MASSON-MARINE Marine Gears Type 8000 12000 18000 20000

OPERATING INSTRUCTIONS

Description, commissioning guide, operation and maintenance manual Edition:

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W 8000-12000-16500-18000-20000 CONTENTS -----I Responsibility ....................................................................................................................................................................4 IIBasic gearbox description: 8000 12000 16500 18000 and 20xxx ....................................................................7 II-1 Gearbox identification ..................................................................................................................................................7 II-2 General layout...............................................................................................................................................................7 II-3 Power flow....................................................................................................................................................................9 II-4 Gearbox description ....................................................................................................................................................10 II-5 Operating data.............................................................................................................................................................13

III - Hydraulic control (standard).......................................................................................................................................14 III-1 Hydraulic circuit ........................................................................................................................................................14 III-2 Hydraulic control unit................................................................................................................................................15 III-3 Hydraulic accumulator...............................................................................................................................................16 III-4 Oil cooler ...................................................................................................................................................................16 III-5 Lubrication ................................................................................................................................................................16 III-6 Clutch engagement ....................................................................................................................................................17 III-7 Option: Twin filter.....................................................................................................................................................18 IV - Gearbox installation......................................................................................................................................................19 IV-1 Alignment..................................................................................................................................................................19 IV-2 Gearbox fixation........................................................................................................................................................20 IV-3 Gearbox connections .................................................................................................................................................22 IV-4 Gearbox control equipment .......................................................................................................................................23 IV-5 Gearbox monitoring ..................................................................................................................................................24 V - Start-up ...........................................................................................................................................................................25 VI - Operation.......................................................................................................................................................................26 VII - Come-home procedure................................................................................................................................................27 A- Hydraulic system failure...............................................................................................................................................27 B- Remote control failure ..................................................................................................................................................28 VIII - Regular maintenance.................................................................................................................................................29 VIII-1 Oil change...............................................................................................................................................................30 VIII-1.1 LUBRICATION SPECIFICATIONS..................................................................................................................30 VIII-2 Oil filter ..................................................................................................................................................................34 VIII-3 Oil cooler ................................................................................................................................................................34 VIII-4 Gear teeth................................................................................................................................................................35 VIII-5 Accumulator ...........................................................................................................................................................35 IX - Troubleshooting ............................................................................................................................................................36 X - Spare parts ......................................................................................................................................................................40 Index Date Update: version initiale 12-2000 00 branchement rfrigrant; ajout tlcommandes; ajout PI3; ajout informations diverses; double-filtre 02-2001 01 correction "cinmatique" 05-2001 02 nouvelles prconisations de graissage 06-2001 03 mise jour : come-home procedure 06-2001 04 tableau d'entretien/ frquence de remise en tat 09-2001 05 adresses Internet 06-2002 06 mise jour : commande pneumatique 09-2002 07 mise jour : lignage 11-2003 08 nouvelle dition Masson-Marine 04-2006 09 You can always ask for the latest update in Acrobat Reader "pdf" format for download. Please contact our service dept.!

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W 8000-12000-16500-18000-20000 I RESPONSIBILITY
Gearbox warranty - Important note: The present manual applies to the standard version of the Masson-Marine gearbox type W 8000 W 12000 W 16500 W 18000 W 20xxx. Variations are possible, depending on particular customer requirements, operating conditions and technical evolution. Where data in this manual differ from those of the technical and/or commercial specification of any particular gearbox, then the data which apply will be those of the latter specification(s). Technical modifications reserved. General Instructions The instructions of the present manual are binding. Whoever operates or otherwise works on the gearbox (e.g. set-up, maintenance, etc.) has to be acquainted with and to comply with the instructions. The manual should always be at hand. Masson-Marine rejects any liability for damages resulting from any disregard of the instructions of the manual. Changes of the parameters or machine elements are subject to Masson-Marine approval. Only trained personnel may operate or otherwise work on the gearbox. 1. Warranty conditions agreed with Masson-Marine apply to these gearboxes. However, Masson-Marine can only honour warranty claims on the following conditions: the gearbox has been installed, monitored, operated and serviced in accordance with the instructions of the relevant operating manual and specifications, Masson-Marine approved lubricants have been used, the operation of the gearbox has always been within the limits allowed with respect to input power, input speed, and input power-to-speed ratio for the type of gearbox and its application. 2. The gearbox manufacturer, as a supplier of one individual component of the entire drive system of a ship, cannot be held responsible for vibrations or vibrational problems arising from this system. It follows from this, that Masson-Marine cannot accept liability for gearbox noise, or for damage to the gearbox, flexible coupling or other parts of the drive unit caused by such vibrations. We therefore recommend that a torsional vibration calculation be performed, that takes into account all directly implied driveline components and a maximum of associated elements. 3. For maximum warranty benefit, we recommend to have a Masson-Marine engineer assist to the start-up of the driveline and/or gearbox. For full warranty, please fill in and return a copy of the attached warranty form to your Masson-Marine dealer or to Masson-Marine factory as shown below. For any further information, please contact your Masson-Marine dealer or Masson-Marine factory, service department, at the following address:

Masson-Marine S.A. S Service Department 5, rue Henri Cavallier F-89100 SAINT-DENIS LES SENS (France) +33+ (0) 386 95 62 00 +33+ (0) 386 95 13 78 http://www.masson-marine.com sav@masson-marine.com commercial@masson-marine.com

Web: e-mail: or:

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Warranty certificate
Please fill in and return to your Masson-Marine dealer or Masson-Marine factory

MARINE GEARBOXES WARRANTY CERTIFICATE

The device that you are going to put into service has been set and checked with all necessary care to allow you to benefit from a long use. However, if an incident occurs, our after-sales department remains at your disposal for operating within the shortest possible time; the data requested on this sheet will then help us to provide a more efficient action. Warranty will apply entirely only if you are kind enough to complete this certificate and return 2 copies to the address below, immediately after the commissioning of the gearbox. We thank you in advance.

Masson-Marine S.A.S - After Sales - 89100 St.Denis les Sens (FRANCE) Tel. 00 33 386 956200 - Fax 00 33 386 951378 Type of gearbox: Serial number: Gear ratio: Power take-off Driven machine: Put into service on: name: Purchaser: Shipyard: Fitter: Owner: User: Boat: Propeller: Name: ................... ...................................... ................... ................... ...................................... ................... Type: Utilization: Weight: ................... ................... ................... ................... ................... ................... .................. mm .................. kg .................. m .................. mm ................... ................... ................... .................. in line* or V-type* Type: ................... .................. ................... hp at ................... rpm Port of registry: Number of blades: ................... ................... ................... ................... ................... ................... ................... ................... yes* no* Power: ................... hp address: ................... ................... ................... ................... Internal order no. ................... ................... ................... Forwarded on: ................... ................... ................... Oil pressure at clutches: ................... bars

Outside diameter:

right-hand rotation* / left-hand rotation* Shaft length between reduction sleeve and propeller: Average diameter of shaft: Engine: Brand: Number of cylinders: with side-plates* individual* Coupling Oil used: Type: Brand:

Direction of rotation: (viewed form flywheel end): clockwise* counterclockwise* Type: .................. .................. .................. Water temperature: yes* yes* yes* yes* yes* yes* yes* yes* no* no* no* no* no* no* no* no* Signature of Masson-Marine S.A. representative agent (if present upon commissioning of the gearbox) OPTIONAL RECOMMENDED .................. C. REQUIRED

.................. .................. .................. .................. .................. .................. .................. .................. Sea water* Soft water* Type: Open circuit* Closed circuit* .................. .................. .................. ..................

Cooling system: Combined control Mounted controls

Oil pressure gauge on driving station Oil pressure gauge on machine: Oil temp. gauge on driving station: Pressure switch lamp: Temperature switch lamp: Oil level alarm: Others:

Is the final user in possession of the maintenance manual ?

Customer signature :

name:

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

title: .................. .................. .................. .................. date: .................. .................. BV/Q *) : Please strike off the inadequate options.

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W 8000-12000-16500-18000-20000
Warranty certificate
Please fill in and return to your Masson-Marine dealer or Masson-Marine factory

MARINE GEARBOXES WARRANTY CERTIFICATE

The device that you are going to put into service has been set and checked with all necessary care to allow you to benefit from a long use. However, if an incident occurs, our after-sales department remains at your disposal for operating within the shortest possible time; the data requested on this sheet will then help us to provide a more efficient action. Warranty will apply entirely only if you are kind enough to complete this certificate and return 2 copies to the address below, immediately after the commissioning of the gearbox. We thank you in advance.

