and strainer and into the engine. The plies a continuous flow of oil to a 11 surfaces pump is protected by a built-in relief valve. A requiring lubricatioi. end t o the pistons for small part of the oil from the pump is by-pused cooling.

through the filter and back into the engine oit Lubricating oil enters the lower lubricat-pan or subbase. The lubricating oil tempera- ing oil header from the inlet near the control ture is regulated t>y means of a temperature regu- end, the o iI flows through the 1 o w e r header lator which by-passes more or less oil around toward the blower end. There a vertical piping the cooler, in the cooler, the oil passes around carries the oil to the upper header.

the tubes which are mounted in a bundle. Through supply pipes from both lower and An auxiliary lubricatingoil pump is used to upper headers, oil is forced to each main bear-provide lubrication in case t h e built-in pump ing, and thence, through tubes swedged into the fails. The auxiliary lubricating oil pump may c ra nksha f t , to e a c h crankpin bearing. From also be used as a prelubricating, oil pump. cach crankpin bearing, oil passes through the Some installations will be furnished with a drilled passage in the connecting rod to the pis-prelubricating oil pump instead of the auxiliary ton pin bearings, and to the pistons.

lubricating oil pump. The surfaces between th e thrust bearing LOW PRESSLOC CONTACT I MAKER (ON t#PER A AM HEADER)

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Fairbanks @rce Opposed Piston Enginer chells and the crankshaft flanges are lubricated pany toward the selection or recommendation of through openings in the thrust bearing shells. particular brands of lubricating oil for use in A n opening through t h e upper crankshaft Fairbanks Morse d i e s e1 engines. The major lubricates the timing chain, the sprockets over oil companies h a v e had sufficient experience which this chain passes, and the bearings of the with the s el e c t io n of proper lubricants f o r timing sprockets and the tightener sprocket. Fairbanks-Morse diesels of various types under The cooling oil from each lower piston is various operating conditions to be in a position discharged through a h ol e in the insert. Oil to recommend the proper grade and quality of from each upper piston is discharged through a lubricating o il for the a p c c i fi c installation.

hole in the insert into the compartment around Many reputable oil companies are willing to as-the upper ends of the cylinders. This oil then sume complete rer ponsibility for the successful drains either toward the blower or the control and economicallubrication of a particular dicsci end and down to the oil pan or subbase. engine installation, but before making any such The two camshafts receivelubrication from arrangement, a careful effort should be made the upper oil header. The camshafts are hollow to establish the standing of the oil company.

and small openings at each bearing allow oil to reach the bearing surfaces. An opening in the Lubricating Oil Gage Marking end of each camshaft supplies oil to the cam-chaft sprockets and to the overspeed governor. The bayonet gages f o r stationary engines The drive bushings o f the p u m p flexible are marked at the factory at 19-7/8" below the drive (on the control end of the lower crank- underside of knob or 3-3/16" below lowestpoint chaft) receive lubrication through an opening in of Iow c s t connecting r o d for " FULL" level the lower crankshaft from the control end main mark w i t h " LOW" oil l e v e l mark 6" below bea ring. " FULL" oil level mark.

Oil from the upper engine compartment en- The gages f o r marine engines are t o be ters the tappet housing and lubricates the tappet marked at installation of e n gin e at 4" below casembly. The excess oil is drained through a lowest point of lowest connecting rod at outer return header. dead center for "IIIGH" or " FULL" level mark The blower drive gears are lubricated by a with " ADD" oil level mark 4" below "HIGil" oil ctream of oil from a nozzle wh i c h branches level mark. .

from the pipe connecting the upper and lower headers. Oil tubes supply oil to the inner and Lubricating Oil Pump outer blower bea rings. Description The blower clutch drive and clutch control (intermittant blowers) i s supplied lubricating The lubricating oil pumps are shown on 11-oil from the engine upper header. lus. P2 and P3. The impellers are of the her-The turbocharger is supplied oil frem the ringbone gear type. The pump is mounted on 8ntet header. The oil gravity drains to the en- the pump mounting plate at the control end of gine crankcase. the engine, and is driven through gears and a The oil spray from the timing chain pro- flexible drive. by the lower crankshaft.

