HydraulicFi'hing Machinery Systems JorOutboard Motor-Powered Boats

csu STATION BULLETIN 608, NOVEMBER 1971

SEA AGRICULTURAL EXPERIMENT STATIONGRANT OREGON STATE UNIVERSITY, CORVALLIS

ACKNOWLEDGMENTS: Several individuals contributed signifi-cantly to the project and to this publication. Without their contributions,project and publication success undoubtedly would not have been ensured.

Alan S. Burn, Fisherman, Graduate Student, Department of Fisheries andWildlife, Oregon State University, captained the prototype dory andwas instrumental in initial rigging of the dory with hydraulic gurdies.

Donald Schwantes, Outboard Mechanic and Fisherman, Newport, Oregon,offered constant advice and mechanical expertise.

Paul Hanneman, Fisherman and Dory Builder, Cloverdale, Oregon, pro-vided dory fishing expertise and elicited fishermen support for theproject.

Christopher N. Fisher, Fisherman, Newport, Oregon, aided in rigging andfishing the prototype dory.

Captain Craig Cochran, Fisherman, Newport, Oregon, supplied valuableadvice in fishing gear rigging and fishing methods for vessels usinghydraulic gurdies.

James Broderick, Hydraulics Engineer, Portland, Oregon, aided in the designand specification of hydraulic components during the feasibility phaseof the project.

NOTE: Mention of a trademark name or a proprietary product does notconstitute endorsement. The products mentioned in this publication werethose actually employed in project tests and field operations. No criticismis implied of firms or products not mentioned.

There are many equivalent products offered by hydraulic manufac-turers. The products mentioned in this publication were those selected bythe authors for field demonstration use as their performance characteristicsmatched project specifications.

Cover photo courtesy Pam Bladine, Newport, Oregon

This information is published by Oregon State University as part of the NationalOceanic and Atmospheric Administration Sea Grant program.

ContentsSummary 2

Introduction 3

Hydraulic System Uses 4

General Considerations 4

Work Requirements 4

Design Approach 6

Specific Hydraulic Dory System Designs 7

Yankee Pedlar-60-hp Johnson 7

Sea Bass-55-hp Fisher-Pierce Bearcat 12

Kiwanda Klip per 8-50-hp Mercury 17

C-Doll--70-hp Chrysler 21

Galiot-40-hp Johnson 24

Project Conclusions and Recommendations 28

Recommended Gurdy System for Outboard Motor Trollers 29

Pump Cover Fabrication 31

Other Fishing System Configurations 33

References 37

Appendix AOperational Data 37

Appendix BOutboard Motor Revolutions-per-Minute to Brake-Horsepower Curves 38

Johnson 40-hp Motor 38

Johnson 60-hp Motor 38

Mercury 50-hp Motor 39

Appendix CTyrone Model P1-25 Jobmaster Hydraulic PumpRevolutions-per-Minute to Pump Displacement 40

Appendix DVickers VTM-27-40-40 Hydraulic Pump Revolutions-per-Minute to Pump Displacement 40

This publication describes an attempt to secure areliable, efficient, and relatively inexpensive hydrau-lic power take-off to drive fishing machinery in out-board motor-powered fishing dories. Five PacificCity-type dories provided with outboard motorsequipped with the hydraulic power take-off andgurdies were rigged and fished as trollers during the1970 salmon trolling season.

Five engines were employed in the project-40-and 60-hp Johnsons, a 50-hp Mercury, a 55-hp Fisher-Pierce Bearcat, and a 70-hp Chrysler. Each enginerequired the fabrication of a distinct hydraulic pumpmount. All motors except the Chrysler 70 hp utilizeda direct-drive in-line connection of the flywheel andpump shaft accomplished by a flex coupling. The

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Summary

"Rory, Rory get your doryThere's a herring in the bay.

Ro'ry got his dory but theHerring got away.

Old Newfoundland Fisherman's Chanty

With the hope that this work will help prevent the fish from gettingaway, this publication is dedicated to the dorymen of the Pacific and AtlanticOceans.

Chrysler hydraulic power take-off consisted of a beltand pulley system.

A concurrent effort was devoted to the design andtesting of light-weight gurdies suitable for dories.

The five dories logged a total of approximately3,045 hours fishing time during the 1970 season. Sub-sequent analysis of operational data, engines, andhydraulic components support the conclusion that areliable, efficient, and relatively inexpensive hydrau-lic power take-off is attainable from outboard motorsto power fishing machinery.

Gurdies of light weight and durable constructionsuitable for dories were also designed and success-fully tested and these gurdies will be offered to fish-ermen through a commercial source.

AUTHORS: R. Barry Fisher is Associate Professor of Fisheries andCharles A. Marshall is Graduate Research Assistant, Department of Mechan-ical and Nuclear Engineering, Oregon State University.