Masson-Marine S.A.S - After Sales - 89100 St.Denis les Sens (FRANCE) Tel. 00 33 386 956200 - Fax 00 33 386 951378 Type of gearbox: Serial number: Gear ratio: Power take-off Driven machine: Put into service on: name: Purchaser: Shipyard: Fitter: Owner: User: Boat: Propeller: Name: ................... ...................................... ................... ................... ...................................... ................... Type: Utilization: Weight: ................... ................... ................... ................... ................... ................... .................. mm .................. kg .................. m .................. mm ................... ................... ................... .................. in line* or V-type* Type: ................... .................. ................... hp at ................... rpm Port of registry: Number of blades: ................... ................... ................... ................... ................... ................... ................... ................... yes* no* Power: ................... hp address: ................... ................... ................... ................... Internal order no. ................... ................... ................... Forwarded on: ................... ................... ................... Oil pressure at clutches: ................... bars

Outside diameter:

right-hand rotation* / left-hand rotation* Shaft length between reduction sleeve and propeller: Average diameter of shaft: Engine: Brand: Number of cylinders: with side-plates* individual* Coupling Oil used: Type: Brand:

Direction of rotation: (viewed form flywheel end): clockwise* counterclockwise* Type: .................. .................. .................. Water temperature: yes* yes* yes* yes* yes* yes* yes* yes* no* no* no* no* no* no* no* no* Signature of Masson-Marine S.A. representative agent (if present upon commissioning of the gearbox) OPTIONAL RECOMMENDED .................. C. REQUIRED

.................. .................. .................. .................. .................. .................. .................. .................. Sea water* Soft water* Type: Open circuit* Closed circuit* .................. .................. .................. ..................

Cooling system: Combined control Mounted controls

Oil pressure gauge on driving station Oil pressure gauge on machine: Oil temp. gauge on driving station: Pressure switch lamp: Temperature switch lamp: Oil level alarm: Others:

Is the final user in possession of the maintenance manual ?

Customer signature :

name:

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

title: .................. .................. .................. .................. date: .................. .................. BV/Q *) : Please strike off the inadequate options.

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W 8000-12000-16500-18000-20000 IIBASIC GEARBOX DESCRIPTION: 8000 12000 16500 18000 AND 20XXX

The present manual applies to the standard version of a Masson gearbox. For additional equipment such as power take-off gears, different controls, special monitoring equipment, standby oil pump, controllable pitch propeller (CPP) applications etc., additional or different instructions may apply. II-1 Gearbox identification All Masson-Marine gearboxes carry a name-plate showing the type of gearbox, serial number, ratio, and some other information. Ship and gearbox configurations may vary, the gearbox itself may evolve in terms of design, material, and so on. Therefore, whenever you need technical information, help, or order spare parts,

ALWAYS mention the gearbox type and serial number. The name plate is located on the casing top, on the port side of the gearbox. In case the name-plate has been lost, the gearbox serial number is also stamped into the main casing, along the edge of the casing top.

II-2 General layout MASSON-MARINE type W 8000 W 12000 W 16500 W 18000 W 20xxx gearboxes include one input shaft, idler shafts and one output shaft. There are basically two types of design: a reverse reduction gearbox (fixed pitch propeller = one ahead and one reverse gear) and a non-reversing reduction gearbox (controllable pitch propeller = only one clutch shaft).

For both of them, the engine and the propeller line shaft may be either in-line1 or vertically offset. A power take-off may be connected for permanent or selective drive through the input shaft. ) Except for W 20500 / W 20500 NR (RSA/ ESA/ ECA 2035), where the shafts are slighthly vertically offset.
1

W xxx vertically offset input shaft Basic layout

W xxx C in-line (coaxial) shafts

Reverse reduction gearbox Non-reversing reduction gearbox (fixed pitch propeller) (controllable pitch propeller) W xxx C W xxx W xxx NRC W xxx NR Crankshaft-to-line shaft: Crankshaft-to-line shaft: crankshaft-to-line shaft: Crankshaft-to-line shaft: in-line offset in-line offset

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W 8000-12000-16500-18000-20000
The principles of the present manual apply to Masson-Marine gearboxes of the "GH" range, including those carrying the older Masson names. The following reference table should help matching old and new type names for better understanding. Comparison: MASSON-MARINE naming system vs. Old Masson naming system Reverse reduction gearboxes Non-reversing reduction gearboxes MASSON-MARINE Old Masson designation MASSON-MARINE Old Masson designation designation designation RSL 800 ESL / ECL 800 W 8000 C W 8000 NRC RCD 800 ECD / EID 800 W 8000 W 8000 NR ESD 800 W 8200 NR RSL 1250 ESL / ECL 1250 W 12000 C W 12000 NRC RCD 1250 ECD / EID 1250 W 12000 W 12000 NR ESD 1250 W 12200 NR RSL 1650 W 16500 C RCD 1650 ECD / EID 1650 W 16500 W 16500 NR W 18000 C W 18000 W 20000 C W 20000 RSL 1850 RCD 1850 RSA 2035 RCD 2035 W 18000 NRC W 18000 NR W 18200 NR W 20500 NR W 20000 NR W 20200 NR ESL / ECL 1850 ECD / EID 1850 ESD 1850 ESA / ECA 2035 ECD / EID 2035 ESD2035

Direction of rotation When talking about gearboxes, input and output (i.e. propeller-) shafts are said to turn left-hand ("counter-clockwise") or righthand ("clockwise"). This refers to an observer looking at the driveline from the propeller end, i.e. facing the engine flywheel, and is opposed to the notion of engine rotation seen from the governor end of the crankshaft. Thus, when a standard engine has right-hand crankshaft rotation, seen from the governor end, then its direction of rotation will be left-hand, or counter-clockwise, seen from the flywheel end. Unless otherwise specified, all components attached to the gearbox use the same definition of left-hand and right-hand rotation (counter-clockwise and clockwise rotation), always looking at the driveline from the propeller end (engine flywheel end).

ENGINE FLYWHEEL & ELASTIC COUPL.

COUNTER-CLOCKWISE ROTATION

GEARBOX

CLOCKWISE ROTATION

Definition: clockwise / counter-clockwise rotation An example

PROPELLER

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II-3 Power flow The standard drive mode is called direct drive. In direct drive (usually the "ahead" gear), the clutch of the central shaft is engaged, and its corresponding drive pinion drives the output gearwheel. The shafts therefore rotate in opposite directions. In the indirect drive (usually the "reverse gear"), the lay shaft clutch is locked, providing one additional inversion of the direction of rotation. The engine crankshaft is connected either to a separate input shaft (coaxial with the line shaft: W xxx C; W xxx NRC) or directly to the direct-drive clutch drum (Wxxx; W xxx NR). In a reverse reduction gear, the input gear is connected to one of two transfer gearwheels that are in constant 1:1 mesh, so that they rotate in opposite Power flow diagrams

directions.The transfer gearwheels each include the clutch drum of a hydraulically operated multiple disc clutch which, when it is engaged, links to a respective reduction or output drive pinion. The output pinions are in permanent mesh with the output gearwheel ("bull gear") mechanically linked to the line shaft (propeller shaft). As a result, in a reverse reduction gearbox, depending on which one of the two clutches is engaged, either one or the other of the two output drive pinions will be driving the output wheel. In a CPP application, of course, only one clutch is provided, which, when it is engaged or disengaged, will or will not transmit power to the output gearwheel.

W XXX C idle

W XXX C direct drive engaged

W XXX C indirect drive engaged

W XXX idle

W XXX direct drive engaged

W XXX indirect drive engaged

W XXX NRC (idle)

W XX200 NR (most frequent design) W 8000 12000 18000 20000 Different gearbox types - General layout

W XXX NR (idle)

The main oil pump, connected to the engine through the hollow drive shaft, provides clutch operating pressure and lubrication for the gearbox. The sinter metal multiple disc clutches are hydraulically operated, via a shift valve attached to the hydraulic control block. As a rule, an oil cooler connected to the gearbox hydraulic circuit is supplied with the gearbox. Still other combinations are possible, though their basic principles are the same.
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II-4 Gearbox description 1- PTO (optional, variousq types) 2- Hydraulic control 3- Regulator-to-oil cooler hose 4- Oil cooler-to-gearbox lubrication hose 5- Oil cooler 6- Input shaft (e.g. coaxial type) 7- Oil dipstick 8- Output coupling flange

7- Oil dipstick 9- Oil level cylinder (level detector etc., optional) 10- Drain plug 11- Suction hose 12- Oil pump 13- Pressure hose pump-to-control block

12- Oil pump 13- Pressure hose: pump-to-control block 14- Inspection cover 15- Filler plug 16- Inspection cover 17- Selector handwheel 18- Clutch pressure gauge 19- Accumulator 20- Pressure regulator 21- Oil filter 22- Breather

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Gearbox shafts All shafts are 100 kg/mm hardened steel shafts. The input coupling flange taper may be either 1:10 (with key and key way) or 1:30 (hydraulic fitting). Output shaft taper is 1:30, the output coupling flange is hydraulically fitted to that shaft (neither puller nor heat!). The shafts may be plain shafts or hollow shafts. In most CPP applications, the output drive shaft will be hollow to accommodate CPP hydraulic control equipment. Pinions and gearwheels Their basic design principles include helical gears with root, tip and end relief. All gears are casehardened all-steel gearwheels. Almost all gear transmissions require some clearance, called backlash to accommodate thermal expansion and avoid permanent friction on both the leading and trailing flanks of the teeth. Backlash may tend to zero in the case of a gear pump, for example, or may be extremely high in the case of heavy load transmissions subject to shocks and vibration. So, the amount of backlash as such is no criterion for gear quality. In marine transmissions, a certain amount of backlash is required to ensure trouble-free operation of the transmission, though it should be kept small enough to reduce noise.