vides adequate lubrication for the control mech- The pumps for the 6 and 9 cylinder engines anism, have ball bearings on the driver impeller and a The flexible pump drive receives lubrica- sleeve bearing in the driven impeller. The 12 tion through a hole in the crankshaft and through cylinder pumps have roller bearing at the ends grooves in the damper spider or spacer. The of both impellers. The driver impeller bear-governor drive is amply lubricated. ings and the driven impeller bushing are lubri-The torsional dampers (when used) receive cated by oil passing through an opening in the lubrication through drilled holes in the spider bearing plate and by holes through the driven which are connected to a passage in the crank- im pel1e r to the bearing (6 and 9 c y1inde r

haft. engine s). The bearings on the impellers of the The vertical drive gears a nd pinions are 12 cylinder pump are lubricated by a line from lubricated by sprays of oil from nozzles on tubes the lower oil header.

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from the upper and lower oil headers. Other tubes s u p pl y oil to the vertical drive pinion Maintenance shaft roller and thruet bearings.

The impellers may be examined by remov- 3) 1.ubricating Oil ing the discharge pipe and barring the engine.

The outer bearings may be examined by remov-A neutral attitude is maintained bythe com- ing the cover, t.

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[E.*. SNAP RING O O y Illus. P2. Lubricating Oil Pump 9 Cyl. Engines The lubricating oil pump should be removed 5. Remove the snap ring from the ends of and disassembled for inspection of parts. the driven impeller.

Disconnect the piping and remove the pump 6. Use the puller tool to remove the drive from the engine. coupling.

The following procedure s hould be used 7. Remove the inner bearing plate to body depeniling on the pump in service. capscrews and dowels.

8. Block the pump body and drive the im-Applicable to 6 and 9 peller shaft from the outer end plate.

Cylinder 1:ngines (Protect the shaft before driving. )

9 Reverse the procedure to tap the im.

The lubricating oil pressure pump should peller from the inner bearing plate.

be removed and disassembled for inspection of 10. Remove the end plates and separate the pa r t s , driver impeller from the shaft.

11. The bearings can be tapped out of the

1. Disconnect t h e suction a nd discharge end plates, pipes from the pump. 12. Inspect the impellers, shafts and shaft

2. Itemove the slowels and nuts from the bushings.

pump to mounting plate. 13. Replace the b. arings in the end plates.

3. It emove the pump f r o m the mounting 14. Install the pump body to the inner bear-pla t e. ing plate.

4. Itemove the cover, locknut and washer 15. Install the dowels and secure the cap-from the ends of the driver impeller. screws.

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16. In tall th e impellers a n d replace the 1.

Q Dieconnect suction and discharge pipca outer bearing plates. from the pump.

17. Install the dowels and secure the cap- 2. Remove the de vels and stud nuts.

screws. 3. Remove thr- pamp from th e mounting

18. Replace the drive coupling, lockwashers plate, and locknuts to the ends of the driver 4. Remove capscrews a n d outer bearing impeller. plate cover.

19. In reassembling the parts, refer to 11- 5. Remove t h e capscrews and retainer lus. P2, for the clearances b e t w e e n plate at the drive end of the impeller pa r t s. Clearances g;iven are maximum shaft.

and minimum. W h e n assembling the 6. Pull the drive gear using the puller tool.

pump, minimum clearances are desired 7. Pull the dowels a n d remove the cap-and must be held as close as practically screws from the outer bearing plate.

possible by fitting in such a manner that 8. Remove the bearing retainers (inner and parts still come within limits. outer bearing races).

