WLB 225’

Center Section Overhaul Manual

Main Diesel Engines
(Caterpillar 3608)
 Forward
      The purpose of creating this documentary of the overhaul process on a USCG 225’
WLB Sea Going Buoy Tender is two fold.  The first purpose of this “how to” book is to
provide Commanding Officers, Executive Officers, Engineering Officers, ship’s
compliment and servicing NESU’s a step by step process of the overhaul to enhance
planners prior to the commencement of the overhaul (Section 1: Preparation and Section
2: Interference Removals). Completing a center section overhaul on two engines at one
time proved to be very successful.  Prior to commencing the 35 day process, we
contacted our servicing NESU (NESU BOSTON) and the Caterpillar Dealer to have a
meeting to discuss this project.  I believe that was a key factor to gathering valuable input
and insight from all members of the center section overhaul team.  This meeting helped to
lay out the foundation for what was to be expected from all personnel involved with the
center section overhauls.  We set this meeting one month ahead of the start of the
scheduled overhaul.  This ensured that all members had sufficient time to prepare for this
project and that any early issues where mitigated.  The success of this meeting cannot be
overstated.  After the meeting, we sent out the signed memo (Section 6: Enclosures) to all
participants as a recap of items discussed.  Another successful preparation measure was
researching and renting a Portable Storage Area.  The combined efforts of the DC and
Main Propulsion Divisions enabled for maximum use and storage of the Portable Storage
Areas.
      The second purpose of this book is to provide a visual snap shot of how the entire
process played out from unbolting the Bolted Equipment Removal Patch (BERP) to
removing and installing over 13 tons of engine parts into MMR (Section 3: Disassembly
Phase and Section 4: Rebuilding Phase).  This book was created to help provide a
colorful and visual representation of each phase of the overhaul.  Each chapter provides a
brief synopsis of what we did to complete the phase and what we accomplished to save
time completing each task.  For instance, we used the new cylinder liner boxes for
transportation of completed “power pack” assemblies (Section 4: Assembly Phase).  This
process enabled us to safely build, stow, and move the “power pack” assemblies.  By
utilizing this method, extensive time was saved vice the conventional method of
installing the cylinder liner, piston and connecting rod assembly, and connection rod cap. 
Also depicted in the same chapter is the roller system.  We procured the rollers through
the MSC Company.  We utilized a roller assembly system which allowed for the 500 LB
“power pack” assembly to be easily moved from the buoy deck to the mess deck.  
       I would like to thank all the members of the center section overhaul team for their
hard work and dedication to this project.  Their innovative solutions coupled with their
high degree of professionalism were the key factors in the completion of this project. 
The outstanding team performance by each member of the center section overhaul team
helped with completing this project ahead of the scheduled completion date. 

ENG2 Jeff Verville

Engineer Officer
 USCGC WILLOW (WLB 202)

Table of Contents

1.         Preparations:
            a.  Pre-overhaul meeting
            b.  Government Furnished  Equipment (GFE)
            c.  Temporary part stowage
            d.  Marking systems
            e.  Engine part dollies
 
2.         Interference removals:
            a.  MMR Ventilation trunks
            b.  Engine electrical systems
            c.  Bolted Equipment Removal Patch (BERP) (1-66-1-Q)

3.         Disassembly phase:

            a.   Engine cylinder heads
            b.   Piston/Connecting rod assembly
            c.   Cylinder liner removal
            d.   Aftercooler
            e.   Camshaft segments

4.         Re-building Phase:

            a.   Camshaft segments
            b.   Crankshaft main bearings
            c.    Power pack assembly
            d.   Cylinder head assembly

5.         Break-in Procedures

6.         Enclosures
            a.  Agenda meeting Memo
            b.  MDE Progress Meeting Memo
            c.  MDE Break-In Procedure Memo
            d.  MDE Post Overhaul Meeting

7.         Parts List

8.         Consumables

9.         Special Tools

10.       Overhaul Team Members

-1-
Section 1: Preparationsff

-2-
 1. Preparations

Administrative

            Preparing for the center section overhaul on the WLB 225’ Main Diesel Engines
(MDE) required some extensive planning.  Upon initial notice that WILLOW was going
to be completing the center section overhaul (Caterpillar calls overhaul an “in frame”
overhaul), I discussed the option of staging a pre-overhaul meeting with my
Commanding Officer and Executive Officer.  Once the decision was made to have the
meting, I drafted a pre-overhaul meeting agenda (Section 6: Enclosures).  For the
meeting, I contacted the tech reps for Caterpillar, NESU and MAT representatives.  The
meeting lasted approximately two hours with classroom discussions and a site visit on
WILLOW.  This meeting was scheduled approximately one month prior to
commencement of the overhaul project.  Amongst the topics that we discussed were:
a. Scope of work
b. Work schedules
c. Special tools/hand tools required
d. Team Development
e. Parts stowage
f. GFE and GFE concerns
g. PPE requirements
h. Consumables required
i. Concerns with ship’s force, MAT team, or technical rep.