Hydraulic Fihing Machinery Systems forOutboard Motor-Powered Boats

R. BARRY FISHER and CHARLES A. MARSHALL

I. Introduction

Outboard motor-driven vessels are an importantpart of the total fishery in the United States and otherareas of the world. The gillnet salmon fishery inAlaska, Pacific Northwest trollers, bay scallop dredg-ers in New England, in-shore hook and line, and potfisheries in the southeastern United States are a fewexamples of fisheries where outboard motors can beused to advantage because of their speed, low initialcost, and ease of service and maintenance.

The inherent economic advantages of outboardmotor propulsion for certain fisheries have been lim-ited by the inability to secure a power take-off systemfrom the propulsion unitthe outboard motorwhichcan propel simple fishing machinery such as trollsalmon gurdies, line haulers for longline trawl andpot fishing, line pullers for surface trolling, or gillnetlifters and reels.

Fishing capability and productivity of outboardmotor-propelled vessels can be greatly improved ifthe fishing gear can be operated by adequate mechan-ical power rather than manpower. However, the de-velopment of such a power system from an outboardmotor must be conducted within certain limited pa-rameters. To be efficient, the system must:

Conserve weight and space, as most outboard-powered fishing vessels are open skiffs and/ordories where extra weight or sacrificed spacemight limit fishing efficiency.Be simple, relatively inexpensive, and highly re-sistant to the corrosive effects of salt water.Not affect the operating cycles or life of the pro-pulsion unit, the outboard motor.Assure the fisherman a power supply that can beused for a variety of fishing operations and fishingmachinery without radical or expensive changes ofpower take-off equipment.Deliver adequate fishing machinery propulsionpower over a long time span and offer easy main-tenance.Fishing machinery in larger fishing vessels is

usually powered by mechanical, electrical, air pres-

sure, or hydraulic systems. Hydraulic systems, be-cause of their versatility, easy maintenance, space-saving economies, and relatively low power require-ments from the propulsion unit, have certain distinctadvantages over the other systems in small fishingboats.

The principles and operation of oil hydraulicpower systems are well understood. The object ofthis fishing gear project was to apply this knowledgeand capability to vessels powered with outboardmotors, and to design a reliable, inexpensive, andeffective power take-off system from an obvious butuntapped source of power, the outboard flywheel.

The initial application of this hydraulic systemwas directed to the salmon troll fishery on the OregonCoast, with the Pacific City-type dory selected as thefishing test platform. (Figure 1 shows two typicalPacific City dories.) These vessels are relatively inex-pensive and are rugged sea boats, but they have beenlimited in productivity because the trolling lines werefished by hand-powered gurdies or reels. Despite thislimitation, these dories offer a potential in the fisherythat has not yet been fully exploited. When poweredby 50- to 70-hp engines, the 20- or 22-foot dories at-tain speeds of 18 to 30 mph, providing high-speed-at-sea capability for broader fishing-ground coverage.In addition, they can be transported by trailer over-night to different fishing grounds along the coast.

Figure 1.Pacific City Dories

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Outboard motors typical of those employed in thefishery were used in the project. These included 1970Johnson motors of 40 and 60 hp, a 1970 50-hp Mer-cury, and a 1970 55-hp Fisher-Pierce Bearcat. A col-laborative project was undertaken with Boat Spe-cialties of Salem, Oregon to install hydraulics andsalmon gurdies powered by a 1970 70-hp Chryslerengine.

General ConsiderationsHydraulics has been aptly defined as "the science

of transmitting force and/or motion through the me-dium of a confined liquid." This confined liquid sys-tem can offei a variety of power outputs and speedsto operate fishing machinery. A typical hydraulic sys-tem consists of a hydraulic pump driven by powerdelivered from an engine. The pump generally sucksoil from a reservoir through a suction line. The ac-tion of the pump forces oil through the pressure line.The oil passes through various control valve systemswhich can divert the oil into hydraulic motors. Theoil enters one side of the motor and exerts pressureupon internal gerotors fastened onto a shaft. The oilturns the gerotor, thereby imparting movement to theshaft upon which spools to work the fishing gear arefixed. The oil then exits from the motor and flows onthrough a line to other motors in the system or re-turns to the reservoir for recirculation through thesystem.

Relatively small amounts of horsepower are re-quired to furnish fishing machinery propulsion powerin efficient hydraulic systems. Hydraulic motors offerthe distinct advantage of offering various combina-tions of high line speed and corresponding low torque(which translates into pulling power) to low linespeed but greater corresponding torque or pullingpower. In a properly designed system these combina-tions can operate from a uniform source of power, thehydraulic pump.

For purposes of discussion the above example hasbeen simplified.