20. In replacing the pump on the mounting 9 Tap th e outer bearing plate from the plate, the dowels s h o ul d relocate the pump body. The bearings remain in the pump so that the drive gear has the cor- end plate as they are removed from the rect backlash. impeller shafts.

21. Before p u lli n g nuts up tight, c h e c k 10. Remove the bearing retainer from the alignment and i r e e movement of t h e drive end of the pump.

drive. 11. Tap the impeller shafts from the bear-

22. Tighten the nuts to torcpic limit speci- ings, ficd in Sec. B. 12. Pull the dowels a nd remove the cap-

23. Install piping connections and oil lines, screws from the inner bearing plate.

Applicable to 12 Cyl. Engines 13. Tap the bearings from the inner bear-ing plate.

The pump should b e removed a nd disas- 14. Check the ,) arts for wear and damage ecmbled for inspection of parts. Refer to 11- especially the bearings and impellers.

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7-Fcirbanka M:rso Opgsd Piston Engines m 3800TD8-1/8 - Page P5

15. Install b rings into innar b aring pista 20, in r:ncocmbling tha parts, refer to Sec.

and inner bearing plate to pump body. D for the clearances b e t w e e n parts.

Locate in position a n d install dowels Clearances given are m a x i m u m and and capocrews, minimum. When assembling the pump.

16. Install impeller shafts with spacers in. minimum clearances a r e desired and to inner bearing plate. S e c u r e with must be held as close as practical, bearing retainers. 21. In replacing the pump on the mounting

17. Install outer bearing plate to pump body. plate, the dowels should relocate t h e align withdowels and secure capscrews. pump so th a t the drive gear ha s the

18. Install outer bearing apacer and bear- correct backlash, ing on each impeller shaft and tap into 22. Before pulling nuts up tight, checkalign-end plate and onto shaft. Secure with ment and free movement of the drive.

bearing retainers. 23. Tighten the nuts to 60-80 ft. Ibs, torque.

19. Installthe drive gear and retainer plate. 24. Install piping connections.

Secure with capscrews.

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e Fairbank; Moroa Oppysd Pistoa Engin:o ,

3800TD8-1/8 - Pega P7

, w Lube Oil R;varcing Vc.lva - Marins Engints Tha rcvsrcing v .lv2 will requira vary little esr-vicing except th e replacement of gaskets and The lubricating oil reversing valve, Illus, springs. The valves and springs should be in-P4, is installed in the piping on marine installa- spected when the pressure of the lubricating oil

., tions to maintain the direction of flow of the lu- at the engine header is less than 17 psi pressure.

bricating oil when the engine rotation changes.

OL TRAVEL ONC ROTATION

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3800TD8-1/8 - l' age Q1 Q. COOLING SYSTEM Description of External System vary somewhat according to the particular ap-plication.

The engine is cooled by circulating softwa. The soft water leaves th e engine a n d is ter through th e engine passages. This water piped to the heat exchanger. The water circu-circulates in a closed system. That is, the same lates through the heat exchanger wh c r e heat water is used repeatedly, being piped out of the i s absorbed by c o ol raw water. A by-pass, engine, cooled and then returned to the engine. controlled by a temperature regulator, is pro-The cquipment furnished varies with differ- vided around the heat exchanger so that the tem-ent installations. The system shown on Illus, perature of the soft water m a y be regulated.

Q1 and described in this section i s a typical After being cooled in the heat exchanger, the closed cooling stationary installation a n d will soft water flows back to the engine pump suction A- -VENT W

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cnd 10 cg ,in f rced through tha cooling passag2c w

nature of the cooling water supply will deter-cf the engine. mine the exact treatment r e q ui r e d to fulfill A vent pipe leads from t h e water header Fairbanks Morse requirements, cutlet to an expansion tank. Another pipe leads Failure to properly treat the engine cooling '

from the pump suction li n e to t h e expansion water or failure to properly maintain treatment trnk. This arrangement e n a ble s the closed can result in either scale formation or corro-o y a t e m to accommodate variations in water sion in the cooling water system. Scale impedes volume which r e s u l t from the expansion and the transfer of heat a n d can result in engine contraction of heating and cooling. overheating. Corrosion, if allowed to continue.