           Upon completion of the meeting and site visit, I created another memo to recap the
listed discussions.  The Both Main Diesel Engine Overhaul Meeting Agenda Minutes
(Chapter 6) was sent to all members that attended the meeting.  This also opened up
dialogue between all members of the center section overhaul team and allowed for
questions to be asked and answered by all members of the team.

Government Furnished Equipment

            Another item requiring extensive preparation was the Government Furnished
Equipment (GFE) list reviewed at the meeting.  Shortfalls in parts were identified and the
Engineer Officer worked directly with the Type Desk Manager (TDM) to rectify any
parts shortfalls. 

-3-
 Temporary Storage

            Prior to starting the project, another question that was discussed was the location
of where unit would stow all of the engine parts.  The center section would provide
numerous parts that needed to be removed (power pack assemblies, cylinder heads,
cylinder head rocker arm assemblies etc…), and stowage in the MMR was limited due to
both MDE’s being overhauled simultaneously.  Unit rented two PODs and used ship’s
buoy crane to load on the buoy deck.  The POD was placed on the AFT part of the buoy
deck near BLKHD 57.  We left the entrance to the POD’s roll up door open to the
QAWTD 1-57-2 to allow for easy access to the parts stowage area. WILLOW also
procured 24 plastic totes to keep all removed engine parts in.  The totes were marked
with the corresponding cylinder and engine.  This process ensured that all of the required
parts that need to be re-installed on the engine would put placed back to their original
cylinder.   WILLOW staged all of the replacement parts in MAT NEWPORT’s facility. 
This would prevent any of the parts being misplaced or damaged on the cutter.

Portable Storage Area Near At BLKHD 57

 
        16’ Portable Storage Area                Opening staged near QAWTD 1-57-2
 -4-
Temporary Storage

            After purchasing one 16’ Portable Storage Area, we deemed that it was necessary
to rent another Portable Storage Area.  The rental price of the 16’ storage area was $242.
90.  There was little lead time needed to rent these storage areas.  Once we received the
storage areas, we placed our plastic totes and set up the Portable Storage Area for parts
stowage.

Totes and associated engine parts stowed inside the Portable Stowage Area

            Our DC Division along with members of Main Prop designed and built this
injector stand from ¾” plywood.  A hole saw was used to drill holes to the exact
measurements of the injectors.  This storage system provides safe storage for the 40lb
injectors (which were reused).  All holes were labeled with the corresponding cylinder
and engine.  Shelving units removed prior to returning the Portable Storage Areas.
 -5-
Marking Systems

            As with any disassembly and assembly project marking of components is key. 
Prior to the start of the project, the Main Propulsion Division marked all explosion
covers, crankcase covers, cam covers, jacket water piping systems, governors, and other
engine components.  Completing both center section overhauls even proved more critical
that the parts are matched to their corresponding engine. 

Outboard of #1 MDE.  Notice markings on access covers.

 

                  
             #1 MDE Governor                                                      #2 MDE Oil

spinners    
Marked J/W and L/O lines on #2          
   MDE
Engine Part Dollies
            Another invention that our Damage Control and Main Propulsion Division
personnel created was the wooden engine part dollies.  These dollies were constructed
with a 4’ x 4’ wooden structure.  The overall dimension of these dollies were 18” wide by
30” long and 5 ½” high.  We also bought heavy duty casters (1000 lb capacity) through
the MSC company (p/n 89742589). The combinations of the hardwood frame coupled
with the heavy duty capacity were ready for engine equipment removal and installation. 
The wooden dollies also had a lip that extended past the overall length of the 4’ x 4’
frame.  The engine dollies’ lip ensured that engine parts could be slid over QAWTD
combing.  

Wood work being completed

The top plate being added to the dolly.  The casters were through bolted (with ¼ 20
hardware to be able to withstand the heaviest of engine parts).
 Engine Part Dollies

Finished product.  Notice the lip that extends past the 4’ x 4’ frame.
 -8-

Section 2: Interferences
 -9-
2. Interferences
Engine Room Ventilation
            Amongst the myriad of interferences that needed to be removed from MMR was
the engine room supply ventilation which is bolted directly above both MDE’s.  This
phase of the project took approximately two days. The reason that the ventilation needed
to be removed was twofold:
1. Easy access to the installed chain fall rails
2. Allow removal/lowering of heavy engine parts through the Bolted
Equipment Removal Patch (BERP) (1-66-1-Q) on the mess deck.