Coupling flanges They are made of 100 kg/mm plain steel. Maximum axial and radial deviation must not exceed 0.05 to 0.12 mm on the outer periphery (depending on gearbox size see Masson-Marine for exact data). The output coupling flange is hydraulically fitted to a 1:30 taper according to the SKF-draw-up method (neither puller nor heat!). It is machined along with the output shaft to ensure a perfect run-out. As a consequence, its position relative to the shaft should be marked before any disassembly! Clutch assemblies These comprise a toothed clutch drum with external gear teeth providing the "transfer gears". The clutch assembly on the central shaft is driven by the engine, being either directly connected to it (type W gearboxes) or through an input gear train (type W ... C gearboxes). The second clutch drum on the lay shaft (port side) is in constant mesh with the first one. Inside each drum lies a stack of sinter metal lined discs (external teeth) engaging the splines on the inner perimeter of the clutch drum and steel plates (internal teeth) riding on the clutch hub splines. The clutch hub in turn is splined to the drive pinion. A hydraulically actuated piston compresses the stack of clutch discs so as to lock the clutch drum to the output drive pinions and thus establish positive driving engagement. As clutch discs have a sinter metal lining, lining "sludge" (bronze) will be found in the gearbox oil, especially with a new gearbox or reconditioned clutch. This, of course, is normal and is no need for alarm.

Come-home device If the control system fails, the ahead clutch can be mechanically engaged. Come-home screws are provided to this end. Electric remote control solenoids allow mechanical actuation in case of a breakdown of the electrical system. Important: Once home, do not forget to unscrew the device again, and to remove the comehome screws. Come-home screws

Manual actuation on electric remote control

For further details, refer to 7, "Come-home procedure".

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Casing The casing is basically made up of 3 non-dissociable main cast iron parts, i.e. a bottom casing, intermediate casing and top casing. These parts are machined as a whole to achieve proper bore alignment and parallel axes. Therefore, they cannot be purchased separately as individual spare parts! They are clamped together by means of screws and aligned by means of locating pins provided for each pair of casing parts. Power take-off, Controllable pitch propeller, etc. All Masson-Marine gearboxes can be supplied with various power take-off devices (PTO). W 8000

through 20000 gearboxes support constant drive and/or clutch type PTO designs with a wide range of applications, according to customer specification. Please mention the gearbox serial number whenever you need information or spare parts ! Controllable pitch propellers (CPP) can also be fitted to these gearboxes; they require specific parts that are defined by the Masson-Marine engineering department. For all further information or spare parts request, please contact Masson-Marine, mentioning the gearbox serial number. Moreover, the gearboxes may be supplied with built-in trailing pumps, with shaft brakes (internal or external), trolling devices and so on.

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II-5 Operating data Reference value 8000 12000 16500 18000 see list attached 75 100 120 120 Remarks 20000 200 Oil capacity may vary with optional equipment (PTO, CPP, etc.) Oil level check: check with engine running idle ! At operating temperature, using Masson-Marine approved oil. At operating temperature, using Masson-Marine approved oil. At operating temperature, using Masson-Marine approved oil. At operating temperature, using Masson-Marine approved oil. At operating temperature, using Masson-Marine approved oil. Pressure drop between filter IN and filter OUT

Type of oil Oil capacity (litres)* Oil temperature range Clutch oil pressure Clutch pressure alarm level Lube oil pressure Lube oil pressure alarm level Clutch engagement

45 to 85 C recommended: 65 C 20 bar / full speed 14 bar / idling speed 13 bar 0.5 to 6.0 bar 0.5 bar (alarm) 0.2 bar (engine stop) 3 to 6 seconds approx. At engine idling speed only! 2 bar approx.

Max. pressure drop across filter (twin filter switch-over !) Max. wobble on propeller 0.08 0.08 0.10 0.10 0.12 shaft coupling flange (mm) Weight in kgs 1800 3000 3300 3650 6000 (dry; basic gearbox) *) Standard gearbox only; oil capacity may differ in the case of PTO and CPP applications ! Handy helper: Oil pressure conversion table (approximate values): 0.5 2.0 5.0 10.0 bar 1.0 (kg/cm) 7.1 28 71 142 psi 14.2

15.0 213

20.0 284

25.0 355

Handy helper: Temperature conversion table (approximate values): 1.0 10 25 50 Centigrade 0 C 33.8 50 77 122 Fahrenheit 32 F

80 176

100 212

Handy helper: Volume conversion table (approximate values): 10 37.9 litre 1.0 3.785 l 2.6 10 US gallon 0.264 1.0 gal. (US)

50 13.2

If in doubt about any value or specification, please contact Masson-Marine: web: http://www.masson-marine.com e-mail: sav@masson-marine.com

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W 8000-12000-16500-18000-20000

III - HYDRAULIC CONTROL (STANDARD)

MASSON-MARINE W 8000 12000 16500 18000 20000 gearboxes operate at a nominal clutch pressure of 20 bar at full speed and 14 bar at idling speed. The lubrication pressure is comprised between 0.5 bar at idle and 6 bar at full speed. Major components of the hydraulic control system: 23- Clutch pressure pick-up port 24- Temperature gauge 25- Connection for optional standby pump

11- Suction hose 12- Oil pump 13- Pressure hose pump-to-control 15- Filler plug

17- Selector handwheel 18- Pressure gauge 19- Accumulator 20- Pressure regulator 21- Oil filter

7- Oil dipstick 9- Oil level pipe for optional oil level detector

III-1 Hydraulic circuit The oil pump takes in oil from the gearbox sump and sends it through the oil filter to the pressure regulator. The pressure regulator is set to 20 bar ( 280 psi) at nominal speed. All excess oil flows through the oil cooler to the lubrication circuit. Oil under operating pressure flows through a check valve to the accumulator, and along to the shift control valve. Standard hydraulic system:

When the shift valve is in its "neutral" position, the oil flow will be stopped here. When the shift valve is in the "ahead" or "reverse" position, oil will flow through the external pipes into the clutch and actuate the clutch piston at operating pressure.

Pp Oil pump Ps Standby pump (optional) S 2-way check-valve L1 Pressure relief valve IC Clogging indicator (optional) F Oil filter Rp Pressure regulator R Oil cooler L2 Lube oil pressure regulator St Flow control valve A Accumulator PI2- Pressure gauge (clutch p.) D Shift control valve G Lubrication E1 Clutch E2 Clutch

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Hydraulic system options : Basic layout as above, further options are: SF Twin oil filter PI 1 Pressure gauge before filter PA1 Pressure alarm switch " " TI 2 Temp. gauge before cooler TA4 Temp. alarm switch " " TT6 Temp. transducer " " TI 1 Temp. gauge after cooler TA 3 Temp. alarm switch " " TT 5 Temp. transducer " " PT 2 Clutch pressure transducer PA 2 Clutch pressure alarm PC 2 Clutch feed press. switch

III-2 Hydraulic control unit Schematic view of the hydraulic control block: Oil from the oil pump (Pp) enters through the oil filter and is then controlled by the pressure regulator. Excess oil from the pressure regulator is sent to the cooler and lubrication circuit. Regulated pressurized oil is held ready at the distributor, from where it can be directed to the clutch assembly E1 or E2, with the accumulator serving as a buffer tank during clutch engagement.

Oil flow from pump through filter to oil cooler (lubrication circuit) and clutch feed circuit
T O C O O LE R AC C U M U LAT O R

18 D IS T R IB.

In steady-state conditions (neutral or clutch fully engaged), virtually all the oil flow from the pump goes to lubrication; pressure settles at 14 bar (idle) / 20 bar (full speed).

63
CLUTCH CLUTCH

F ILT E R

PUMP

SUMP

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III-3 Hydraulic accumulator The accumulator contains two chambers separated by an elastic diaphragm. The bottom chamber is connected to the hydraulic circuit of the gearbox, downstream a check valve. The upper chamber contains nitrogen gas under pressure and a certain volume of

compensating oil calculated to adapt the overall capacity of the accumulator to the volume of the clutch. In a steady-state condition of the system (and engine running at idle or full speed), the accumulator is "filled" with a certain amount of oil under operating pressure.

1+2- Accumulator shells (welded assy.) 3- Membrane 4- Filler valve (no refill or repair) 5- Compensating oil 67- Fitting

Accumulators cannot be reconditioned; they are bought inflated & filled with the appropriate amount of compensating oil, ready for use. When ordering a new accumulator, specify your gearbox type and serial number! Accumulators are nitrogen filled. Therefore, even with the engine stopped, the hydraulic system of the gearbox may still be under pressure!