The raw water pump draws water from the will eventually result in sufficient loss of metal rnw water source of supply, and discharges it to cause a failure of the cooling water system, t h r o u g h the lubricating oil cooler, heat ex- Particular care should be taken when add-changer and air cooler heat exchanger and out ing make-up water to be sure that an appropriate of the system. The full flow of raw water is amount of treatment is also added, or that the carried through the coolers. make-up water has been previously treated suf-The scavenge air cooling system consists ficiently. In addition, periodic checks (as rec-cf the circulating pump, air c oole r heat ex- ommended by the water treatment vendor) must changer and air receiver temperature control be m a d e to determine t h e sufficiency of the valve, Illus. Q2. Sof t w a t e r, separate from treatment. Any deficiency should be corrected the engine a y a t e m is circulated to c ooI the immediately. Samples should be taken only af-scavenge air before entering the engine. ter it is certain that all chemicals are dissolved and thoroughly mixed. This may require sev-Treatment of Engine Cooling Water eral hours of engine operation where chemicals are added directly to the cooling system.

It i s mandatory that all cooling water be There are a n u m be r of acceptable com-ccmpletely treated, not only for the prevention mercially available water treatment compounds ci scale deposits, but also for the elimination using e i t h e r alkaline chromates or organic of all corrosive characteristics o f the water, compounds as bases. Both types are acceptable It is also imperative that the treatment be con- to the engine builder. ,

tinually maintained at recommended levels. Usual cooling water treatment compounds It is the recommendation of Fairbanks will result in the treated water being slightly Morse that a reputable company specializing in a 1 ka 1in e (approximate pli 8. O to 9. 5). Thus the treatment of diesel engine cooling wate r be cooling water already alkaline, such as Lime-c o n t a e t e d for recommendations as to typc. Soda ash softened water, should not be used as amount and methods of cooling water treatment. such water would have too high a resulting pil.

Actual treatment may consists of o n1 y adding Some t r e a t m e n t compounds, chromates chemicals to the cooling water, or supplemental particularly, cannot be u s e d with anti-freeze exte rnal treatm6nt may be required. The solutions having primary alcohols or glycols as AIR RECEIVER TEMP. SCAVENGE AIR EXPANSION TANK CONTROLLED VALVE COOLERS VENT r _ - _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ ,_ _ _ _ _L_ _ _ ________-__

_ _ _ _ _ _ _ _ _ _ OVE RFIDW l ,,

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Fcirbank2 Morce Oppged Piston Enginea , 3800TD8-1/8 - Page Q 3 ba s:;o. It la u;untly p rmissable ta u::e cecon- elbows t the cylinder liner jacket. The water dary alcohols (iso-propyl, etc. ), however, in flows up through the cylinder liner jacket. Re-all cases, have the water treatment vendor ad- fer to Illus. DI.

vise on compatibility with all anti-freeze s olu- Ribs on the cylinder liner direct the water tions. upwards to c o ol the liner thoroughly. Water passages also lead to the water jackets around NOTE: Do not depend upon the anti-corro- the injection nozzle adapters, cylinder r e li e f sion protection. Such protection is usually valve adapters and air start check valve adapt-insufficient. era.

Upon reaching the top of the liner Jacket, Should cleaning of the water system be re- the water flows out of the cylinder water space quired for the removal of oil, sludge or scale, through an outlet pipe which leads to the water obtain a recommendation f rom a reputable header. This h e a d e r, rectangular in cross-chemicalcompany for a suitable cleaner. Strong section, extends along the opposite control side alkalles, such as caustic soda, should n o t be of the cylinder block just below thc air receiver, used. Such cleaners will vigorously attack the Its outlet flange is at the governor end of the non-ferrous parts of the cooling system, engine.