                            
PORT side MMR ventilation                                        STBD side MMR
 -10-

Interferences
Engine Room Ventilation
 Picture is taken from between MDE’s looking to OVHD.
Above ventilation plenum is MMR’s BERP (1-66-1-Q)  

           
PORT side ventilation trunks removed               STBD side ventilation trunks removed

-11-
Engine Electrical System
            Another preparation that needed to be completed prior to engine component
removal is removing electrical components on both MDE’s. The electrical interference
removals include:
a. Cylinder pyrometers
b. J/W RTD’s
c. J/W temperature
d. J/W temperature (local)
e. L/O temperature sensor
f. L/O level
g. L/O MPCMS sensor
h. L/O temperature (local)

     

Technicians disconnecting cylinder pyrometers prior to engine disassembly

-12-
 Engine Electrical System

                         Pyrometer terminal block

Pyrometers marked prior to removal

 J/W RTD with local J/W temp gauge

-13-
 Bolted Equipment Removal Patch (BERP)
(1-66-1-Q)
            Removal of the Bolted Equipment Removal Patch (BERP) will greatly
facilitate the removal and installation of the larger engine components.  Utilizing
the installed trolley/chain fall system to position parts below the BERP, allowed a
straight pick from using the lifting pad directly above the BERP in the mess deck
overhead.   Another key design of the BERP is the fact that all of the major engine
components that were removed and installed could be completed without
removing the entire MMR ventilation plenum.  Hours were saved by using this
method vice removing the components utilizing the MMR ladder.

       
Technicians removed the pan head screws from the BERP

14-
Section 3: Disassembly Phase

-15-
 3. Disassembly Phase
Cylinder Heads
            Once all of the electrical interferences are removed, the next phase of the project
is the cylinder head or ‘top end’ removal process.  Each cylinder head contains two intake
and two exhaust valves with four replaceable valve seats.  Each valve moves in
replaceable valve guides that are pressed into each cylinder head.  Each cylinder head is
clamped to the block by four studs.  Every stud is hydraulically tensioned utilizing a
special tool (HYTORK machine).   The removal process includes removing the following
engine components:
a. Valve cover
b. Rocker arm assembly
c. Fuel injector
d. F/O supply and return lines
e. Exhaust manifold
f. Intake manifold
g. J/W riser

    
Technicians removing rocker arm assemblies from the #1 MDE.  All associated cylinder
head equipment must be removed prior to removal of the cylinder head from the engine
block.  Each component was placed into the cylinder’s corresponding marked plastic tote
in the Portable Storage Area located on the ship’s buoy deck.  This ensured that there was
adequate room within MMR throughout the duration of the center section overhauls.
Remanufactured cylinder heads would replace the original cylinder heads

-16
 Cylinder Heads

Technicians removing the J/W riser on the #2 MDE

Plastic tote with cylinder specific engine parts. Note the identification markings

-17-
 Cylinder Heads

             CAT Tech Rep removing valve bridges on #2 cylinder on the #2 MDE

Picture showing four cylinder head bolts

-18-
 Cylinder Heads

#1 MDE cylinder heads ready for removal from engine

-19-
 Cylinder Heads

With the BERP removed the three remaining ventilation trucks were removed allowing
for a straight pull for the 460LB cylinder heads

Cylinder heads ready for removal from the #1 MDE (viewed through BERP).
-20-
 Cylinder Heads

 Cylinder head being hoisted from MMR.

-21-
 Cylinder Heads

Engine Dollies at work. Notice the lip of the dolly extending past the coming of the
QAWTD 1-57-2.  This ensured a smooth transfer of the cylinder head from each dolly.

-22-
 Pistons and Connecting Rods
Once all of the cylinder heads have been removed from the engine blocks, the next parts
to be removed are the piston and connecting rods.  Utilizing a CAT special lifting
bracket, the piston and connecting rods are removed from the engine.  The CAT special
tool uses two bolts (1/2” x 13 NC) that bolt the lifting bracket to the crown or top of the
piston (provided by CAT tech rep).  Prior to removing the piston, the piston cooling jets
need to be removed.  The purpose of these cooling jets is to ensure that an adequate
amount of L/O is supplied to the under side of the piston.  This helps to remove heat from
the aluminum piston.  Also, remove the connecting rod cap.  The crankshaft might have
to be rotated to allow access to the connecting rod cap. Once connecting rod caps and
piston cooling jets are removed (and CAT lifting bracket is bolted to the piston), the
piston/connecting rod assembly is ready to be removed from the engine block.   The total
combined weight of both the piston and the connecting rod is 225 LBS.