III-4 Oil cooler Except otherwise requested by the customer, the See also chapters IV-3 "Installation / Gearbox oil cooler is supplied with the gearbox. Oil from the connections" and VIII-3 "Regular maintenance / Oil hydraulic control unit meanders through the cooler body, cooler". between the pipes of the tube nest, before entering the lubrication manifold and the lubrication circuit. 1- tube nest 2- cooler body 3- end cap 4- water drain plugs 5- O-ring seals (oil-water interface) 6- collar ring 7- O-ring seal (water-air interface)

III-5 Lubrication Excess oil from the control block travels through the oil cooler, and from the cooler to the lubrication manifold at the gearbox front end. From there, it flows through internal channels to the various bearings. An important part of lube oil is guided through a sleeve in the front bearing covers into the central and port side transfer shafts which protrude into the clutch assembly. Here, the oil makes its way through the clutch and clutch drum, is centrifugally thrown out on to the neighbouring parts and gears, and gathers down in the gearbox sump. Moreover, all gear trains are spray-lubricated through corresponding internal lubrication pipes. 1- direct clutch pressure line 2- lubrication manifold 3- lubrication pressure set screw 4- external lubrication pipes 5- indirect clutch pressure line page 16 / 42 M-GH /v.09/04-2006

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III-6 Clutch engagement When a clutch is engaged, this clutch will absorb all of a sudden a certain quantity of oil for displacing the clutch piston. As a consequence, a general pressure drop occurs. As pressure drops, the spring-biased flow control valve (# "18") will close, the accumulator check valve will be closed and the nitrogen gas pressure of the accumulator will rush the oil contained in the accumulator into the clutch. The clutch starts dragging. Since the flow control valve is shut (system pressure being near 5 bar), oil supplied by the pump now has to travel through a flow control jet (flow restriction). Oil arriving through flow control jet (# "63") now gradually fills the accumulator, at a defined flow rate, and pressure in the system slowly grows. At the same time, pressure in the clutch grows accordingly, providing progressive clutch engagement.

vertical section

Once a threshold level of approx. 11 bar has been reached, the pressure in the circuit will shift the flow control valve upwards against the bias of its spring. With the flow control valve now open, oil can travel through that passage, which has a large cross section, at a much higher flow rate. System pressure now

"jumps" up to its nominal value, thus completely locking the clutch. The system has come back to a steady-state condition. The time span between the initial pressure drop and the return to normal during clutch engagement lies between 3 and 6 seconds, approximately.

Therefore, pressure evolution upon clutch engagement is as follows:

The sketches hereafter show the 3 basic steps of that progression. M-GH /v.09/04-2006 page 17 / 42

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Pressure change during clutch engagement
TO C O O LER AC C U M U LATO R

18 D ISTR IB.

63 CLUTCH CLUTCH

1. Distributor has been shifted. Empty clutch has to be filled; oil pressure drops and accumulator expands, sending its oil reserve into the clutch. With oil pressure low, the biassing spring shuts flow control valve (#18).

FILTER

PUMP

SU M P

TO C O O LER

AC C U M U LATO R

18 D ISTR IB.

63
CLUTCH CLUTCH

2. Clutch piston is applied, oil is being reinjected into the system through throttle jet (#63). The size of the throttle determines the slope of the gradual pressure rise.

FILTER

PUMP

SU M P

TO C O O LER

AC C U M U LATO R

18 D ISTR IB.

63 CLUTCH CLUTCH

3. 11 bar threshold has been reached. That pressure will shift the flow control valve (#18) back up. This re-opens the normal wide cross-section flow passage, and the system pressure jumps back to normal.

FILTER

PUMP

SUM P

III-7 Option: Twin filter The optional twin oil filter allows filter replacement with the engine and gearbox still running. A clogging indicator (1) (visual indicator or electric transducer) is fitted to the filter carrier top. The red index means that the respective filter has to be changed. A selector lever (2) can be swung round from one filter to another (the split pin pointing to the "enabled" filter), so that the "disabled" filter can now be opened and replaced. Arrows on the casting show the direction to switch from filter "F1" to "F2" and vice versa. For further detail, refer to section "Regular maintenance" below.

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IV - GEARBOX INSTALLATION
When configuring the power pack, care must be taken to ensure sufficient free space for easy access to the filler plug, dipstick, drain plug and controls, as well as to allow replacement of the oil cooler, filter, oil pump and other repair and maintenance jobs. Transmitting propeller thrust to the hull and being rigidly linked to the propeller shaft, the gearbox requires strong attachment, rigid foundation and perfect alignment! If either of these requirements is not met, severe damage or breakage may occur.

Therefore: 1.- The connection between gearbox and hull has to be rigid (unless an elastic coupling is fitted between gearbox and propeller shaft)! 2.- The connection between gearbox and propeller shaft is preferably rigid. In that case, perfect gearbox to shaft alignment is required. 3.- The connection between gearbox and engine should preferably be elastic. The choice of the elastic coupling depends on engine data, gearbox design, torsional vibration behaviour of the driveline, etc. On load-carrying vessels, make sure the foundation is not affected by the degree of charge. If some deflection of the hull is not improbable (light-weight construction, wooden ships, etc.), the gearbox must be protected by means of an elastic coupling between the output coupling and the line shaft. For all particular installations, please contact Masson-Marine! A detailed description of the recommended alignment and clamping procedure can be obtained from Masson-Marine ("M-SAV Shaft Alignment Procedure" /08.2003).

IV-1 Alignment Unless an elastic coupling or cardan shaft is provided between the gearbox and the propeller shaft, line shaft (propeller shaft) and gearbox output shaft have to be perfectly in line. The usual procedure is as follows: Center the line shaft first. Align the gearbox on the line shaft axis. Align the engine relative to the gearbox. Line shaft to gearbox connection To avoid shaft deflection and, at the same time, maintain sufficient elasticity, a recommended value for the free line shaft length from the gearbox coupling flange to the first shaft bearing is: approx. 10 to 20x shaft * To avoid shaft droop during alignment, the propeller shaft coupling should be set true by means of some provisional support device. shaft) centerline. Reference for angular alignment will be the gearbox output shaft flange face. Angular misalignment will produce a gap between the gearbox flange and companion flange faces. Maximum allowance for that face gap is 0.10 mm*, depending on the free length & flexibility of the line shaft! Maximum axis (or parallel) misalignment allowed here is 0.15 mm*, according to the type and position of the 1st line shaft bearing!
*) Re. Masson-Marine specification MF 24202

10 ... 20

Adjustment of the gearbox is done by means of the jacking screws ("A" below) (3 or 4 screws) fitted through the side brackets of the gearbox casing. The figures shown here are those measured on the hardware. So, they are TOTAL values, i.e. they already include 0.05 mm max. radial deviation and 0.06 to 0.12 mm max. wobble of the coupling flange (depending on gearbox see Masson-Marine for exact data). It is the object of the alignment procedure, to bring all combined deviations as closely as possible to zero, so as to prevent ultimate shaft or bearing breakage due to fatigue.

Bring the gearbox output shaft centerline parallel to, i.e. into perfect alignment with the line shaft (propeller

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< 0.10 mm

top gap Parallel misalignment line shaft Angular misalignment gearbox line shaft

< 0.15 mm

bottom gap

gearbox

IV-2 Gearbox fixation Having determined the position and adjusted the gearbox for perfect alignment (using jack-screws A / see sketch below), secure the gearbox to the foundation. Various methods may be used; the most widespread ones are:

Steel SHIMMING (thickness 10 to 30 mm max.) and/or cast iron pads (HB 170 minimum hardness), or moulding solid RESIN pads extending over the entire length of the gearbox support brackets, after adjustment of the gearbox alignment.

E, F B B

E, F

propeller thrust

propeller thrust

C
Steel shimming

C
Resin mounting

A - jacking screws B - steel shims / resin pad C - fitted bolts (mind position !) D - clearance fit bolts (clamping action) minimum quality class 8-8 or above E/F - thrust stop device gearbox 1 spot facing 2 foundation (2-3 % slope) 3 ground fitted bolt 4 spherical contact washer 5 spot welding after adjustment 6 steel shim (2-3 % slope) 7 washer 8 split pin or pal-nut 9 The gearbox will be clamped with a set of clearance bolts and a pair of ground FITTED BOLTS ("C" above) to be installed through the gearbox support brackets and the foundation rail. page 20 / 42

1 2 3 4

9 8 7 6 5
2...3 %

Recommended clamping arrangement The main thrust transmitted to the hull being the forward thrust, we recommend welding (or otherwise securing) a pair of rigid stop pads ("E" above) to the foundation, abutting the gearbox support brackets at the front end of the gear. M-GH /v.09/04-2006

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In order to accommodate thermal growth of the assembly, the fitted bolts should be installed in the secondfrom-front hole of the 4 bracket holes on both sides of the gearbox (i.e. near the welded stops), when thrust stops are used. If no axial thrust stops are used, the fitted bolts will have to be installed in the second-from-aft hole on each side (i.e. near the line shaft coupling).

If moulded resin pads (or wood or other soft material) are used, the fitted bolts cannot transmit thrust! Due to the considerable thickness of the support pads, the bolts would be exposed to combined shear and bending stress and therefore would break before long! In that case, forward thrust stops transmitting axial thrust to the foundation & hull are imperative.