If any difficulty is encountered in applying The turbochargers are s u p;,li e d cooling the foregoing, contact y ou r Fairbanks Morse water from the inlet pipes. Water is discharged sales office. into the engine water header. Shutoff cocks are provided in the inlet and outlet lines and must Cooling Water Passages through the Engine be closed when the engine is water tested.

Cooling water supplied by the engine pres- Suggestions to the Operator sure pump is piped to each side of the engine and enters the exhaust belts midway of the en- Watch the waterlevel in the expansion tank gine. By-pass fittings connect the lower water If the level rises abnorm

• ally, the cause may be passages of the exhaust belts. The water flows a leak in the jacket water cooler. If the water up through the exhaust belts, out of the top into level drops, a leak in the closed system is in-the outlet by-pass fittings bolted to the upper dicated. ,

outside of the exhaust belts. From the outlet No restrictions should be allowed in th e by-pass fitting, connection is made by the inlet closed cooling system.

FRAME O!L RETAINER DACKHEAD - GASKET 1

LOCKWASHER C'L SEAL RING *N

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BEARING }

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VOLUTE WPELLER ll!us. Q4. Water Pump - 6 and 9 Cyl. Engines

Fairbanka Mares Opgsid P;st:n Enginsa ,

3800TD8-1/8 - Pag 9 QS Igin:1 po:itil E Original claranca is .060" ta .067"

4. Remove the suction head. Tap lightly on the diameter.

with lead hammer to loosen. c. Replace rings when wear increases

5. Remove the nut a nd washer from th e to about twic e the original clear-shaft. ance.

6. Tapped holes are provided in the im-peller for a puller. Full the impeller Reassembly and Installatiori from the shaft.

7. Remove the seal from the impeller and 1. Install bearing into frame a nd secure seal seat irom the backhead, with the t h r u s,t bearing retainer and

8. Bend the lockwa sher and remove lock- caps c r ews.

nut. 2. Install shaft with bearing into frame and

9. Ifold the drive gear and tap on the shaft through bearing.

to loosen the gear. 3. Install the drive gear and secure with

10. Remove the bearing retainer capscrews locknut and lockwasher.

and bearing retainer. 4. Install the oil retainer w i th seal ring

11. Tap on the drive end of the shaft to re- over the shaft and s e c u r e with cap-move the shaft. screws.

12. Remove the bearing from the frame and 5. Install the shaft seal and impeller. Re-bearing from the shaft. fer to Steps under Shaft Seal.

13. Inspect a ll parts f o r wear. Replace 6. Secure th e impeller with locknut a nd worn parts. lockwasher.

14. Wearing rings are provided on the mat- 7. Install the suction head and secure with ing surfaces of the suction head and the nuts, impeller. 8. Install the pump to the mounting plate,

a. The wearing rings are held in place 9. Tighten and secure the stud nuts, by setscrews. 10. Check the backlash of the drive gears.

Fairbanke Morse Opposed l'iston Engines 3800TDB-l/S - Page R1 R. AIR START SYSTEM General This is explained and illustrated in Sec. J.

With the air start control valve open, com-The air starting system c on s i s t s of the pressed air passes into the header. Illus. R1, startingair piping and the engine starting mech- which leads to the individual cylinder air start anism. check valves. Air also passes into the pilot air Air for the starting system is required at supply pipe connected to the air start distributor.

between 150 and 250 psi (250 psi preferred) at The air start distributor includes one pilot the engine and is stored in suitable air tanks, air valve for each air start check valve. The Engine starting is accomplished by the ac- valves a r e arranged radially and in cylinder tion of compressed air on the pistons in their firing order a r oun d the air start distributor proper firing order. camshaft, Illus. R2. A spring holds each valve The engine starting mechanism includes normally out of contact with the cam, as shown the air start control valve, air start distributor, in Illus. R3. Air enters the distributor from the air header, the pilot air tubing and the air the air start control valve, air pressure over-start check valves at the individual cylinders, comes the spring tension and forces each valve Illus. RI. The air start control valve and the plunger down into contact with the cam.