 
Technicians are removing the #2 piston/connecting rod assembly from the #1 MDE. 
Notice the connecting rod cap on the upper right hand corner of the picture.  Both the
connecting rod and the piston cooling jet must be removed prior to removing the
piston/connecting rod assembly from the engine.

-23-
 Pistons and Connecting Rods

View from the mess deck as another piston/connecting rod assembly is being ready to be
removed from the #1 MDE.

Plywood is placed over the deck of the engine block.  All cylinder head mounting bolts
were removed from the engine deck.  Plywood prevented any accidental impact to the
crankshaft journals.

-24-
 Pistons and Connecting Rods

Connecting rods, pistons, piston pins, and cylinder head bolts laid out on the buoy deck. 
The piston was removed from the connecting rod.  In the forward part of the matting is
the piston pin or ‘wrist pin’ that fits inside the inner diameter of the upper connecting rod
through the piston bosses on the piston.  The only MTR (Mandatory Turn In for Repair)
is the connecting rods.  All other items (pistons, bearings, wrist pins, etc…) are
discarded.

-25-
Cylinder Liners
            The cylinder liners of the CAT 3608 are the removable ‘wet type’ liner (liner is in
contact with the CAT Long Life anti-freeze).  These removable cylinder liners were
replaced during the center section overhaul.  The cylinder liner is sealed with an O-ring at
the top of the cylinder with three O-rings in the middle of the liner.  These O-rings
provide a seal between the liner and the engine block.  Prior to removing the cylinder
liner, ensure that the journals of the crankshaft are protected to prevent any dirt or debris
from falling on the crankshaft.  A hydraulic pump or manual pump is used to ‘break free’
the liner from the engine block  The CAT special tool (liner lifting bracket) is securely
fastened under the lip of the cylinder liner for removal and installation.  The weight per
cylinder liner and the CAT special lifting tool is 280 LBS. 

              
                    Cylinder liner removed from #3 cylinder on the #1 MDE

-26-
After Cooler
            Another item that WILLOW removed was the 3608’s after cooler.  The first step
that needs to be completed in removing the after cooler is the disassembly of the air shut
off group.  Remove the elbow from the turbocharger leading into the after cooler
assembly.  Once this elbow is removed, the air shut off group (i.e. rig saver) can be
removed. Remove both the water inlet and outlet tubes.  Sling the after cooler body and
remove the bolts that secure the after cooler to the engine block.  The weight of the after
cooler assembly is 175LBS.

The air shutoff group or “rig saver”.  This device is inline from the turbocharger to the
after cooler.  The purpose of this device is to secure the air to the 3608.  The emergency
pull cables are connected to this device should the need arise to secure the MDE in an
emergent situation.  This device has a ‘blade’ that swings down when activated
preventing any air from the turbocharger entering the after cooler.  At the very top of the
air shutoff group is the reset/position indicator.  Once the emergency trip has been
activated, a quick look at this indicator will tell the watch stander the position of the
‘blade’.  When the casualty has been corrected, a special wrench is placed on the
indicator and the ‘blade’ is the latched in the open position. 
Note:  This device must be tripped prior to removal from the engine.  If the device is not
tripped prior to removing the ‘blade’ could accidentally trip causing serious injury to
personnel.     

-27-
After Cooler
           

Technician hoisting the ‘core’ of the after cooler.  Cores from BMDE’s were sent out and
professionally cleaned.
-28-
 Cam Shaft

            The camshaft on the 3608 series engine is comprised of segments.  These cam
segments can be accessed through access ports on the side of the engine block. The 3608
camshafts are the LATER model.  Each cam segment has three cam lobes the operates
the push rods which performs one of three functions:
a. Outer lobe: Operates INTAKE valves
b. Outer lobe: Operates EXHAUST valves
c. Center lobe: Operates the unit injector

Cam segments removed from the #2 MDE.  The 3608 series engine has nine cam
shaft bearings that support the cam shaft.  These replaceable precision type
bearings were renewed during the center section overhaul.  On the top right hand
side is the 77LB camshaft drive gear that is bolted to the camshaft on the back of
the engine.  Next to the camshaft segments is the 3608’s after cooler housing. 

