PTF 17-22
Boat Manual
Chapter II

[ Technical ]
[Deltic Design] [Deltic Manual] [PTF 9-16] [PTF 17-22] [Osprey Manual]
[Weapons] [Other Patrol Craft]
           [ TOC ] [ Chap I ] [ Chap II ] [ Chap III ] [ Chap IV ] [ Chap V ] [ Appendix ]






  • PTF-17-210-4315056 - Fuel Oil System

  • PTF-17-210-4315052 - Fuel Storage Tank 

  • PTF-17-845-4315015 - Tank Capacity Curves 

  • PTF-17-210-4315037 - Fuel Manifold Tank 

  • PTF-17-113-4315048 - Fuel Tank Mounting



The fuel oil system consists of ten storage tanks; two manifold tanks, duplex filters, hand priming pumps and suitable fittings and pipelines. 

The storage tanks which are identical in size and shape, are placed on either side of the center line on each side and two in the center of the tank room. 

Suitable aluminum foundations which are placed level with the floorboards, are secured to the bottom girders and frames. On these the storage tanks are mounted and secured by stainless steel straps and eye bolts. 

The manifold tanks which are identical in size and shape, are placed on either side of the center line between frame 43 and 46 below the floorboards and mounted on wood foundations, which are secured to the bottom frames and bulkhead.



The storage tanks are filled through deck fittings and filling pipes. The tank soundings can be made through this same fitting by a dipstick which is kept on the bulkhead in the after peak frame 64, starboard side. 

Each tank is vented through a pipe and ventilator to atmosphere above deck. 

The manifold tanks are fed by gravity from the storage tanks by opening three valves. First open the feed valve on the respective storage tank to be used. Second, open the valves feeding the storage tank cross connect line. These valves are located just under the floor flats adjacent to the manifold tanks. Third, the large feed valve on each manifold tank must be opened. 

The port and starboard fuel systems are cross connected by a valve between the two manifold tanks. This valve is normally closed and is intended for use in emergency only. 



The fuel system from the manifold tanks to the inlet on the engines consists of supply valves, duplex filters end associated valves and pipelines. The duplex filter and valve allow one filter to be cleaned with the engine running subject to correct arrangement of the valve on the filter. 

The supply pipelines are cross connected in the engine room through a valve and the return pipelines are cross connected through two three-way cocks and pipeline. These cross connections are for emergency use. 



 The main engine fuel system must be primed before starting. This is accomplished by using hand priming pump and valves. The hand pump suction is taken from the main engine pipe line and discharged through a valve and pipeline to a two-stage valve on the engine. The two-stage valve distributes fuel to the starting accumulators and the engine fuel system. (See Deltic Maintenance Manual).

 In the unlikely event of a failure of one priming system, a valve is fitted as a cross connection between port and starboard installation. Surplus fuel from the outlet of each engine pressurizing valve is returned through a pipeline and a non-return valve at the manifold tank. 



The auxiliary fuel system is supplied from the manifold tanks through valves and pipelines. Surplus fuel is returned through pipelines and non-return valves at the manifold tanks. 



The boat is fitted with an electric fuel transfer pump mounted just oft of the center fuel tanks. The suction is taken on the port side of the main fuel cross connect valve. There is a ball valve between the cross connect and the pump. The discharge is on deck on the starboard oft end of the deckhouse through a ball valve also located on deck. This pump is intended for fueling other boats and for draining the system for maintenance . 



Storage Tanks: The storage tanks are all welded of seawater- resistant aluminum. They have horizontal and vertical internal bulkhead stiffeners. Tank capacity: 610 gals. (US); The tanks are pressure-tested (14.2 1 lbs/sq. In.. 



The fuel oil storage tanks are equipped with external sight glasses. To use the sight glass, the plug valve at the bottom should be opened, and then the tank contents can be read on the indicator scale.


  • PTF-17-211-4315059 - Lubricating Oil System 

  • PTF-17-211-4315035 - Service Tank Lube Oil 

  • PTF-17-211-4315034 - Storage Tank Lube Oil and Coolant 

  • PTF-17-211-4315036 - Waste Oil Tank



The lubricating system to each engine installation, including the vee-drive, is entirely independent of the other and only the storage tank is common to both. Each engine lubricating system is identical and consists of a service tank and oil cooler complete with thermostatic valve and hand priming pump and suitable fittings and pipelines. 

The associated vee-drive system is separate from the engine system, but receives oil from the same service tank, see later details. The storage tank is placed below the floorboard aft of frame 43 in the tank room. 