Having aligned the gearbox relative to the line shaft, proceed to align the engine relative to the gearbox, according to engine and coupling manufacturers' specifications. Gearbox to engine connection This connection will always be made through an elastic coupling defined for each specific installation. The appropriate coupling has to be determined as a function of all critical parameters, such as: inertia, number of propeller blades, engine stimuli, etc. Positioning of the engine with respect to the gearbox requires particular care; combined misalignment (tolerance, static and dynamic deformation of elastic mounting pads, etc.) should never exceed the capacity of the coupling.

Engine-to-gearbox connections Examples of elastic coupling arrangements

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IV-3 Gearbox connections Basically, only the remote control system for the gearbox (and PTO, if applicable) needs to be linked up and the oil cooler connected to the engine system (or separate cooling circuit). For remote control equipment, refer to chapter IV-4 "Gearbox control equipment". Oil cooler connection: Gearbox oil temperature should be about 65 C; it should NOT exceed 85 C. As a consequence, in a closed loop cooling system, the gearbox oil cooler should be connected to the water circuit upstream of the engine (i.e. after the heat exchanger outlet / "cold" side)! Make sure no foreign matter will enter the cooling system and clog the cooler tube nest(s); if necessary, provide a water intake strainer! Oil flow through the gearbox oil cooler goes from the pressure regulator to the lube oil manifold & lube pressure relief valve assembly at the front end of the gearbox. Water flow through the gearbox cooler should be opposite the oil flow.

1- Tube nest 2- Cooler body 3- End covers

4- Drain plug 5- O-ring seals

For all Masson-Marine gearbox oil coolers, the minimum and maximum water flow values are as follows: Cooler type: 15476 / 15481 / 15486 raw water (open circuit) engine water (closed circuit) Cooler type: 17510 / 17514 / 17515 raw water (open circuit) engine water (closed circuit)
3

min.flow 3 (m /h) 6.0 6.0

max.flow 3 (m /h) 8.0 10.0

min.flow 3 (m /h) 13.0 13.0

max.flow 3 (m /h) 16.0 20.0

1 m = 1 000 l; 1 US gal. = 3.785 l; 1 imp.gal. (GB) = 4.546 l 3 hence: 1 m = 264.2 US gal. 3 1 m = 220.0 imp.gal. (GB) If these values cannot be achieved (too much flow), an orifice and by-pass line may be required, splitting the water flow to the engine and the gearbox. If there is not enough water flow, the tube nest may become clogged. Masson-Marine gearboxes are NOT systematically provided with a thermostatic valve regulating oil temperature; this, however, is an optional equipment.

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IV-4 Gearbox control equipment The gearbox may be shifted from neutral into ahead or reverse directly by means of the selector lever on the hydraulic block. Remote control may be provided by means of cable control, pneumatic control or solenoid control. Cable control : Neutral position is the centre position of the control lever/ handwheel. Clutch engagement is obtained by rotating the control through 45 in either direction. An indicator plate on the control valve body shows the direction of rotation for ahead/reverse engagement from neutral position (there being only one position on xxxNR gearboxes, of course. A latch will hold the control in each one of its 3 positions. The inclination of the cable support bracket can be set to a number of different angles. With cable control, make sure the selector lever (or handwheel) reaches its latched positions in neutral, ahead and reverse. Make sure no excessive force is exerted on the lever and spool. Gearbox control should be advantageously linked to the engine injection pump control, so that shifting can only be carried out at idling speed.

Pneumatic control The shift valve is the same as in the case of mechanical cable control, with the same operation and shifting positions. Actuation is provided through a pneumatic cylinder. Its supply fittings = operating pressure is 4.5 bars ( 2 bars) / 65 psi ( 30 psi). 1/4" gas pipe thread Response fails at pressures < 2.5 bars (35 psi). 3 proximity switches are provided for feedback of the 3 shifting positions (neutral, ahead, reverse) to the bridge. All elements are pre-set in our factory and need only be connected. However, if some part had to be replaced for repair, make sure to: adjust the linking rod and swinging arm accurately for good alignment in all 3 shifting positions (as above; see "cable control") adjust the gap between the pointer and the proximity switches to 1 0.2 mm. Connect proximity switches as shown below : Air pressure in the cylinder will engage the: ... PORT side STARBOARD clutch clutch
proximity switch relay 24V - 270/2W +24V DC control light ground

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Electric (solenoid) remote control The shift valve is in neutral when none of the solenoids is being energized. Energizing one of the solenoids will engage the corresponding clutch. All solenoids are fed with 24 V DC. Emergency operation e.g. in case of electric supply failure is possible through a manual actuation device: either a push-button or a screw-in knob. The standard shift valve for propulsion clutch control is of the constant current type: the valve spool will remain in a given position as long as the corresponding solenoid is being energized. In other words, the solenoid has to receive 24V DC continually all the time the clutch has to be held engaged! Coil springs return the valve spool into "neutral" position as soon as voltage drops to zero. Certain CPP gearboxes (built before year 2000) may be fitted with toggle type shift valves. In that case, one 24V impulse on a first solenoid will place the valve spool in a position (e.g. "clutch engaged"). Another 24V impulse on a second solenoid will return the valve spool to its initial position (e.g. "neutral / disengaged"). The spool remains in any given position as long as there is no opposite impulse. PTO solenoid control If a clutch type PTO (or PTOs) is/are provided, their solenoid valve(s) will have to be connected, too. Just as the gearbox solenoids, the PTO solenoid is usually wired to a 24V DC source. PTO-control valves usually fitted on these gearboxes are of the toggle type: 2 solenoids are used; one 24V impulse on one of them shifts the valve into a first position (e.g. "PTO engaged"), where it will remain until another 24V impulse on a second solenoid will send the valve back into its initial position (e.g. "PTO disengaged"). IV-5 Gearbox monitoring At least the installation of a pressure gauge is strongly recommended. A pressure gauge should be connected to the gearbox; operating pressure is read at PI 2 (cf. section III-1 "Hydraulic circuit"; hydraulic block top, adjacent the accumulator ) using a connector = M 10x100. A clutch pressure alarm switch may be connected at the same point. The alarm switch will be set to 13 bar minimum pressure (pressure drop). Oil temperature gauges may be installed in the path to and from the oil cooler. Temperature alarm switches may be installed on common fittings. A lube oil pressure gauge and/ or alarm switch may be installed on the lubrication manifold, at PI 3. The alarm switch will usually be set to: 0.5 bar (alarm level) or 0.2 bar (engine stop). Other monitoring and alarm equipment may be installed, such as clogging alarm, clutch engaged/disengaged sensor, standby pump trigger switch etc., according to customer specification. Refer to Masson-Marine commercial department to explore all possibilities; contact Masson-Marine service department to find out which items have been installed on your particular gearbox, and their respective settings. For further detail, contact Masson-Marine service dept., mentioning your gearbox type and serial number! lubrication pressure PI 3

operating pressure PI 2

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W 8000-12000-16500-18000-20000 V - START-UP
Before start-up (New gears or after repair) For maximum warranty benefit, we recommend to have a Masson-Marine engineer assist to the start-up of the driveline and/or gearbox. Check up the gearbox condition. Sea-side environment may corrode the mechanical parts. If a gearbox has been held in stock for more than 3 months, remove the inspection covers and make sure no corrosion Start-up - Make sure the gearbox selector is in NEUTRAL. - Fill in the appropriate amount of oil (cf. section II-3: "Operating data") Filler plug : # 15. Caution: If the gearbox sump serves as the supply tank for a CPP system or other, add the appropriate amount of oil to the standard quantities shown. - Start the engine at idling speed. When all systems are filled, check the gearbox oil level using the DIPSTICK (# 7), engine at idling speed! Top up to the dipstick MAX-mark as necessary. - Always check the gearbox oil level using the dipstick, engine at tick-over! If the gearbox is not installed horizontally, refer to Masson-Marine service dept. for information about the required dipstick reading. - Check operating pressure and lube oil pressure; ask Masson-Marine for advice, if necessary. Pressure readings should be taken when the oil has reached its operating temperature only. (Operating pressure is set to approx. 14 bar/idle and 20 bar/full speed. Lube oil pressure is set between 0.5 bar min. pressure and 6 bar max. pressure. These readings may be somewhat higher with cold oil.) - Engage AHEAD and REVERSE gears a few times, at idling speed, to bleed the clutch circuit. Routine check - Check oil level at least every 100 h / once a week; top up to dipstick "max." if necessary. Always check the oil level with the dipstick, engine running at idling speed. - Check operating pressure at least each time the engine is started; permanent monitoring is recommended. Monitor oil temperature and make sure it settles and remains near 65 C (unless otherwise specified) and never exceeds 85 C. Carry out the 1st oil change & oil filter replacement after approx. 100 h of operation. With the first oil change, you are likely to find a relatively high concentration of bronze "powder" in your oil. This is no reason for alarm; the sinter metal linings of the gearbox clutches "wear in". has occurred on the gearwheels and bearings. Clean up if necessary. If corrosion has occurred inside the gearbox, fill in some thin oil (enough to have the suction pipe intake port immersed at all times), start the engine at idling speed and operate the gearbox for about 2 hours in neutral, and shift to ahead and reverse for a few minutes, respectively. Drain all oil. Clean oil filter. Proceed to start-up.