 Camshaft access ports

Section 4: Installation Phase

-30-
4.  Installation Phase
 Cam Shaft

            The cam shaft segments are installed via the access ports within the engine block. 
It is imperative that the correct camshaft segment relationship be observed at all times as
the timing of the engine is affected by proper camshaft installation.  The camshaft
segments are doweled together.  Use of the CAT special tool allows for the camshaft
segment to be rolled into their respective location.  Each camshaft segment is bolted
together and torqued down to a final torque of 175 +/- 30 ft lbs.  Rotate the engine as
necessary to tighten all bolts.  Camshaft gear has a final torque of 1480 +/- 200 ft lbs. 
Upon completion of installation of all engine components, refer to the CAMSHAFT
TIMING CHECK in TESTING and ADJUSTING, form number SENR3599-01.

Technician tightening down camshaft segments on the #2 MDE.

The camshaft is timed to the crankshaft when a pin can be inserted through the cylinder
block and into to a timing hole machined into the rear camshaft journal, with the
crankshaft pinned at top dead center on the number one cylinder. The camshaft timing
pin on the engine is stored in a hole that is machined in the block found above and to the
left of the timing location.  *WARNING:*  DO NOT ROTATE THE CRANKSHAFT
WITH THE TIMING PINS IN PLACE (CAMSHAFT AND CRANKSHAFT) 
SEVERE DAMAGE WILL OCCUR TO THE PIN, JOURNAL, AND BRACKET
AND THE PIN MAY BE DIFFICULT TO REMOVE FROM ENGINE.

-31-
                                             Installation Phase
 Cam Shaft

Torqueing down the camshaft segments

-32-

                                             Installation Phase

 Cam Shaft

Camshaft gear installation on the #2 MDE

-33-
Main Bearings
 The CAT 3608 crankshaft main bearing inspection/replacement can be completed
with the crankshaft in place.  There are nine main bearing sets on the MDE.  Each
set of precision type split bearing is renewed one at a time to prevent any
misalignment of the crankshaft.  The CAT special tool is used to help facilitate
the safe removal and installation of the main bearing cap.  A hydraulic pump with
tension cylinders are used to remove/install the main bearing caps. The bearing
has a locator tab and clockwise rotation of the engine is necessary for upper half
of the main bearing to be removed (when viewed from the flywheel end).  During
the installation phase, ensure thread lubricant is used on the main bearing saddle
bolts.  Upon complete installation of all main bearings, ensure that the engine can
be rotated freely without any binding conditions. 

Main Bearing Special Lifting Group. Notice the hydraulic tensioner cylinder below the
lifting group assembly.  The hydraulic tensioners are connected to a hydraulic hose that is
connected to a high pressure hydraulic pump.  The handle in the right of the picture
assists in lowering/raising the main bearing saddle into place and facilitates the bearing
renewal process.  The main bearings were renewed by the same two personnel retaining
continuity throughout with the main bearing replacement.   This process took
approximately five days. 

-34-
                                                 Main Bearings
Lowering of the crankshaft main bearing saddle.

-35-
Main Bearings
Technician is ensuring main bearing saddle is ready for installation

-36-
Roller system
            Utilizing two roller systems that we procured (from MSC Company) allowed for
easy transportation of the cylinder heads from the buoy deck to the mess deck for
installation.  We also removed QAWTD 1-66-2 (during the work day) to allow for the
rail system to span the passageway from the buoy deck to the mess deck.

               

-37-
Roller system
Blocks used to support roller system

Roller system in place

-38
Power Pack Assembly
            When installation of the cylinder liner, piston, and connecting rod was discussed
the determination was made to lower unit as a completed assembly known as a ‘power
pack’.  The cylinder liner box was used as a staging area for the power pack assembly.
The top of the box was cut in a shape slightly larger than the connecting rod cap using a
jig saw.  Once this opening was cut, the connecting rod was placed inside the box and the
piston (with piston rings) was placed on the connecting rod. The wrist pin was then
inserted through the piston bosses and the upper end of the connecting rod.  Once this
assembly was complete, the assembly was lowered into the cylinder liner.  This assembly
saved time. All eight power pack assemblies were lowered and placed into the #1 MDE
in one day.  The conventional way of first inserting the liner in the block then the
piston/connecting rod assembly would have taken days to completely install into the
engine block. The cylinder liner lifting tool was used to lower the complete assembly into
MMR and the MDE.  Total weight of power pack assembly is 500 LBS.

Piston and rings

                                            
Preparing the connecting rod                                                     Lowering the piston
-39-
Power Pack Assembly
Piston, wrist pin, connecting rod assembly

-40-
Power Pack Assembly
                         
Utilizing a jig saw, the top of the cylinder box was cut for safe storage of the
piston/connecting rod assemblies.  Boxes were also used to transport power packs.