Mounted on wood foundation between "A" and "B" girders and secured to the girders. Each service tank is identical and secured by welded brackets and other fittings to top of "A" stringer at frame 50 and 51. The oil cooler is part of the combined heat exchanger supplied by Napier is secured to the frames beneath the floorboards between the main engines. 



The storage tank is filled through a deck fitting and filling pipe on the port oft end of the deckhouse, and is vented through a gooseneck above the floorboard in the tank room. On the top of the tank there is a screwed plug to which a dipstick is fastened. 

A drain plug is fitted to the forward end of the tank. Subject to correct positioning of two four-way valves, the service tank is filled by the hand pump from the storage tank through a non-return  valve, pipeline and filter. The service tank is vented from the top cover through pipe and oil separator. to the boat's side below the gunwale. 

The oil separator should be periodically drained through the valve in the bottom. Each tank is fitted with an oil level sight glass on which maximum and minimum levels are marked. The sight glasses are easily seen from the control room window. 



 Each engine's oil pressure pump receives oil from the service tank through a diaphragm valve and pipeline. The main engine oil filters are integral with the Deltic engine. Oil is returned from the engine bottom crankcase to the service tank by the engine mounted scavenge oil pump. 

A thermostatic valve proportions the oil flow through the cooler and through the by-pass opening in the thermostatic valve, according to a pre-determined temperature setting, and the oil is returned to the service tank through a de-aerator fitted inside the tank. 



Before starting the engine, the oil system MUST be primed. Open the priming supply valve on the service tank and correctly position the two four-way valves. Using the hand pump, the oil is pumped to the priming connection on the engine. 



The vee-drives are lubricated from the main engine service tanks to simplify the cooling arrangements. 

Each vee-drive has its own oil pressure and oil scavenge pump and suction and delivery oil filters. By opening a diaphragm valve, oil is delivered to the supply filter and to pressure pump then to oil pressure filter and thence to the vee-drive sparge jets. From the bottom of the vee-drive oil is removed through a strainer incorporated in the vee-drive by the scavenge pump and returned to the service rank. 

The double oil pressure filter outboard of "B " girder cannot be cleaned while running.



The thermostatic valve is operated in conjunction with the oil cooler, and the temperature control is obtained through a wax filled capsule operating a rotary valve. This is fitted to the outlet from the oil cooler to obtain the required temperature at the engine inlet. The wax-filled capsule control in the thermostatic valve is not adjustable. If climatic condition necessitate changing the grade of oil used in the engine, the valve must be removed and a new valve fitted to suit altered climatic conditions. in the event of a sudden rise of temperature, an emergency control is fitted and the rotary valve can be manually operated to pass all oil through the cooler, After such an emergency, the thermostat should be removed and checked for correct operation. 



Storage Tank: The storage tanks are all welded of seawater- resistant aluminum. It has two internal bulkhead stiffeners. Tank capacity: 71 U.S. Gals.. The tank is pressure tested to 10.7 lb./sq.ln.. 

Service Tanks: The cylindrical service tanks are all welded of seawater-resistant aluminum. The tanks are fitted out with internal de- aerators. Total capacity of each tank: 90 U.S. gals.. Capacity to normal maximum operation lever 64 U.S. gals.. Capacity to normal minimum operating level 36 U.S. gals.. The tanks are pressure tested to 10.7 lb./sq .In.. 




  • PTF-17-209-4315057 - Seawater Cooling System 

  • PTF-17-209-4315058 - Fresh Water Cooling System 

  • PTF-17-211-4315034 - Storage Tanks, Lube Oil and Coolant 

  • PTF-17-120-4315123 - Duplex Strainer Arrangement 




The port and starboard seawater cooling systems are identical but independent of each other. Each system consists of main inlet valve with duplex strainer, engine driven centrifugal pump and suitable pipes and valves for the various installation cooling demands. 

Each system can be primed by pumps mounted on Bulkhead 64. 

The combined oil cooler and heat exchanger is placed beneath the floorboards adjacent to the center line, and secured to the frames. 

The main seawater inlet valves are placed in the after most part of the engine room, one on each side of the keel. Each inlet consists of two strainers, two ball one way flow valves and a single slide valve for selecting one strainer or the other. The object of the ball valve is to retain as much of the prime on the main engine pump as possible when the engine is stopped. 

