[ Technical ]
[Deltic Design] [Deltic
Manual] [PTF 9-16] [PTF 17-22] [Osprey
] [ Chap I ] [ Chap II ] [ Chap
III ] [ Chap IV ] [ Chap
V ] [ Appendix ]
PIPING, VENTILATION AND HEATING
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
FUEL OIL SYSTEM
The fuel oil system consists of ten storage tanks; two manifold tanks,
duplex filters, hand priming pumps and suitable fittings and
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
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
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.
FILLING, VENTING AND DRAINING
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
Each tank is vented through a pipe and ventilator to atmosphere above
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
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.
MAIN ENGINE FUEL SYSTEM
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
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.
MAIN ENGINE PRIMING
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.
AUXILIARY ENGINE FUEL
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.
FUEL TRANSFER PUMP
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
DESCRIPTION AND SPECIFICATIONS OF TANKS
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
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
LUBRICATING OIL SYSTEM
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
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.
FILLING, VENTING AND DRAINING
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.
MAIN ENGINE LUBRICATING SYSTEM
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
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.
MAIN ENGINE PRIMING
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.
VEE-DRIVE LUBRICATING SYSTEM
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.
DESCRIPTIONS AND SPECIFICATIONS OF TANKS, ETC.
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
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
SEA WATER COOLING SYSTEM
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
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
THE AUXILIARY ENGINE SYSTEM
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 .
FRESH WATER COOLING SYSTEM
The fresh water cooling system on each engine installation is entirely
independent of the other and only the storage tank is common to
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.
FILLING, VENTING AND DRAINING
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 CIRCULATION
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
DESCRIPTIONS AND SPECIFICATIONS OF TANKS ETC
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./sq.in.
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./sq.in.. All of the pipes for the
fresh water cooling system are pressure tested to 25 lb./sq.ln.
AIR STARTING SYSTEM
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.
MOTOR CONTROLLERS AND INDICATOR LIGHTS
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.
FILLING AND DRAINING
The air receivers are filled from the compressors through pipes and
valves to a working pressure of 450 lb./sq.in. and have a capacity of 3
cu.ft. each. The safety valve is adjusted to open at a pressure of 450
lb./sq.in.. 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
AIR STARTING SYSTEM
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
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.
THE EXHAUST SYSTEM
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
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
AUXILIARY ENGINE EXHAUST
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.
AIR SUPPLY TO MAIN ENGINE
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
AUXILIARY ENGINE AIR SUPPLY
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.
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
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
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.
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.
FILLING, VENTING &, DRAINING
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
THE FRESH WATER SYSTEM
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.
DESCRIPTION OF TANK
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./sq.in..
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
HEATING AND VENTILATION SYSTEM
REVERSE CYCLE AIR CONDITIONING SYSTEM
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.
REVERSE CYCLE SYSTEM
All necessary service information on the Marine Development Air
Conditioning System can be found in the Service Manual supplied aboard the
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.
The boat is equipped with eight 6" and two cowl vents mounted on
closable water separator cans. The cowls may be rotated 360deg.to 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
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