Work RequirementsThe two known constants which must be fully

understood in designing a hydraulic-powered fishingmachinery system which is to be powered from thevessel's main propulsion unit are: 1) the work cyclethe fishing operation requires, or how many poundspull (pulling force) and at what line speeds (ex-

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II. Hydraulic System Uses

Considerable thought also was given in this proj-ect to utilizing the hydraulic power take-off systemto drive other fishing machinery, thereby providingthe dory and its fisherman with alternative fishingopportunities using powered gear such as tuna pullers(high-speed line haulers for the albacore surface trollfishery), pot and ring haulers for crabbing, and long-line trawl haulers for bottomfish.

pressed in feet per minute) are necessary to fish thegear; 2) the horsepower required from the main pro-pulsion unit to power the gear without reducing thefishing efficiency of the vessel by slowing or "drag-ging" the propulsion unit.

The first constant of establishing appropriatework cycles for the fishing machinery resulted in thefollowing initial design specifications.1 Salmon troll-ing gurdies per spool: Average of 250 feet line speedper minute; maximum total of 100 pounds pullingforce. Tuna pullers: Average of 360 feet line speed perminute; maximum total of 125 pounds pulling force.Longline haulers: Average of 120 feet line speed perminute; maximum total of 250 pounds pulling force.Pot, trap, or ring haulers: Average of 90 feet line speedper minute; maximum total of 300 pounds pullingforce.

The second constant, the available power re-sources to provide hydraulic power, was establishedby studying the brake horsepower versus revolutionsper minute curves of the outboard engines. Thesecurve relationships revealed that adequate reservesof horsepower were available to power the hydraulicpumps at the engine-working speeds of 1250 to 2250rpm.

The engine rpm ranges of 1250 to 2500 rpm werenot arbitrarily chosen. This rpm range represents theactual working speed of the engine in the variousfisheries described. Pacific City dories troll salmongear at a speed of 1600 to 2200 rpm. Longline pullersand pot and trap pullers would be pulled at 1200 to1400 rpm. Dory tuna trollers, or surface trollers, oper-ate at approximately 2300 to 2500 rpm. For example,according to the brake horsepower to rpm curves, the40- and 60-hp Johnson motors and the 50-hp Mercury

The line speed and pulling force requirements were thosejudged appropriate for small outboard engine-powered yes-sels such as dories, skiffs, etc., and are not necessarily appro-priate for larger fishing vessels with slower inboard engines.

delivered the following approximate characteristics.2

1970 Johnson 40-hp engine

1970 Johnson 60-hp engine

1970 Mercury 50-hp engine

It is obvious that fishing operations such as surfacetrolling for albacore tuna, which require greater en-gine speeds, would deliver greater amounts of horse-power to power the hydraulic pump.

At this point the feasibility of obtaining sufficientpower to drive the hydraulic pump from the out-board motor was definitely established. The projectdid not obtain rpm to hp curves for the 55-hp Bearcatbecause it was realized from the above examples thatadequate horsepower was obtainable, and since thesalmon fishing season had already begun, the enginesand dories had to be rigged immediately.

The next step was to calculate the horsepower re-quired from the engine to power the hydraulic pumpwhich would drive the fishing machinery. The workcycle was known. Troll salmon gurdies were selectedas the first system to be designed. It was felt that thegurdies should operate at a line speed of 250 feet perminute and a pulling force of 100 pounds. It was alsoknown that the trolling speeds of a 22-foot dory wouldaverage 1800 rpm with a 60-hp Johnson motor.

The system may be expressed graphically as fol-lows:

2 X 3 X 3.14

Once the required torque (300 inch pounds in thisinstance) and the spool rotation speed in rpm (ap-proximately 150 rpm in this system) are known, thehorsepower requirements can be determined for ahydraulic system by using the standard formula.

Under ordinary fishing circumstances no morethan two spools would be operating simultaneously.The system would require two spools concurrentlyat 300 inch pounds of torque per spool.

The following formula was used:

HP Torque (inch pounds) X Spool RPM63,000

Thus:HP==2X (300X 150)

63,000

HP=2 X 0.72HP = 1.44

100 pounds at 250 feet perminute

Effective radius of spooi (R)3 inches

Line pull 100 pounds (P)Line speed 250 feet per min-

ute (L) = 3000 inches perminute

To calculate the required torque, the followingformula was used:

Torque (inch pounds) or T = Line pull(pounds) or P times the effective radius ofthe spool (inches) or R

Thus: TPXRT = 100 pounds X 3 inches. (A typical

gurdy spool has an overall averageline wrap effective diameter of 6inches or a radius of 3 inches.)

T = 300 inch pounds

To calculate the speed of the spool, the followingformula was used:

Speed (rpm of the spool) or SS Line haul-in speed in inches per minute or L

Effective spool circumference in inches or 2 X pi X R

Thus: S= L2X3Xpi (or3.14)

So: S= 3000 =150 spool rpm

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RPM Brake Horsepower1250 111500 151750 192000 232250 27

RPM Brake Horsepower1250 7.51500 9.751750 122000 142250 18

RPM Brake Horsepower1250 131500 15.51750 182000 202250 22.5

2 Complete brake horsepower to rpm curves for the en- All hydraulic systems lose some power efficiencygines cited are contained in Appendix B. because of the friction generated by the oil passing

through the system. Typically, a hydraulic systemhas an 83% efficiency factor. The power requirementsto run the pump can be expressed as:

HP = 1.44 or HP) 1.740.83

The required torque from the outboard engine wasderived from the following formula:

Torque = HP X 63,000RPMeng ne

Thus: T== 1.74 X 63,0001800

T = 61.0 inch pounds

These calculations established that a maximum of1.74 hp and 61.0 inch pounds of torque were requiredfrom the outboard engine at 1800 rpm trolling speedto drive the hydraulic salmon gurdies described.