The outboard strainer unit of each inlet is fitted with an emergency bilge suction that can be operated when either engine is running. The main engine driven pump draws water through the inlet strainer and valve, then pumps the water through a restrictor plate to control flow and then through the engine heat exchanger and discharges into the exhaust relief tube. There are two taps in the system just ahead of the restrictor plate. One lubricates the rubber bearing in the stern tube while the other supplies water for the spray in the main engine exhaust. 

A pressure gauge is fitted to each system and can be seen through the control booth window. 



The main engine seawater pump is not self-priming and must be primed before the engine con be started. This is accomplished by running each engine's individual electric priming pump. A visual indication that priming has been achieved can be seen in a flow indicator in the priming vent line on top of the main engine pump. The priming pumps are operated by switches under the control console desk. Turn the switch marked SEAWATER PRIME to the manual position to operate the pump. There is a green light on the overhead alarm panel that shows when the priming pump is operating.

  WARNING: Since the main inlet scoops are very susceptible to air entrainment and since the pump is very sensitive to air, the priming pump should be run during slow speed maneuvering and always when in reverse. 



The auxiliary engine seawater pump draws the water from a thru hull valve, strainer and pipe and then pumps it through the heat exchanger into the exhaust pipe and discharges it overboard with the exhaust . 



The fresh water cooling system on each engine installation is entirely independent of the other and only the storage tank is common to both. 

Each engine fresh water cooling system (here-in-after called coolant system) is identical, consisting of header tank, heat exchanger, thermostatic valve and suitable fittings and pipelines. 

The storage tank is placed below the floorboard oft of frame 43 in the tank room. Mounted on wood foundation between "A" and "B" girder and secured to the girders. 

The header tank is the highest point of the coolant system and is mounted in a small housing above deck level adjacent to the after engine room hatchway. The coolant heat exchanger is part of the combined heat exchanger and oil cooler, which is secured to the frames beneath the floorboards adjacent to the center line. 



The storage tank is filled from the deck through pipe at the starboard aft end of the deckhouse and vented through gooseneck above the floorboards in the tank room. On the top of the tank there is a screwed plug to which a dipstick is fastened.

A drain plug is fitted in the forward end of the tank. 

The header tank is filled from the storage tank by properly positioning the valves in the pump manifold on web frame 60 and then by the semi-rotary pump the system is filled up to the maximum mark on the header tank sight glass. 

During the initial filling operation, care must be taken to vent the engine coolant system, as detailed in Deltic Maintenance Manual. 

Should there be a loss of coolant during the running period, down to the minimum mark on the sight glass, the header tank can be "topped up" by the semi-rotary pump, but now venting is not necessary. 

From the coolant vent junction box on "B" bank exhaust manifold a vent pipe is led to an internal pipe in the heeder tank which discharges below the coolant level in the tank, 

The tank is vented by internal pipe, the open end of which is in the bottom of the tank, in the engine room. 

The engine coolant systems can be drained either by removing the drain plug in the bottom of the heat exchanger, or if the coolant is to be reused, by properly positioning the valves in the manifold pumping out the coolant with the semi-rotary pump through the hose connect piece on the pressure side of the pump.

The final draining of the coolant residue in the engine should be carried out in accordance with instructions given in the Deltic Maintenance Manual . 



The coolant is circulated by the engine-mounted centrifugal pump through the engine and from the outlet pipe to the thermostatic valve where the temperature is controlled either by passage through the heat exchanger or the bypass to suction pipe and pump. through the "Make-up pipe" The water in the header tank keeps the coolant system full 



Storage Tank: The storage tank is all welded of seawater-resistant aluminum. It has two vertical bulkhead stiffeners. Tan capacity: 71 US. Gals.  The tank is pressure tested to1]0.7 lb./ 

Header Tanks: The header tanks are all welded of seawater- resistant aluminum. They are fitted with internal perforated pipes connected to the vent pipes from the engines. The outlets of these pipes are below the minimum mark of the tanks to de-aerate the water from the engines. 

Each tank is also fitted with a sight glass mounted on a valve which is supplied with a cock for draining purposes. Tank Capacity: 9.3 U.S. gals.. The tanks are pressure tested to 7 lbs./ All of the pipes for the fresh water cooling system are pressure tested to 25 lb./sq.ln. 




  • PTF-17-201-4315060 - Starting Air System 

  • Service Manual             - Ingersol-Rand 



There are two identical air starting systems which can be cross connected. The systems consist of air compressors, air receivers and suitable high pressure pipes and valves. 