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VI - OPERATION
Care should be taken to always maintain the driveline in good condition. With a new gearbox, first proceed to a regular start-up (cf. chapter above). Refer to section VIII-"Regular Maintenance" to make sure about oil level, oil filter replacement, etc. Before starting Make sure the gearbox is in NEUTRAL. In fact, the nitrogen-filled accumulator may still apply pressure to a clutch, if a clutch has been engaged, even though the engine has been stopped! If, for some reason or another, the come-home device has been used beforehand, make sure the clutch previously locked with the come-home device has now been UNLOCKED and is free to move! Cold start After starting the engine, gearbox in NEUTRAL, we recommend waiting until the propulsion unit has reached a fair operating temperature at idling speed (gearbox oil at about 30 to 40 C), before gradually increasing speed and load. This is particularly important in a cold environment; very cold oil may damage the gearbox (i.e. crush oil filter). Clutch engagement - Engage clutches at idling speed only! - Increase engine speed only after clutch engagement has been completed! Warm start No particular procedure has to be followed when the propulsion unit has warmed up. Always make sure the gearbox is in NEUTRAL before starting.

18
Normal clutch operation - At ENGINE IDLE, shift the selector lever (# 17) to AHEAD or REVERSE. - Gradually increase engine speed. Clutch engagement may take between 3 and 6 seconds (approximately), depending on oil viscosity, temperature, inertia, and other things.

17

Crash-stop maneuvers (= full speed ahead to full speed reverse) These should be avoided to prevent excessive clutch wear. However, being a legal requirement, these maneuvers are possible.

PTO-clutches (if applicable) As for the gearbox, these should be engaged at IDLING SPEED only, NO LOAD on the PTO-device (winch or other), increasing engine speed and PTO load once the clutch engagement has been completed. Clutch engagement/disengagement may be effected from the bridge, through the remote control device, or directly in the engine room, acting on the manual selector handwheel (# 17) on the hydraulic block (or screw-in knob of the shift solenoid, if an electric remote control is used).

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VII - COME-HOME PROCEDURE

A- Hydraulic system failure Whatever the gearbox type and layout may be, the "AHEAD" drive clutch is identified by a little tag showing a ship steaming ahead.

In case of failure of the hydraulic system, the AHEAD clutch can be mechanically engaged, using the come-home screws. With the clutch thus locked, Neutral and Reverse are disabled! As a consequence, no maneuvers are possible! With the hydraulic system disabled, lubrication of the gearbox is poor. As a consequence, operate at reduced speed and watch gearbox oil temperature! Take care not to overheat the gearbox. The procedure is slightly different for W.... and for W .... C gearboxes. W ... gearboxes Stop the engine! For SAFETY reasons, make sure to lock the input and output shafts against rotation before introducing the comehome device. Disconnect the remote control device etc. from selector to avoid erroneous clutch engagement. Lock shift selector in NEUTRAL position. Remove the top cover (3) Insert come-home screws (2) W .... C (coaxial) gearboxes Stop the engine! For SAFETY reasons, make sure to lock the input and output shafts against rotation before introducing the comehome device. Disconnect the remote control device etc. from selector to avoid erroneous clutch engagement. Lock shift selector in NEUTRAL position. Remove bearing cover plugs (1). Remove come-home screws (2). Insert come-home screws (2) through the cover holes.

Tighten come-home screws to torque (cf. chart below). Unlock the input and output shafts. Start the engine and sail home at slow speed.

Tighten come-home screws to torque (cf. chart below). Unlock the input and output shafts. Start the engine and sail home at slow speed.

Upon arrival, remember: With the clutch thus locked, Neutral and Reverse are disabled! As a consequence, no maneuvers are possible! Once home, make sure to unlock the clutch again, unscrewing and then removing the come-home screws. Otherwise, damage might occur upon engine restart, if the ahead clutch has been left locked! Tightening torque for come-home screws: W 8 nnn XXX W 12 nnn XXX 3.5 mdaN 5.5 mdaN W 16 500 XXX W 18 nnn XXX W 20 nnn XXX 3.5 mdaN 6.5 mdaN 6.5 mdaN

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B- Remote control failure Control commands from the bridge are transmitted to the gearbox through a pushpull cable, a pneumatic system or an electric shift valve. If the remote control system fails to respond, proceed as follows: Cable control and pneumatic control: Disconnect the remote control (see arrows) and operate the selector handwheel (# 17) by hand. Electric switch valve: Disconnect the electric control and screw the knob of the corresponding solenoid into full engagement.

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VIII - REGULAR MAINTENANCE

Basically, gearbox maintenance involves regular oil changes and oil filter replacement. Visual inspection of the gears themselves may be required at longer intervals. Reconditioning intervals should also be respected (see below). Prior to any work on the gearbox and its hydraulic system (accumulator may still contain up to one pint of oil under pressure of 20 bar or more!), STOP the engine, THEN shift to AHEAD and REVERSE two or three times to dump all pressure from the system. JOB Check oil level Clean oil filter (# 21) Replace oil filter (# 21) Oil change Clean oil cooler (# 5) Visual gear inspection INTERVAL every 100 h every 500 h at least once every year (2500 h) every 2500 h or at least once a year every 500 h every 8000 h every 8000 h first replacement after 100 hours (new or reconditioned gearbox) first oil change after 100 h (new or reconditioned gearbox) raw water cooling closed circuit soft water remove inspection covers (# 14 and 16) from casing REMARKS dipstick (# 7), engine idling

We further recommend the following parts to be systematically replaced within the corresponding reconditioning cycle: JOB Replace PTO coupling spider (if any) Replace hydraulic accumulator and oil cooler tube nest Replace remote control solenoid (if applicable) Replace oil pump, suction hose and pressure hoses Replace alarm switches (if applicable) Replace clutch discs, seals, etc Replace input shaft bearings, clutch and drive pinion bearings As above, plus: Replace output shaft bearings Detailed information to be obtained from Masson-Marine. INTERVAL every 6000 h every 15000 h every 25000 h REMARKS #1 # 19 # 12 # 3, 4, 11, 13

every 40000 h

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Gearbox W 20xxx : The low speed shaft (output shaft) of this gearbox has two lip seals facing each other. The outer lip seal will not be lubricated by gearbox oil held back by the inner seal, and therefore needs to be greased. A grease cup is provided to this end in the main casing, above the output shaft flange. Renew the grease packing every 2000 to 3000 hours. See specifications hereafter.

VIII-1 Oil change 1st oil change is due after 100 h of operation. Subsequently, perform an oil change every 2500 h or once a year. Only use Masson-Marine-approved oil! If the ship has been on dry dock or laid-up for more than 3 months, oil should be changed prior to any new startup. Make sure all system pressure has been dumped. Remove drain plug to remove old oil. Re-insert plug. Refill: Remove filler plug and refill the gearbox, using the appropriate quantity and type of oil. Start engine at idling speed and check the oil level, using the dipstick (# 7, drwg. above) VIII-1.1 LUBRICATION SPECIFICATIONS Gearbox oil is supposed to provide lubrication for all moving parts and to cool the assembly, yet leaving enough friction for the clutches to transmit torque without slipping (a clutch that slips will be destroyed before long). Therefore: As a general rule, gearbox oil should be high quality mineral oil complying with the following standards: ISO VG 150 ISO VG 100 ISO VG 68 (DIN 51519) " " according to gearbox operating conditions, cooling system, etc.

Basic viscosity grade should be SAE 20 or 30 or 40 (SAE 30 being the most commonly used under standard gearbox operating conditions) Furthermore, the gearbox oil should: have a viscosity index above 100 include anti-corrosion, anti-foaming and anti-oxidizing additives show good de-emulsifying properties in water show good detergent and dispersive properties have an aniline point 95 C for good compatibility with conventional elastomeric materials have a very low proportion of anti-wear dopants contain very low sulfur phosphorous additives contain no EP-additives. It should be selected among the following oil families: "engine" type oil "hydraulic" type oil "Turbine" oils, ATF Dexron II oils, Extreme Pressure additives, Turbo additives etc. are prohibited! Grease: Grease must be compatible with nitrile rubber and should resist operation temperatures of up to 90 to 95 C. It should comply with the following specifications (ASTM D 217) : minimum penetration 265 NLGI consistency 1 or 2 dropping point < 200 C The list hereafter shows a number of oil brands and types known to give satisfactory results in MASSONMARINE gearboxes. It cannot be comprehensive, though. However, no type or brand of oil not included in this list should be used, unless specifically accepted by Masson-Marine. For any enquiry, contact Masson-Marine, or check our Web site at www.masson-marine.com sav@masson-marine.com