The figures expressed above constitute a specificsystem desigti for an outboard-powered hydraulicgurdy system.

Dynamometer test data was supplied by Out-board Marine Corporation for the Johnson enginesand Kiekhaeffer Mercury Corporation for the Mer-cury engine. This data corroborated project assump-tions that ample power was available to drive thehydraulic system over and above the power neces-sary to propel the boat in the salmon troll fishery. Thecompany-furnished data also substantiated projectassumptions that available engine torque at the aver-age trolling speed of 1800 rpm was sufficient to pre-vent any appreciable pulldown or "lag" of the enginewhen the hydraulic system was operated. Subsequentoperational tests indicated a loss of approximately 50rpm at an 1800 rpm trolling speed when any twohydraulic spools (salmon gurdy reels) were operat-ing under load.

Although equivalent dynamometer data was notavailable for the Fisher-Pierce Bearcat, operationaltests on the installed Bearcat yielded the same per-formance results as the Johnson and Mercury engine-equipped dories when equivalent salmon troll gurdieswere used.

Design ApproachWith the basic system requirements for an out-

board-powered hydraulic system established, thenext step involved the selection of an appropriatepump and the design of the pump installation andpower take-off.

Two basic configurations were considered. Thefirst consisted of a mount design where the pumpwould be operated with belts and pulleys from theoutboard flywheel. The second system was a direct-

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drive setup with the pump shaft mounted axially inline with the outboard motor crankshaft.

Each of the configurations presented uniqueproblems. Both approaches shared the common prob-lem of inadequate space under the outboard motorshroud to accommodate auxiliary installations.3 Thewide range of speeds or engine rpm of the outboardmotors necessitated using a pump with high rpm cap-ability. The top of the crankshafts in all outboardengines are not supported by bearings sufficientlystrong enough to bear the side loads which would begenerated by belt forces. Finally, the mount systemand pumps had to be installed in a manner that wouldnot impart or receive excessive vibrations under op-erating conditions.

Throughout the design phase the original param-eters of relatively low cost, weight and space conser-vation, simplicity, and effectiveness further condi-tioned design configurations. These parameters led toa rejection of any clutch-activated drive systems.

Information supplied by the outboard companiesindicated that additional outboard bearing supportswould be necessary to protect the crankshaft uppermain bearing if a parallel belt and pulley power take-off were employed. If these outboard bearings werenot built into the power take-off, it was felt that bear-ing and oil seal failure might well ensue.

Consideration of all the above factors resulted inthe selection of the less complex and more compactdirect-drive configuration, with the pump beingmounted axially in line and concentric with the crank-shaft. The pump shaft and a pump extension baseplate with stub shaft bolted to the flywheel were tobe joined by a flex coupling. (Figure 2 graphicallyillustrates the pump mount concept.)

A pump had to be selected that was of small size,relatively light weight, and which could be operatedunder no-load conditions of up to 5500 rpm or maxi-mum outboard motor operating speeds.

After considerable study, a P1 Series pump manu-factured by Tyrone Hydraulics, Inc., was selected.This series pump is available in four models withoutputs up to 13.3 gallons per minute (gpm), speedsto 6000 rpm, and is capable of operating pressures ofup to 3000 pounds per square inch (psi).

The Tyrone Model P1-25 Jobmaster pump pro-vides a hydraulic fluid displacement of approximately3.6 gpm at 1600 rpm, 4.0 gpm at 1800 rpm. 4.4 gpm at2000 rpm, and 5.0 gpm at 2200 rpm. These gpm dis-

This is not true with 70-hp Chrysler outboard engines ifa 105- or 120-hp shroud is substituted for the 70-hp shroud.Adequate space then exists for a pulley and belt pump mountinstallation.

I

PUMP MOUNTEXTENSION PLATE

OIL OUTLET(PPESSURE LINE)

C I I .-OIL INLET)SUCTION LINE)PUMP

FLEX COUPLING MOUNTINGBRACKET- _._ -

iiiiiuuuuuuiuuuuuuuuuuuuiiiniiFLYWHEEL

CRANKSHAFT

OUTBOARD MOTOR HYDRAULIC POWERTAKE OFF

Figure 2.Outboard Motor Hydraulic Power Take-off

placement figures are more than adequate to powerthe hydraulic motors in the fishing machinery systemsdiscussed below. (Appendix C, p. 40, illustrates thepump displacement [gpm] to pump rpm curve.)