-41-
Power Pack Assembly
                
The complete power pack assembly

-42-
Power Pack Assembly
Power pack assembly being lowered into cylinder liner box

-43-
Power Pack Assembly
This picture denotes how the power pack assembly was lowered into the engine.  A CAT
special tool covered the connecting rod bolts.  The aluminum special tool protects the
crankshaft journal from any accidental hits from the 500 LB power pack assembly.
-44-
Power Pack Assembly
We used the cylinder liner boxes as ‘portable staging’ for the power pack assembly.

-45-
Power Pack Assembly
 Power pack assembly being lowered into MMR.
Note:  Fabricated removable wooden guard around BERP opening.
-46-
Power Pack Assembly
 -47-
Power Pack Assembly
          

Technician lowering power back assembly over #1 MDE cylinder block

-48-
Power Pack Assembly
Technician removing the connection rod cap.  This will allow the power pack assembly
to be lowered on the crankshaft.  Special aluminum guides were placed over connecting
rod bolts to prevent gouging of crankshaft.
-49-
Power Pack Assembly
All eight power packs were installed on the #1 MDE in one day.  By installing the power
pack assembly as a complete assembly saved several days of work.  The conventional
process of installing the cylinder liner then piston assembly would have taken longer.
-50-
Power Pack Assembly
Cylinders 5-8 installed on the #1 MDE.  The two rods on each side of cylinder five are a
CAT special tool.  This special tool allows for the liner to be pressed evenly into the
cylinder block. Two head bolts are used to help with pressing the liner into the cylinder
block. 

-51-
Power Pack Assembly
                                      

Power pack assembly being transported on the roller system.  Notice the use of the
cylinder liner box as a means of storage and transportation of the power pack assembly.
         

Power pack assembly stationed on the mess deck for lowering into the #2 MDE.
-52-
Cylinder Head Installation

                    

Cylinder heads being placed on the roller system utilizing the buoy crane.
                     

The use of the roller system saved time and assisted with the prevention of any personnel
injury.  By using the roll system, the parts were easily transported utilizing two personnel
(one on each side) to guide the cylinder head to the mess deck.  There were three to four
personnel at the buoy deck staging area and the mess deck staging area to help with
moving the cylinder head. 
-53-
Cylinder Head Installation
Channel iron was used as a guide for the fabricated engine part dollies.  One end of the
channel iron was drill to all allow for two BERP pan head screws to be inserted. This
ensured that the channel irons would no move when the engine dollies were rolled on the
channel irons.  This rail system permitted a direct lift with the electronic chain fall (which
was shackled to a lifting eye in the mess deck overhead) thus preventing a swinging
action of the load over the BERP opening.
-54-
Cylinder Head Installation
 Cylinder head placed on engine dolly.  Notice the wheels aligned in the channel.

                  
Cylinder heads prepped and ready to be placed on the channel iron rail system.  These
two pictures are showing the wooden safety rails that were placed around the removed
BERP soft patch.  The wooden safety rails ensured that the area around the removed soft
patch was cordoned off preventing any personnel from falling into MMR.  The wooden
safety rails were constructed in a manner that permitted quick assembly and disassembly
at the end of the removal lowering process.  Our center section overhaul team
coordinated this process with the FS staff to ensure that the daily meal times were not
impeded.
-55-
Cylinder Head Installation
Cylinder head being lowered into MMR

-56-
Cylinder Head Installation
Cylinder head suspended using the installed chain fall system in MMR

-57-
Cylinder Head Installation
   

Cylinder head being lowered onto the #2 MDE.

Engine cylinder head being lowered onto the number six cylinder.

-58-
Cylinder Head Installation
All eight cylinder heads installed on the #2 MDE.  The cylinder heads were installed in
one day with the combined efforts of Deck Force and the center section overhaul team. 

-59-
Cylinder Head Installation
Hydraulic tensioners used to stretch the bolts to allow for the head bolts to be tightened
by hand.  Once pressure is released, the cylinder head is torqued to the proper toque.
-60-
Cylinder Head Installation
                     
Technicians installing the hydraulic tensioners on the cylinder head.
-61-
Cylinder Head Installation
Lifter assembly installed on the #2 MDE.  Lithium grease was placed on cams for
lubrication purposes for initial start up of the engine.

-62-
Cylinder Head Installation
The intake and exhaust valve timing was completed after all valve train components were
installed on the engine.  Caterpillar uses the dial indicator method for setting valves.

-63-
Cylinder Head Installation
Intake and exhaust valves being set using the dial indicator method.  Intake valves are set
at 0.60mm and Exhaust valves are set at 1.0mm.