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RECOMMENDED OIL for MASSON GEARBOXES For additional information, see also: www.masson-marine.com Brand name "Engine oil" "Hydraulic oil" ADDINOL MINERALL GMBH, ADDINOL TURBO DIESEL KRUMPA / D ADDINOL MARINE MS 4011 AGIP PETROLI SPA, DIESEL SIGMA S ROMA / I AGIP CLADIUM 120 AGIP SCHMIERTECHNIK, AUTOL CPM HD S3 WRZBURG / D AMPOL, DEULUBE S3 SYDNEY / AUS ARAL AG, ARAL TURBORAL MOTORL BOCHUM / D AVIA MINERALL-AG, AVIA SPECIAL HDC MNCHEN / D BAYWA AG, BAYWA MOTORENL HDC MNCHEN / D BEL-RAY WESTERN PTY, BEL-RAY 21ST CENTURY MOTOR OIL WELSHPOOL / AUS BLASER SWISSLUBE, BLASOL 257 / 258 / 259 HASLE-REGSAU / CH BP OIL DEUTSCHLAND, ARISTOL HDC ENERGOL HLP 68 HAMBURG / D BARTAN HV 68 BP OIL INTERNATIONAL, VANELLUS C3 LONDON / GB BUCHER+CIE AG, MOTOREX MOTOR OIL EXTRA LANGENTHAL / CH CALPAM GMBH, HD FLEET ASCHAFFENBURG / D CALTEX PETROLEUM CORP., CALTEX DELO 500 LONDON / GB CASTROL LTD, CASTROL RX SUPER SWINDON / GB CASTROL MARINE MPX CASTROL CRD CEPSA, CEPSA SUPER SERIE 3 MADRID / E DE OLIEBRON B.V., HD FLEET OIL ZWIJNDRECHT / NL DEA MINERALL AG, DEA CRONOS SUPER HAMBURG / D DEUTSCHE SHELL AG, MAC HD SUPERIOR MOTORENL EB HAMBURG / D DUCKHAMS OIL, FLEETOL 3 BROMLEY / GB ELF LUBRIFIANTS, MILANTAR 2B ELFOLNA 68 or 100 PARIS / F ANTAR GRAPHOLIA MS ELF VISCA 68 ELF PERFORMANCE 3D HYDRELF 68 ELF PERFORMANCE SUPER ELLER-MONTAN-COMP., ELLMOTOL HD C3 DUISBURG / D ENGEN PETROLEUM, ENGEN DIESELUBE 300 CAPE TOWN / ZA ERTOIL SA, SUPER SERIE 3 MADRID / E ESSO AG, ESSOLUBE XD 3+ UNIVIS N 68 HAMBURG / D EXXMAR CM+ UNIVIS N 100 FINA EUROPE SA, FINA KAPPA SUPER BRSSEL / B FUCHS MINERALL WERKE, TITAN UNIVERSAL HD MANNHEIM / D

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GINOUVES GEORGES SA, LA FARLEDE / F GULF OIL (GB) LTD, CHELTENHAM / GB HOMBERG GMBH+CO KG, WUPPERTAL / D IGOL FRANCE, PARIS / F INA RAFINERIJA RIJEKA / CROATIA ITALIANA PETROLI, GENOVA / I KPPLER K., STUTTGART / D KLCKNER ENERGIEHANDEL, KLN / D KOMPRESSOL-OEL, KLN / D KRAFFT SA, ANDOAIN / E KROON OIL BV, ALMELO / NL KUWAIT PETROLEUM, HOOGVLIET / NL LEPRINCE+ SIVEKE GMBH, HERFORD / D LIQUI MOLY / MEGUIN, ULM / D LUBRICATION ENGIN, FORT WORTH / USA MAGNA INDUSTRIAL, HONK KONG MIN.L-RAFFIN. DOLLBERGEN, UETZE / D MOBIL OIL, WEDEL / D MORRIS LUBRICANTS, SHREWSBURY / GB NESTE OIL, ESPOO / SF OEST G. MINERALLWERK, FREUDENSTADT / D OMV AG, SCHWECHAT / A OPTIMOL LWERKE, HAMBURG / D ORLY INTERNATIONAL, VIEUX-THANN / F OSWALD KLUTH, BARGFELD-STEGEN / D PAKELO MOTOR OIL, SAN BONIFACIO / I

YORK 730 GULF SUPER DIESEL (GB) HOMBERG-MOTOR-OEL HD-SC 4 IGOL ULTRA DUTY 4D INA SUPER 3 INA SAGARTIA INA SUPER 5 INA GORGONELA S AXIA D DRIVOLIN SUPERIOR HD MOTORL S3 DEUTZ OEL SGHD-C HD-S3-C-OEL MONOGRADO SUPER S-3 MULTIFLEET SCD Q8 T 400 MONOGRADE LEPRINXOL SUPER THT MOTOROIL E MONOLEC GFS ENGINE OIL OMEGA 643 PENNASOL MOTOR OIL EXTRA C MOBIL DELVAC 1300 MOBILGARD SHC 120 MORRIS RING FREE XHD NESTE DIESEL CD DIMO HDC-MOTORL OMV TRUCK OPTIMOL OPTILUB C ORLY DRACO 3001 HOCHLEISTUNGMOTORENL HDC C3 PAKELO PKO HD 4

MOBIL DTE 16 M MOBIL DTE 18 M MOBIL SHC 526

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PANOLIN AG, MADETSWIL / CH PENNZOIL PRODUCTS, ZAANDAM / NL PLAMA SA, PLEVEN / BG PRINZ-SCHULTE, FRECHEN / D RAIFFEISEN HG NORD AG, HANNOVER / D REPSOL DISTRIBUCION SA, MADRID / E SASOL OIL, RANDBURG / ZA SCHMIERSTOFFRAFFINERIE SALZBERGEN / D SHELL ASEOL AG, BERN / CH SHELL INTERNATIONAL, LONDON / GB SONOL ISRAEL LTD, HAIFA / IL STATOIL STAVANGER / N STRUB+CO AG, REIDEN / CH SUN OIL COMPANY, AARTSELAAR / B TEXACO SERVICES LTD, BRSSEL / B TOTAL RAFFINAGE DISTR., PARIS / F TURBOTANK BSCHE+BDEKER, BREMEN / D UNIL DEUTCHLAND GMBH, BREMEN / D VALVOLINE INTERNAT., DORDRECHT / NL VEEDOL INTERNATIONAL, SWINDON / GB WEYERS+VAGEDES, BOCHOLT / D YACCO SA, ST PIERRE-LES-ELBEUF /F ZELLER+GMELIN GMBH&CO, EISLINGEN / D

PANOLIN EXTRA DIESEL HD MOTOR OIL Z-7 EMERA AERO-LINE M-C HG MOTORENL HD UNIVERSAL HD CS MIZAR SERIE-3 SASOL TOPAZ 30 WINTERSHALL REKORD ASEOL MILOR SHELL RIMULA X MONOGRADE SADOL X-400 DIESEL WAY STRUB MOTOR OIL TURBO HD SUNOCO SUPER C URSA SUPER LA TOTAL TALASSA TOTAL RUBIA S TURBO HD MOTORENL CIII UNIL MOTOR HP 4 DS ALLFLEET PLUS / HDS TOPFLITE C3 VEELDOL DIESEL HDC VEELDOL DIESELSTAR WEVAGOL EXTRA C3 YACCO AS3-SERIE YY, Y, M, X DIVINOL MULTIMAX AZZOLA ZS 68 or 100 TELLUS T 68 or T 100 TELLUS T 46

issue: 06.2001

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VIII-2 Oil filter Oil filter (# 21, fig. above) replacement is required after the first 100 operating hours. The remaining time, the frequency of filter cleaning is every 500 hours, or once every month. Replace filter at least every 2500 h (each oil change)! Note: Although the filter may be cleaned, we rather recommend its replacement. However, if you do want to clean the filter, make sure this is performed with all necessary care. Clogging of the filter will result in a loss of the internal lubricating pressure of the gearbox and faulty operation of the hydraulic circuit.

Standard oil filter The filter cartridge (10) can be removed by unscrewing its bowl (3) carrying a hexagonal nut portion (4) at its lower end. Check condition of O-ring seals (1) and (2) upon reassembly; replace if necessary. Check condition of the coil spring (11); replace if necessary.

Twin filter option Oil filter replacement is possible without stopping the engine and gearbox. Proceed as follows: - Swing lever (1) around by 180 (from F1 to F2 or vice versa). - Open bleeder screw (2) of the disabled filter to bleed residual pressure. - Remove filter bowl (3) and replace oil filter as above. The filter elements, seals, etc. are the same as in the single oil filter. Once a new filter cartridge has been fitted and the bowl tightened (with new seals), do not forget to re-tighten the bleed screw!

VIII-3 Oil cooler Oil cooler inspection/cleaning is required every: raw water: 500 h closed circuit soft water: 8000 h. Check for calcification, deposit and foreign matters in the tube nest pipes. Clean if necessary. Removal of the tube nest (Masson-Marine standard coolers see drawing hereafter): Disconnect water and oil pipings, dismount the oil cooler assembly, withdraw end covers (3) and O-ring seals (6, 7). Pull out the tube nest (1) from the cooler body (2); clean externally with kerosene and pass a fitting brush through the inside of the tubes. After completion of the clean-up, reassemble the cooler, using new Oring seals.