A Morse N Series Delron flex coupling waschosen to connect the pump shaft and flywheel baseplate shaft. This coupling is capable of withstandingspeeds of 5000 rpm under load and will transmit 6.5hp at 1800 rpm. Since the required horsepower todrive the pump at 1800 is only 1.74 hp maximum, anadequate safety margin is assured. The Morse flexcoupling has two further advantages. The Delronchain can be quickly removed from the sprockets andlinks can be changed by driving out the appropriatepins and inserting new links. The flex coupling willalso bear misalignment of up to one minute of angle.

III. Specific Hydraulic Dory System Designs

Each outboard motor presented unique problemsin designing a pump mount. The pump mount in eachinstance had to be securely anchored onto the engineblocks, and the top of the outboard shroud altered toallow space for the installation. Hydraulic compo-nents had to be selected carefully to obtain equiva-lent performance from four engines. The project in-tention was to design a hydraulic gurdy system forany outboard engine in the range of 40 to 70 hp.4

A concurrent collaborative effort was being mounted bythe author and John Henning of Salem, Oregon, on a 70-hpChrysler outboard. The Chrysler has enough space under theshroud to allow a side mount pulley and belt attachment ifthe shroud from a 105- or 120-hp Chrysler outboard is used.Also, a 22-foot dory with a 70-hp Chrysler motor trolls at alower rpm of approximately 950 to 1100. This in turn requireda different pump and Vickers VM27 Vane pump was used.This system is discussed on p. 21.

Dory No. 1 Yankee Pea'lar60-hp Johnson

The Yankee Pedlar is a standard 22-foot PacificCity dory built by Kiwanda Boat Builders of PacificCity, Oregon. This was the prototype dory and shewas equipped with a pair of standard two-spool Kol-strand salmon gurdies. The Yankee Pedlar was pow-ered by a 60-hp Johnson motor. (See Figure 3 belowfor photo details.) Additional equipment included a

It soon became apparent that the salmon gurdiesused on larger vessels were not appropriate for doriesor other small high-speed outboard-powered trollers,as the commercially available gurdies were too expen-sive (approximately $1,350 for four spools complete)and too heavy.

Accordingly, the project also sought to developless expensive and lighter gurdies appropriate fordories. Experience acquired as each dory was riggedwas incorporated into each succeeding rig. This evo-lutionary process resulted in a compact, light, andrelatively inexpensive gurdy system for outboard-powered trollers.5

Pump mount plans, hydraulic system schematics, hydrau-lic gurdy system illustrations, and photos of the installation foreach dory will be found on the pages immediately followingdiscussion of the individual dories.

Raytheon Model DE-725B recording fathometer, aPierce Simpson Bearcat CB radio, and a Nova Techbattery-operated radio with radio direction finder.

Pump InstallationThe design of the hydraulic pump mounting for

the 60-hp Johnson was rather straightforward, asmounting points are readily available on the rear ofthe engine block and a reasonable amount of space ispresent under the motor shroud. This mount wasfabricated from 1/4-inch Alclad 7050 aluminum alloy,

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8

I 1 r

a

Figure 3.Yankee Pedlar

although aluminum is not recommended for this ap-plication. Another mount was made of 1/4-inch coldrolled steel plate. Two 1/4-inch steel plate side strapswere cut in triangular form and welded into a 900angle of the mount bracket. The straps measured 5inches by 5 inches. (See plan 2, p. 11, for the rec-ommended mount design.)

It was found during fabrication and later testingthat certain critical procedures must be followed forall of the pump installations. The prime requirementis proper alignment of mounted pump and motor forvibration-free operation and long component life. Thepump shaft and motor crankshaft must be concentricand axially aligned within 1/2 minute of angle. Dur-ing the fabrication and installation of the shaft ex-tension plate, care must be taken to ensure that theflywheel face is perfectly true to its bore. If this sur-face is not true to the bore, the flywheel must be spunin a lathe and its face trued. The underside of the ex-tension plate on all the mounts except Mercury en-gines must be machined out to form a recess for theflywheel locking nut which protrudes slightly abovethe flywheel. The extension plate is bolted to the out-board flywheel using the existing tapped flywheelpuller holes on the flywheel and the appropriate-sized machine bolts with lock washers. An immedi-ate check should be made at this point to ensure thatpump extension plates will bolt to the flywheel se-curely and without danger of movement. If suchdanger exists a slight mating and centering surfaceof 1/8-inch thickness should be cut on both the fly-wheel face and extension plate face. Mating andcentering surfaces ensure that the pump extensionplate shaft and the crankshaft are concentric andaligned.

After the shaft extension is installed on the fly-wheel, following the mating and centering cuts thewhole assembly should be spun in a lathe at highspeed and checked for trueness and dynamic balance.