distributor are amply lubricated by the splash Regardless of where the camshaft stopped, of engine oil. The air start check valves re- one valve will be on the low point of the cam ceive lubricating oil with the air from the dis- and will therefore be open, as shown in Illus, tributor. R4. Two other valves, one on each side of the open valve, will be partially open. Each of the NOTE: The distributor on the 6- 9 cylinder pilot air valves, when open, admits air through engines is driven from the control end of a connecting t u b e, Illus. R1, to an a i r start the upper crankshaft. On 12 cylinder en- check valve. The air, under pressure, opens gines, the distributor is mounted opposite the air start check valve. The actual starting the governor drive on the pump mounting air then rushes into the cylinder from the air plate and is driven from the lower crank- header. The starting air f o r c e,s the pistons s ha f t. apart and thus causes the crankshafts to rotate.

The air start distributor can'ishaft rotates Starting Mechanism with the upper crankshaft on 6 - 9 cylinder en-gines andwith the lower crankshaft on 12 cylinder The air start control valve is mounted near engin e s. The cam opens and cloces the valves the control or governor end of the engine on the in sequence to the engine firing order. Soon the side opposite t h e controls. When the control engine begins to fire. The control shaft lever shaft lever i s moved to " START" position, a should then be moved to "RUN" position. This lever linkage opens the air start control valve, actuates 1in ka g e on th e control shaft which FROM AIR STARI DISTRIBUTOR TO AIR START DISTRIBUTOR

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Illus. RI. Air Start System - 6 Cyl. Engines

e 3"00TD8-1/8 - Page R2 Fairbanks Morge Opposed Piston Engines 9 -

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Illus. R2. Air Start Distributor closes the air start control valve shutting off pointer and the valve closesr /0 later. Observ-air pressure to the distributor. ing t h c marking, these readings indicate that Air in the s ta r tin g mechanism escapes the valve opens when the upper crankshaft is og through vents in the pilot valves and in the con- inner dead center and closes approximately 90 trol valve. As the air pressure drops, the dis- past inner dead center, tributor valve springs raise the valves to their The distributor is. properly timed when the normal position, out of contact with the cam, as engine leaves the factory by having the air start shown in Illus'. R3. camshaft preperly located on the dowel in the crankshaft. Timing consists of mating the cam-Air Distributor Timing shaft with the crankshaft so that the dowel is in (other than 12 cylinder engines) the proper hole.

The air distributor is timed to open the air Air Distributor Timing start check valve in the No. I cylinder (at the (12 cylinder engines) control end of the engine) when the " crank learl" mark on the crankshaft coupling comes to the The air distributor is timed to open the air

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Fcirbanks Morse Oppmed Piston Engines , 3800TD8-1/8 - Page R3 Ing, thcce rzdings indicate thatthe valvs opsns g,0*g5 , when the lower cgankshaft is on inner dead cen-g /"" g 4T,^, g a ,*at ter and closes 90 later.

avr V ., " mo e n etaic The distributor is properly timed when the

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engine leaves the factory by having the air start f @M ' * * '

• camshaftproperlylocated in respect to thelower

"" JM c ranksha f t. Timing c o n s i e t e of mating t h e scribe line on the cam to the proper scribe line e

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on the bracket with the lower crankshaft set for h d{i r.

No. 1 inner dead center ("O" coupling pointer f#

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[g/ ,< reading), Illus. R5. Remove the pump mounting d _ ___.

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( )f plate cover to view the markings. If necessary

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to re-time th e distributor, r e m o y e the cam setscrew and m ve the cam to the right on the

]/ /y . .' Zy,~

NO O7 drive shaft. Line up the marks and move the

' '# /7 cam back into position. Slight shifting may be v

m -

required to engage the splines of the cam to the drive shaft. Replace the setscrew.