-64-
 Cylinder Head Installation

Picture of the #1 MDE with valve covers installed.  One of the last parts to install was the
exhaust manifold that is mounted to the right of the cylinder heads.
-65-
Section 5: Interferences

-66-
 Interferences

Once all of the major engine parts were lowered into the MMR, all of the interferences,
electrical, and sub systems (after cooler, air start motor, fuel lines) were installed.  Upon
inspection of the both the engine sumps, the sump covers were installed and engine oil
was added to both main diesel engines.  CAT long life coolant was also added once the
major engine components were installed (powerpack assemblies and cylinder head
assemblies).

Technician tightening a vent on the vent plenum for MMR

Technician making electrical connections for the #2 MDE

-67-
Section 5: Engine Break In Phase

-68-
 5. Engine Break In Phase

     Once both main diesel engines were completely assembled, both engines were barred
over by hand.  This was completed to ensure that there was no binding in any of the
rotating parts.  Also, all sump covers were removed and the pre-lube pump was energized
to ensure that all of the bearings were receiving an adequate amount of oil flow.  Once
this completed, all sump covers were installed. 

     Prior to starting both main diesel engines, MMR bilges were cleaned and a field day
was completed in MMR.  This was completed by all Engineering Department personnel
with key personnel placed in supervisory roles to ensure that their respective zones were
clean prior to engine start up.  ETT also completed a full battery of BECCE’s (Basic
Engineering Casualty Control Exercises) with the entire Engineering Department.  This
battery of BECCE’s included all propulsion related casualty scenarios.  Also, the ship
completed a ship wide Main Space Fire drill (CG-DC-06 (U/W), IAW cutter’s Main
Space Fire Doctrine. 

    Once the main diesel engines were started, the bearing temps were recorded at
specified intervals as per Caterpillar engine break in procedures and NSTM 233.  Prior to
completing the battery of engine tests, we completed M-A-2050 MDE Overspeed tests
using the verify 75% push button.  Both main diesel engine tripped at the specified
ERPM (765 ERPM).  By completing this procedure and testing the air shut off valves, we
were confident that we could safely secure the engines in an emergent situation.  Below is
the time interval that we used to inspect all bearings.

a. 350 ERPM’s – 05 minutes

b. 450 ERPM’s-  10 minutes
c. 525 ERPM’s-  15 minutes
d. 648 ERPM’s-  15 minutes
e. 900 ERPM’s-  10 minutes
 
      Under way loading condition was completed as per Caterpillar engine break in
procedures and NSTM 233.  Below is the time and load interval.

a. 25% rated load (HP 2.5) for one hour

b. 50% rated load (HP 5.0) for one hour
c. 100% rated load (HP 10.0) for one hour

-69-
Section 6: Enclosures

-70
                                                                            
 Section 7: Parts List

-80-
3608 Major Overhaul (Both Main Diesel  
Engines) 
Description QTY Part Number
Piston 16 241-4949
Piston Pin 16 7C-1412
Pin Retainer 32 7C-1413
Conn Rod 16 0R-3282
Rod Bearing 16 4P-6125
Rod Nut 64 205-0640
Rod Bolt 64 1W-0098
Retainer Bolt 32 4W-8344
Piston Ring 16 135-5149
Piston Ring 32 129-3581
Piston Ring 16 175-6597
Oil Ring 16 111-0281
Rod Bearing 16 227-2902
Cylinder Head 16                  
0R7467
Head Gasket Kit 16 9X-2838
Cam Bearings 18 1W-0105
Cylinder Liner 16 179-3167
Liner Seal 48 1W-0118
Liner Seal 16 1W-0115
Thrust Plates 4 1W-1174
Main Bearings 18 129-4054
Washer 18 4K-0684
Main Bearing Nut 31 1W-0123
Main Bearing Nut 5 1W-0123
Main Bearing Washer 36 1W-0122
Bearing Stud 36 1W-0121
 Bolt 18 3S-7079
Cylinder Sleeve 16 175-5060
Retainer 16 1W-4152
Retainer 48 1W-4153
Orfice 2 7W9818
Wear Sleeve 2 160-8173
Regulator 8 1209453
Thermostats 8 1983427
Ring 8 7E7209
Protector 8 1853545
Meter Kit 2          6T7337
Body 2          7W7825