The pump mount rear base leg was cut to fit thecontours of the rear of the engine block. The pumpmount must be bolted onto solid surfaces on theblock itself. The mount must be rigid and free of dis-torting vibrations. Four bolt holes were drilled in therear base leg after the alignment of the pump shaftand pump extension plate shaft had been checked.The Yankee Pedlar's mount was bolted onto the en-gine head by using the two existing uppermost headbolts and two existing attachment points for the orig-inal lifting ring. Appropriate bolts and washerswere used to secure a rigid mount. (See Figures 4through 6 on pp. 9 and 10 for details of the pumpmounting.)

The Morse Delron flex coupling sprockets werekeyed onto both shafts. The flex coupling sprocketsare held in place by Allen screws tightened onto thekeys. Additional Allen screw holes were drilled ineach sprocket at a 90° angle for extra security. Thesprockets should be separated by at least 1/4 inch toguard against binding and to allow the Deiron chainbelt to absorb minute misalignments. The pumpshafts should not protrude beyond the base of thesprockets when the sprockets are positioned on theshafts.

The top must be cut out of the outboard motorcover to accommodate the pump and bracket pro-truding above the flywheel. A cover was fabricatedfrom 16-gauge aluminum sheet to cover this openingon the 60-hp motor. (See Figure 7, p. 10, for thepump mount cover.) The cover was fastened to theshroud with sheet metal screws. This cover can befabricated from fiberglass over a cardboard core orseveral types of plastics. (See section on Pump CoverFabrication, p. 31, for details on fabrication of pumpmount covers.)

Finally, two 1 1/2-inch holes were cut in the portlower shroud of the engine to carry the suction linefrom the reservoir to the pump and the high-pres-sure line from the pump to the gurdies. Rubber spac-ers obtained from a Fisher-Pierce Bearcat dealer wereinserted on the hoses and placed in the shroud holesto protect the hose from chafing (see Figure 7, p. 10).

Curdy System SchematicsThe plumbing of the Yankee Pedlar's gurdies was

easily accomplished since the gurdies and controlvalves were a standard package consisting of Kol-strand two-spool gurdies, Gresen SPW-4 controlvalves (fully reversible with integral relief valves),Char-Lynn R244 Universal Supply Tank reservoir ofthree-gallon capacity, and a Gresen FA1O3 line typehydraulic filter. The suction line and return line wereof 3/4-inch hydraulic hose and the pressure lineswere 1/2-inch hydraulic hose. (Plans 2 and 3, p. 11,illustrate the hydraulic schematics.)

The oil is picked up from the reservoir and passesthrough the suction line to the pump. The oil thenpasses to the first Gresen SPW4 control valve. Thisvalve features an integral relief valve. The reliefvalve was set to open and by-pass oil when gurdyline forces of 125 pounds were reached. Any excesspressures which develop as a result of this pullingtension being exceeded will be controlled, as the reliefvalve will simply open and by-pass the oil on throughthe continuing lines and back to the reservoir. Thisrelief valve feature serves a dual purpose. It preventsexcess straining on the gear and ensures that the out-board motor will not be stalled.

The control valve is a four-way tandem centervalve which directs a flow of oil to the hydraulic mo-tors. The gurdy motors are hydrostatically lockedwhen the valves are in the neutral position. In thisconfiguration the oil passes in a circuit through thevalves and lines and returns to the reservoir underalmost zero pressure at trolling speeds and approxi-mately 50 pounds per square inch (psi) at full speedsof 5500 rpm.

Each motor turns a shaft on the Koistrand gurdywhich can turn either one or two spools simultane-ously, depending on the position of the mechanicalclutches (see Figures 8 and 9, p. 10).

During operation the motors are fully reversibleso that an individual troll line can be powered in orout. The spool speeds are proportional to the out-board speed. At the design point of 1800 rpm enginespeeds, the gurdy motors rotate at 111 rpm. The linespeeds developed on the Yankee Pedlar averaged 230feet per minute.

The oil runs from one control valve across thedory bottom through the second control valve andpasses through the return line through the filter and isdumped into the reservoir where it is immediatelyavailable for continuing circuits.

- rc

The three-gallon reservoir was mounted on two2-inch by 1-inch fining straps mounted on the portwell transom. This mount allows complete air circu-lation around the reservoir to dissipate any heatbuilduri in the hydraulic fluid. (See section on HeatDissipation, Operational Data, Appendix A.)

Later tests of operating pressures revealed that200 to 600 psi were obtained when both hydraulicmotors were under load, returning troll linesat 1800 rpm. Tests conducted before fishing beganrevealed that the gurdies could easily lift 105 poundsof lead suspended from 30 fathoms of trolling wirewhile the dory trolled at 1800 rpm.

The Yankee Pedlar logged approximately 1,275hours fishing time during the 1970 salmon season.Some difficulty was encountered with the engine. Afailure of ignition under load conditions 3000 to 3500rpm was corrected when it was discovered that aground wire was loose in the rotor assembly.

Later in the season the gear pinion nut workedloose and an incorrect diagnosis was made of theproblem. This resulted in a lower unit failure.