DRfVE $ HAFT tvuve SHAFT ' ~

my ,,c,c, Air Distributor Valves and Springs The distributor valves should not require Illus. R5. Air Start Distributor Timing attention other than a periodic inspection. To 12 Cyl. Engines service them, take off th e control end cover, (6- 9 cylinder engines). R e m o y e the plugs, start check valve in the No. I cylinder when the springs andvalves. Clean andinspect the valves "O" mark on the crankshaft coupling comes to for wear. The valves add the guides are lapped the pointer and the valve closes when the mark together and should always be replaced together.

, "90" reaches the pointer. Observing the mark- Clean and inspect the springs fqr a ny small y,9, -To Iktributor Spring ,

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Illus. R6. Air Start Control Valve

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F 1 3800TD8-1/8 - l' age R 1 FairbankAMorr,o Oppored l'iston Engince l

, - l cracko and rzplice if cny are found. Lubricate When the air dictributor valve clom, cir the tapped surface of the valves and reassemble pressure on the operating pi s t o n is stopped.

In original position. Work the valve in and out Compression of the spring is relieved allowing to make sure it works freely before replacing both the operating and balance piston to move springs and plugo. towards closed position. Air from the engine header presses against the balance piston with Air Start Control Valve greater force than it do e s against th e check valve. Therefore, there is not enough pressure The air start control valve, Illus. R6, re- to keep the valve open. Thus air pressure for quires practically no servicing other than the starting the engine is applied to the pistons only disassembly for cleaning and inspection of the during the proper phase of the cycle. Any air valve seat and spring. escaping past the two pistons is vented through holes in the valve body.

Air Start Check Valve Description Maintenance The air start check valves, Illus. R7, ad- ,

mit starting air into the cylinder. The valve is 1. The air start check valves may be dis-cooled by water from the cylinder liner jacket. assembled for cleaning and inspection.

This is a c c o m p1i s h e d by water circulating 2. To remove a check valve, disconnect through t h e space between t h e adapter water the pilot valve tube and remove the sup-jacket and the check valve to liner adapter. ply pipe from the header to the valve.

When air from the distributor valves reaches De careful not to lose the gaskets.

the operating piston of the air start check valve. 3. Remove the two nuts securing the check it acts against the pressure of t'he check valve valve to its adapter collar, spring and opens the valve a smallamount against 4. Withdraw the valve assembly from its the compression pressure. Then the main sup- adapter in the cylinder liner.

ply of starting air from the header enters the 5. Remove the cover capscrews and cover.

cylinder through the holes in the adapter. 6. Remove the operating pisto's. .

Pilot Air from Distubutor G ,ver Cover Gasket V p al.e Ik.dy Balance Piston A.,- nn Pilot

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Fcirbanka Morse Oreed Pieton Engince 3800TD8-1/8 - Page R5

7. Remove the r e t a i n e r nut, retainer, carbon deposits and clean if necessary.

spring, washer and balance piston.

• Do not allow carbon to get into the cyl-8 Remove the valve a n d clean all parts inders, thoroughly. 15. Clean the check valve body, especially

9. Inspect the spring for sinall cracks and where it seats in the adapter.

replace if necessary. Rescat the valve 16. Replace in the adapter.

seat, if necessary, 17. Replace the collar stud nuts and tighten 10 Following this o p e r a t i o n, t h e valve to 35 to 40 ft. Ibs. torque.

should be lapped to the seat in the valve 18. Connect the pilot air tubing. Reinstall body. the air supply pipe. Do n o t omit the 11 Oil the parts removed, ga sket s.

12. Install the valve, balance piston, wash-er, spring, retainer and nut. The removal of the air start check valve

13. Replace the operating piston and cover. adapter is outlined, Sec. D.

14 Inspect the interior of each adapter for D

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