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VIII-4 Gear teeth Every 8000 hours, or once a year, remove the top casing cover (covers) for inspection of the gear teeth condition. Clean the casing prior to opening and eliminate all objects which may lie on it: rags, screws, etc. VIII-5 Accumulator The accumulator is pre-set, pre-filled in our factory. It does not require any maintenance; when clutch engagement becomes harsh ("clunky") and the pressure rise during shifting is not gradual, replace the accumulator. The accumulator has to be replaced as a whole; it cannot be reconditioned (diaphragm trapped in welded body). For details, see chapter III-3 "Hydraulic accumulator".

Make perfectly sure no object will fall into the gearbox. As soon as the inspection is finished, re-place the cover (covers).

("7") to push against the membrane. Nitrogen pressure behind the membrane being normally significantly higher than 2 bars, there should be a very clear resistance against the push rod action. If no resistance is felt, replace the accumulator.

A rough check of the accumulator is possible, though. If uncertain about the condition of the accumulator, engine stopped and having shifted to ahead/reverse 2 or 3 times (to dump all pressure), remove the accumulator from the gearbox and insert a rounded-end (!) rod through the fitting hole

When ordering a replacement accumulator, always mention gearbox type & serial number!

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IX - TROUBLESHOOTING
This section tries to show your way to some possible remedy for 10 basic types of "failure" other than noise or vibratory problems. The symptoms treated here are: 010 - No response 020 - Clutch drags 030 - Clutch slips 040 - Slow clutch engagement 050 - Harsh clutch engagement 060 - Low or no oil pressure 070 - High or irregular oil pressure 080 - Low or no lubrication pressure 090 - High lubrication pressure 100 - Temperature rise It tries to proceed from the simplest to the most complex job, stating: a) the possible cause: where to look at? b) the action to be taken or further investigation suggested: what to do? Noise and vibration problems will be examined apart hereafter. 010 No response: - engine-gearbox coupling: -check input shaft rotation - gearbox-prop.-coupling: - check output shaft rotation - oil level too low: - top up - no oil pressure: - cf. "low or no pressure" # 060 - control : - check control cable connection to gearbox; gearbox selector handwheel loose 020 Clutch drags: - oil level: - drain oil to correct level - water in oil: - drain all oil, change oil; check oil cooler seals - pressure leak to clutch: - check pressure in the clutch feed path (either selector outlet; selector-to-clutch feed pipe) - check selector spool position - check control position - clutch damaged: - rebuild clutch 030 Clutch slips: - oil level: - water in oil: - oil quality: - oil pressure: or: - air bubbles in oil: - control - distributor spool: - clutch damaged:

- top up oil - drain all oil, change oil; check oil cooler seals - check type of oil (additive?) - pressure too low cf. "Low or no pressure" # 060 - [pneutral- pengaged] > 1.0 bar feed pipe or piston ring leak: rebuild clutch - check suction pipe - check control cable connection to gearbox; gearbox selector handwheel loose - check spool position; spool/body wear - rebuild clutch .../...

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040 Slow clutch engagement - oil level: - top up oil - low oil pressure: cf. "Low or no pressure" # 060 - control: - check control cable connection to gearbox; gearbox selector handwheel loose - distributor spool: - check spool position; spool/body wear - feed throttle (it. "63"): - check for correct size (too small) or clogged ? (see chap. III-6 "Clutch engagement") - flow control valve (it. "18") stuck closed ? (see chap. III-3 "Clutch engagement") - feed passage: - distributor to clutch passage clogged or leaky - clutch damaged: - rebuild clutch 050 Clunky or harsh clutch engagement both clutches: - engine speed: - check engine idling speed - oil pressure: - check oil pressure at idling - oil quality: - check quality (additives ?) - feed throttle (it. "63"): - check correct size (too big) ? (see chap. III-6 "Clutch engagement") - flow control valve (it. "18") stuck open/ loose/ spring broken ? (see chap. III-6 "Clutch engagement") - accumulator deflated: - progressive pressure rise over 3-6 seconds ? (see chap. III-6 "Clutch engagement") - check / replace accumulator (see chap. III-3 "Hydraulic accumulator") one clutch only: - clutch damage: - shaft splines or discs: rebuild clutch 060 Low or no oil pressure or irregular pressure - pressure gauge: - double-check first - oil level: - top up oil - oil filter clogged - oil filter relief valve (30 bar) open or leaky (it. "7" on fig. above) - feed throttle clogged (it. "63") - feed throttle size too small ? - air bubbles in oil: - check suction pipe - clutch feed leaks: - check: [pneutral- pengaged] > 1.0 bar ? feed pipe or piston ring leak; rebuild clutch - regulator - check: - set screw (loose ?) - regulator spring (broken ?) - piston (stuck ?) - pump drive - check: - input shaft rotation - pump drive coupling broken/ pump broken - correct pump fitted ? (size; rotation; etc.): check gearbox file or contact Masson .../...

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070 High oil pressure or irregular pressure - low temperature - check temperature - oil quality - check; drain & change if necessary - pressure gauge: - double-check - regulator - check: - set screw (over-tight ?) - piston (stuck ?) - oil cooler - check: cooler oil passage clogged ? - oversize pump fitted ? - check gearbox file or contact Masson-Marine 080 Low or no lube oil pressure - pressure gauge - double-check first - oil level: - top up oil - oil filter clogged - oil filter relief valve (30 bar) open or leaky (it. "7" above) - air bubbles in oil: - check suction pipe - lube p. regulator: - check: - set screw (loose ?) Contact Masson-Marine. - regulator spring (broken ?) Contact Masson-Marine. - piston (stuck ?) Contact Masson-Marine. - oil cooler (oil path) clogged - oil pump: - (as above) 090 High lube oil pressure - low temperature: - check temperature - oil quality: - check; drain & change if necessary - pressure gauge: - double-check - regulator: - check: - set screw (over-tight ?) Contact Masson-Marine. - piston (stuck ?) Contact Masson-Marine. - oversize pump fitted ? (check gearbox file or contact Masson-Marine) 100 Temperature rise - oil level: - oil pressure: - oil cooler: - check oil level; top up & look for possible leak - check pressure (insufficient ?) - cf. "low or no pressure" # 060 - check: - cooler water passage (clogged ?) - water supply (pump / grid / etc.) - oil passage through cooler (clogged ?) - check: - oil pressure (insufficient ?) - rope around propeller ?

- clutch slip:

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NOISE / VIBRATION PROBLEMS Noise problems are particularly difficult to analyse. In fact, the "noisy" part of the driveline may not necessarily be the faulty part but merely an amplifier for a phenomenon that has its origin somewhere else. Here are a few explanations to "common noise problems". For any particular problem, please contact Masson-Marine. Irregular / transient noise or vibration: Appears under certain conditions only, and/or at certain engine speed ranges only. Possible causes may be: - engine injection pump regulator - engine to gearbox elastic coupling - propeller - gear backlash (cf. chap. II-2 "General layout") Continuous noise Permanent noise, may change in pitch and volume with engine speed and/or load. Try to localize, under which condition & where the noise occurs: - in neutral (= all the time) ? check input drive-line: engine and/or gearbox - in ahead or reverse only ? check gearbox drive-line - in ahead and reverse, with clutch engaged only ? check output drive-line: gearbox and/or propeller shaft Continuous rumble - gearbox bearing trouble - propeller trouble - drive shaft (input shaft or prop-shaft) bearing trouble Continuous whining - oil pump noise - suction pipe air leak - gear defect Recurring rattle - gear defect - bearing failure - backlash (cf. chap. II-2 "General layout")

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X - SPARE PARTS
Whenever you need technical information, help, or order spare parts, ALWAYS mention the gearbox type and serial number!

A- Hydraulic control parts

B- Oil filter parts

18- Pressure gauge 19- Accumulator 21- Oil filter

C- Electric remote control parts

D- PTO clutch control solenoid

1- Solenoid valve assembly, complete 2- Shift solenoid (24 V DC / 48 W)

1- Shift solenoid assembly (24 V DC) 2- Carrier block

E- Oil pump

11- Suction hose 12- Oil pump 13- Pump pressure hose

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W 8000-12000-16500-18000-20000 F- Oil cooler

3- Oil pressure hose block-to-cooler 4- Oil pressure hose cooler-to-lubrication 5- Oil cooler assembly

G- Oil cooler components

1- Cooler tube nest 2- Cooler body 3- Cooler end caps (2 pc.) 4- Water drain plugs (2 pc.) 5- O-ring seals; oil-water interface (4 pc.) 6- Collar ring 7- O-ring seals; water-air interface (2 pc.)

H- Pneumatic control
1 proximity switches (3x) 2 pneumatic cylinder

3 ball-and-socket joints (2x) 4 linkage rod 5 control lever

For a detailed list of (recommended) spare parts, reconditioning parts (clutch components, set of bearings, etc.), seals and gaskets, specific PTO parts or any particular spare part request, as well as for repair instructions (e.g. no pullers nor heat on the coupling flanges and gearwheels!) please contact Masson-Marine, stating your gearbox type and serial number. www.masson-marine.com sav@masson-marine.com M-GH /v.09/04-2006 page 41 / 42

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Your Masson-Marine dealer

MASSON-MARINE S.A.S
Sens France www.masson-marine.com

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