Finally, a connecting rod bearing retainer as-sembly fractured (possibly because of the severeshocks put upon the engine by the above malfunc-tions) and a connecting rod, the bearing assemblyretainer, a bearing, and a piston had to be replaced.

The engine did perform creditably after the nec-essary repairs were made. Deliberate attempts weremade to fish boat and engine under adverse condi-tions.

There were no malfunctions of the hydraulics sys-tem. The hydraulics performed beyond expectations.Early experience with the cost and weight of theYankee Pedlar gurdy system dictated a concurrenteffort to install a lighter and less expensive gurdysystem.

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Figure 4. Figure 5.Hydraulic Pump Mounted 60-hp Johnson, side view Hydraulic Mounted 60-hp Johnson, front view

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A

Figure 6. Figure 7.

I' .johrp"3r7

Hydraulic Pump Mounted 60-hp Johnson, rear view Hydraulic Pump Cover Attached to Shroud of 60-hp Johnson

Figure 9.Figure 8.Yankee Pedlar, Port Gurdies, inside view Yankee Pedlar, Starboard Gurdies and Davit, inside view

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MC' NIN' 8RETNOTE

BRACKET - MILD STEEL2 ALL DIMENSIONS ±(003O")3 FINISH 2COATS ZINC CHROMATE PRIMER

2 COATS MARINE EPDXY PAINT4 ALL COMPONENTS TO BE CUSTOM FITTED

TO ENGINE5 WELD GUSSETS IN PLACE AND GRIND FLUSH

TT

8 HYd(I5PP

DRILL O375 TO FITENGINE MOUNT

4 REQD7

STERN

Plan 2.Hydraulic Curdy System, Yankee Pedlar, 60-hp Johnson

NOT TO SCALE

Plan 1.Hydraulic Pump Mount, 60-hp Johnson

OUTBCRDMOTOR

SHAFTEXTENSiON

MATERIAL MACHINEDFROM ONE SOLID PIECEOF STRESS- PROOF STEEL

025500625FEY WAY

NOT T(F SCALE

DRILL 03752 REQD

DRILL 03753 REOD

H0H

-_- I625-- - 425

- CONTROL VALVE I.I 4-WAY TANDEM CENTERI witu INTERNAL RELJET VRLVE

REVERSIBLEMOTOR I.

OPERATES apOffrGURDY SPOOLS

CTROL \ØLV E 2WITH INTERNAL REUEF VALVE

REVERSIBLEMOTOR 2.

OPERATES 2 STARBOAI-- - GURDY SPOOLS

ALL CONTROL VALVESFULL REVERSIBLE WiTHSPEED CONTROL

Plan 3.Hydraulic Gurdy System Schematic, Yankee Pedlar, 60-hp

Johnson

11

Dory No. 2Sea Bass55-hp Fisher-Pierce Bearcat

The Sea Bass is a 20-foot dory built by Dick andMarvin Yates of Salem, Oregon. The dory was cap-tained by Leroy Bass of Willamina, Oregon.

II

12

Figure 10.Sea Bass

The Sea Bass was equipped with a pair of LyonsAlbacore gurdies manufactured by Captain JimLyons of San Diego, California. These gurdies arepopular in the Pacific albacore fleet and their lightweight and novel simplicity prompted a trial as sal-mon gurdies aboard a dory. A feature of the Lyonsgurdy is the ease with which gurdy parts can bechanged in the event of a breakdown. Three taperedpins can be tapped out of the central shaft and anypart of the two-spool gurdy can be changed at sea ina matter of minutes. (See Figures 16 through 19, pp.14 and 15, for details of Lyons gurdies.)

These gurdies feature nylon spools and nylon in-terlocking clutches and brake assemblies. The brakeassemblies are fitted with tension springs to absorbshock (an especially useful feature for salmon trollingsince the heavy-weight lines normally require a springmounting on the davit block to absorb the shocks andprevent troll wire parting).

Pump InstallationAll of the procedures and precautions described

for the 60-hp Johnson motor hold for the 55-hp Bear-cat installation. Care must be exercised to ensure thatthe pump shaft and crankshaft are concentric andaxially aligned. The flywheel face on this engine wasfound to be not true to the crankshaft, so the flywheelsurface was turned slightly on a lathe to achieve atrue alignment. The pump extension plate wasmounted after a slight mating and centering surfacewas cut on the flywheel face and pump extensionplate. This surface was 1/8 of an inch. The pumpextension plate was bolted into the flywheel puller

holes and the assembly was spun in a lathe and dy-namically balanced.

The pump mount for the 55-hp Bearcat differsfrom the Johnson 60-hp mount in that the mount isanchored in three places. The mount was constructedof 1/4-inch cold rolled mild steel plate. A 5 1/2-inchsteel front strap was bolted to the front of the engineblock and two straps of similar plate were weldedonto the rear of the mount at a 45° angle. The strapswere bent and twisted to allow fastening to the rearof the engine block. A simpler mount was designedand tested and was found to be more than adequate.The mount was bolted in place with similar threadmachine bolts long enough to fasten the mount withlock washers. (See Plan 4, p. 16, for the final recom-mended mount plan.)