The air compressors are located just aft of bulkhead 64 in the lazarette. They are manufactured by Ingersol-Rand and all necessary service information can be found in the Ingersol-Rand Service Manual supplied with the boat. 



A motor controller switch is located under the control console desk. To operate the air compressor, turn the switch marked AIR COMPRESSOR to the manual position. When the compressor reaches 450 psi, it will cut off automatically. There is a blue light on the overhead alarm panel that shows when the compressors are operating. The air receivers are placed in brackets on the bulkhead frame 64 near their air compressor.



The air receivers are filled from the compressors through pipes and valves to a working pressure of 450 lb./ and have a capacity of 3 cu.ft. each. The safety valve is adjusted to open at a pressure of 450 lb./ The air receiver can be drained through a cock and pipe to the bilge. A pressure gauge for each receiver is visible through the control booth window. 



 For starting the main engines, the air from the receiver is led through pipes to the hand-starting valve on the forward side of bulkhead 64. 

Both engines can be started from either or both air receivers by using the cross connect valve. 




  • PTF-17-205-4315043 - Exhaust Piping - Main Engines 

  • PTF-17-205-4315044 - Exhaust Piping - Assembly 

  • PTF-17-205-4315061 - Exhaust Arrangement 



 The main engine exhaust system consists of a short flexible bellows, a cascade bend, a 17" dia. main pipe, with bend, another flexible pipe and underwater outlet fitted with a flap valve. In addition to this there is a flexible pipe and a 9" dia. relief exhaust pipe leading overboard through the transom. 

All the exhaust pipes in the engine room except the thru hull outlet are covered with asbestos cloth lagging. The 17" main exhaust pipe leads the exhaust gases through the bottom of the hull through a square outlet placed outboard of "C" stringer in the engine room.

To cool the exhaust gases before they pass through the bottom of the hull, the main pipe is fitted with an internal 1" dia. spray pipe connected to the seawater cooling system. The 9" relief exhaust pipe branches from the main pipe and passes through bulkhead 64 through the lazarette and discharge overboard through the transom. 

The pipe is flanged to the transom and bulkhead. The expansion is obtained by the rubber hose and flexible pipe. To cool the exhaust gases the main engine cooling water is connected to the pipe and discharge overboard with the exhaust. 



For starting, slow running and running astern, the main part of the exhaust gases pass through the 9" relief pipe, as the exhaust back pressure in these circumstances would be too high with underwater exhaust alone. 

As the speed of the boat increases most of the exhaust gases pass through the main underwater outlets. 

When the engines are not running, rubber lids are placed on the outlets at transom. 



The auxiliary engine exhaust consists of a muffler tank supplied by the auxiliary engine manufacturer (Onan). This engine is connected to the muffler by rubber hose and a similar connection is used between the muffler and the overboard fitting. The rubber hose is cooled by water injected in the exhaust discharge elbow on the engine. 




  •  PTF-17-204-4315046 - Air Supply Main Engines



Main engine air supply comes through a hood on the aft deck, a square plywood trunk in the aft compartment, air splitter silencers on the aft side of bulkhead 64 and ducts into the engine blower inlets The hood is fitted with a strainer-gauze. The air trunk ends ap- proximately 35" above the floorboards. Water entering the trunk with the air drains off to the bilge, and only comparatively dry air enters the silencers and the inlet ducts to the engines. 

For circulating the air in the engine room there are two blowers mounted in the lazarette and ducted into the engine room through bulkhead 64. There is also an air inlet duct in the access hood on the main engine room hatch. This duct has a hinged flap that may be hooked open for ventilation . 



Normally the auxiliary engines take air from the engine room through the hood on the deck hatch. There is also a cowl-type vent in the deck above each auxiliary engine. 




  • PTF-17-508-4315077 - Bilge Drainage System



The bilge drainage system consists of one; an electrically driven pump with suction strainers located in the crew's quarters, the officers' quarters, the tank room, the engine room and the lazarette and two; an emergency bilge suction on the main engine seawater inlet. 

Main Bilge Drainage Pump: The main bilge drainage pump is a Marine Products centrifugal pump rated at 100 gallons per minute. It is operated by a switch located in the engine room on bulkhead 49, just inboard of the watertight door. 

Bilge Manifold: The bilge manifold is located under the floor in the engine room between the two service oil tanks. Each valve controls the bilge suction in the compartment marked on the valve handle. 

As can be seen on the reference drawing, the bilge strainers and foot valves are located at the lowest point in each compartment. Periodically these strainers should be cleaned of debris that collects in the bilge. Before running the bilge pump it is necessary to open the valve on the manifold for the compartment to be pumped out. The discharge valve at the pump outlet must also be opened. The bilge pump may then be switched on. 