Description QTY Part Number

Adapter 4 123-6256
Adapter 4                  
7C4299
Piston Valve 4 1W-2243
Spring Valve 4 1W-2240
Valve 2         7C0592
Valve 16 1975807
Valve 1 1W2834
Piston 4 1W-2242
Piston 4 7W-9425
Spring 4 2G-5664
Bolt 250 7L-6443
Bolt 6 7L-6443
Nut 256 2N-2766
Washer 500 8C-8491
Washer 20 8C-8491
Gasket 12 4W-7749
Plate 4 1686357
Gasket 2 2W4026
Gasket 2 4W7394
Gasket 4 134-5641
Gasket 56 134-5643
Gasket 2 7W3688
Gasket 2 7W3269
Gasket 2 2W4026
Gasket 12 2W-5023
Gasket 2 7W2018
Gasket 4         4W7749
Gasket 2 1S5772
Gasket 2 8N8452
 Gasket 2          9Y9842
Gasket 4          7W3270
Gasket 2          9Y9842
Gasket 2          7W2018
Gasket 6          2W5023
Gasket 2          7W3688
Gasket 2          7W3270
Gasket 16 1367730
Gasket 28 1347730
Gasket 2 1345641
Gasket 2 1895913
O-Ring 16 614-545
O-Ring 4 6V5066
Description QTY Part Number
O-Ring 8 8T-2903
O-Ring 2 6L7817
O-Ring 16 6I4545
O-Ring 4 2594600
O-Ring 4 6V-3835
O-Ring 4 6V-3833
O-Ring 32 2N-0475
O-Ring 96 5P-7701
O-Ring 16 6V-1454
O-Ring 20 6V-3250
O-Ring 4 6V-5140
O-Ring 64 6V-1179
O-Ring 32 061-9455
O-Ring 8 4L-8606
O-Ring 4 9S-4183
O-Ring 8 6V-7702
O-Ring 32 3P-0656
O-Ring 4 6V-6809
O-Ring 4 6V-5068
O-Ring 8 6V-5139
O-Ring 4 5P-1979
O-Ring 4 2H-6124
O-Ring 4 6L-7817
O-Ring 4 2594600
O-Ring 32 614545
O-Ring 4 1100096
O-Ring 4  3P0654
O-Ring 1  6V1904
O-Ring 1 5P9658
O-Ring 2 6V5049
 O-Ring 2 5P7818
O-Ring 2 5S9134
O-Ring 2 6V3833
O-Ring 14 2N0475
O-Ring 32  6V5139
O-Ring 2  6V6809
O-Ring 10 6V3250
O-Ring 4  6V5066
O-Ring 4  6V5139
O-Ring 2  6V5068
O-Ring 2  2N-0475
O-Ring 12 6V1454
Description QTY Part Number
O-Ring 2 6V6809
Seal 8 3S9643
Seal 2 5D5957
Seal 4 3S9643
Seal 8 3S9643
Seal 2 7E3103
Seal 32 6V1179
Seal 16 619455
-84-
 Section 8: Consumables

-85-
Consumables

1. Lubriplate grease  #105 10oz tube (20 tubes)                   P/N L0034-094

2. Caterpillar Antiseize  (1 bottle)                                 P/N 5P3931

3. Multi-purpose Grease (12 tubes)                                       P/N 5P960

4. Silicon Lubricant (12 tubes)                                                 P/N 5N5561

5. Water and Temp Resistant Grease (5 tubes)                         183-3424

Engine Fluids

1. CAT COOL Long Life Anti Freeze (280 gallons)         

P/N 238-8650

2. Mobil Delvac 15W-40 Lubrication Oil 

414 gallons
-86-
Section 9: Special Tools

-87-

Special Tools Used

Cylinder liner puller                                                                                           6V-7073

Hydraulic line                                                                                                    8T-3035

Hydraulic press gage                                                                                         8T-0820

Electric hydraulic pump                                                                                     3S-6224

Cylinder liner installation tool                                                                 235-0632

Cylinder liner spacer                                                                                         191-1135

Rubber lubricant                                                                                               207-1600

Stud tensioner tool group                                                                                  207-5034

Lifting bracket in-line engine                                                                              126-6920

Camshaft bearing tool                                                                           8T-0970

Single acting cylinder                                                                             6V-7047

Handling tool group                                                                                          8T-0960

Ring expander group                                                                                         4C-8995

Retaining ring pliers                                                                                           136-1452

Piston pin guide                                                                                                1U-8692

Piston ring compressor                                                                          4C-5719

Lubricant                                                                                                          6V-4876

Connecting rod guide                                                                                        8T-3022

Cylinder head lifting bracket                                                                              126-6919

Torque multiplier                                                                                               6V-6080

Camshaft drive gear socket                                                                               5P-1748

-88-
Section 10: Overhaul Team Members

***Not Listed***
-89-