  • WARNING : If the bilge pump has not been run for over a month, or has been drained for some reason, it is necessary to prime it through the pipe plug on the discharge side of the pump. This is necessary because the pump is equipped with a mechanical seal that will be ruined if run dry. Once the pump has been primed and run, it should need no more priming unless it is drained. 

Emergency Bilge Suction: The emergency bilge suction consists of two valves mounted on the outboard strainers of the two main seawater inlets. The valves are connected to a common bilge strainer and foot valve just between the seawater inlets. To operate the emergency system, one main engine must be running and the seawater strainer to which the emergency suction is attached must be in use. By opening the bilge valve on the strainer in use, water from the bilge will be pumped out through the engine cooling system. 




  • PTF-17-509-4315076 - Fresh Water and Sanitary Drain System 



The fresh water system consists of one storage tank, hand pumps, and associated valves and piping system. The storage tank is placed below the floorboards in the crew's mess on the boat centerline. It is fastened to the web frame and bottom frame.



The storage tank is filled from deck through a screwed plug and pipe. The sounding pipe is fitted with a screwed plug to which a dipstick is welded. The storage tank is vented through a plastic vent pipe, the outlet being above the sink unit in the galley, in case of overflow when filling. The storage tank is not fitted with a drain but can be emptied by the hand pumps. 



Water for the crew's wash basin is taken from the storage tank through a non-return valve and associated hand pumping system. The delivery pipe can be directed to either wash basin. Water for the officers' wash basin is taken from the storage tank through a non-return valve pipe and a hand pump. Water for the galley sink unit is taken from the storage tank through non-return valve, a pipe and a hand pump. 



The storage tank is of all-welded seawater-resistant aluminum and Fitted with internal bulkhead stiffeners. Capacity: 132 U.S. gals.. Pressure tested to 10.7 lb./ 



All wash basins and sink unit drainage are discharged overboard below the water line as follows: (a) Drainage from crew's lavatory basins is led to a common discharge pipe and sea cock. (b) Drainage from galley sink unit and from officers' lavatory basin is discharged overboard through sea cocks in their respective compartment. 



The boat is fitted with two water closets, one in the crew's lavatory and one in the officers' lavatory. goes through pipes and sea cocks overboard. The water closets are Flushed with sea water from valves and pipes with hand pumps mounted on the water closets. Discharge from water closets






  • PTF -17-111-4315132 - Reverse Cycle Air Conditioning Arrangement Marine Development Manual 



The reverse cycle air conditioning system consists of a compressor one condenser unit in the converter room, and evaporator and blower unit in the port aft compartment of the deckhouse, and a thermostat on the bulkhead just outside the galley. The blower is attached to the boat's duct system for distribution of air. 



All necessary service information on the Marine Development Air Conditioning System can be found in the Service Manual supplied aboard the boat.




  • PTF -17-501 -4315075 - Ventilation 



The duct system consists of two ducts running from deck beam 39 forward. The two longitudinal ducts are joined together by a thwart ship duct between beams 39 and 40. From these ducts air outlets release forced ventilation into each compartment they pass through. The location of these outlets is shown on the reference drawing. Return air to the blower enters the blower through a duct in the plotting room. Since some air must escape from the boat through open hatches and vents, makeup air to the blower is supplied through an air inlet on the inboard side of the aft port deckhouse compartment. There is also access in this compartment for removal of the system's air filter. 




  • PTF-17-107-4315025 - Deck Plan

  • PTF-17-501-431 5068 - Mushroom Vents and Vent Pipes 



The boat is equipped with eight 6" and two cowl vents mounted on closable water separator cans. The cowls may be rotated allow air inlet from any direction, or the vent may also be closed completely by screwing down the valve plate inside the water separator can. The cowls are made of fiberglass reinforced polyester while the water separators are aluminum .The location of these vents can be found on the referenced deck plan.




  • PTF-17-107-4315025 - Deck Plan 



The boat is equipped with seven axial flow exhaust fans manufactured by Joy Manufacturing Company. These fans are mounted below deck and attached to mushroom vents above deck. The locations of these fans are shown on the referenced deck plan. 

Each exhaust fan is operated by a switch in close proximity to its respective fan. The two exhaust fans at the aft end of the engine room are operated by a switch under the control console desk. There are two amber lights on the overhead alarm panel that show when these fans are operating.