The pumps and pump extension plate werealigned, with alignment proceeding up from the ex-tension plate. The pump was bolted in place. Thehoses were attached with detachable hydraulic fit-tings.

The outboard motor top shroud was cut away anda cover was made of Alclad 7050 aluminum alloyplate. (See Figure 14, p. 14, for the hydraulic pumpcover.) The entire lip of the new cover was linedwith a glued 3/16-inch-thick by 2-inch-wide rubbergasket. Holes were drilled in the pump cover and themotor shroud and the two were fastened with sheetmetal screws. Again, it should be emphasized thataluminum sheet makes a good cover, but the cost isbelieved excessive. Adequate covers can be fabri-cated from fiberglass and/or plastic.

Gurdy System Schematics (See Plan 5, p. 16, forHydraulic Gurdy System)

The hydraulic system operates in similar fashionto the system described for the 60-hp Johnson. Theconspicuous differences in the Sea Bass 55-hp Bearcatrig are:

1, The Gresen SPW-4 control valves were replacedby No. 183 Sta-Rite fully reversible speed controlvalves. The Sta-Rite control valve is smaller,lighter, less expensive, and is more sensitive to thelow gpm output of the dory hydraulic systemsthan is true of the Cresen SPW-4 valves whichoperate most efficiently at higher gpm pump out-put. Operational tests revealed differential linespeeds were more easily attained with this valvethan is true with the Gresen valve. The controlvalve was fastened to the after bearing bracket ofthe Lyons gurdies by bolting the control valve toa 6-inch long by 2 1/2-inch high by 1/4-inch mildsteel strap. The strap was in turn bolted to theafter gurdy spool bearing bracket.

The Sta-Rite control valve does not have an in-tegral relief valve, so a Gresen J-50 relief valve wasplumbed into the system. This relief valve was alsoset for 125 pounds pulling pressure so that excesspressure oil would dump back into the reservoir.

A Brand FC51 3/8-inch variable flow controlvalve, pressure compensated, was plumbed intothe system immediately after the relief valve. (SeeFigure 15, p. 14, for plumbing details of reliefvalve and flow control valve.) Since smaller diam-eter hose was to be used, it was felt that any heatbuild-up in the hydraulic fluid as a result of run-ning at maximum engine speed (5500 rpm) couldbe controlled by setting the flow control valve at4 gpm. The Tyrone P1-25 pump will deliver ap-proximately 12.2 gpm at that engine speed. If theflow control valve is set to deliver 4 gpm, any ex-cess delivery beyond that figure occasioned byspeeds higher than 1800 rpm is immediately re-turned to the reservoir for heat dissipation.

Smaller-diameter, lower-pressure hose was usedfor purposes of economy and convenience. Impe-rial-Eastman medium-pressure Style D7 hose of3/8-inch inner diameter was used for all pressurelines. The return line and suction lines were ofsimilar hose, but of 1/2-inch inner diameter. Allhydraulic fittings in this system were of reusabletype. (See Plan 6, p. 16, for the 55-hp Bearcat hy-draulic system schematics.)

Operating tests revealed that the spools ran at aspeed of 110 rpm when the motor ran at 1800 rpm.Speeds in excess of 1800 rpm did not increase spoolspeed because of the constant hydraulic fluid deliveryof 4 gpm. The gurdies of the Sea Bass achieved a con-stant line speed of 235 feet per minute.

Pressure readings established that pressures of200 to 600 psi were developed when both hydraulicmotors were under load, retrieving gear and fish.The Sea Bass successfully retrieved a total weight of105 pounds of lead weights suspended from one troll-ing wire prior to actual fishing operations. Lag onthe outboard was approximately 50 to 60 rpm whenretrieving lines.

The Lyons gurdies performed very well. There isa weight savings of approximately 100 pounds overthe system used in the Yankee Pedlar because ofgurdy weight differences. Weight saving is a desir-able feature in a dory. The saving of 100 pounds addsto payload and superior performance characteristics.An additional weight savings could be realized if the

base mounts of the Lyons gurdies were to be manu-factured of 1/4-inch steel plate instead of the 3/8-inch and 3-inch steel plate base. Lyons gurdies comeequipped with swing-in swing-out albacore davitsthat can'be easily modified for carrying salmon gurdydavit blocks.

The Lyons gurdies have an additional feature toprolong hydraulic motor life. The front of the motorseal is protected by a rubber 0-ring seal that fits be-tween the motor shaft face and the motor mountbracket. A zirc grease fitting is tapped into the hy-draulic motor mount bracket. Crease can be pumpedinto a cavity which completely protects the seal ofthe hydraulic motor.

It should be noted again that any part of theLyons gurdies can be quickly changed at sea by re-moving three tapered pins and pulling the gurdydrive shaft to the rear. The component is changed,the shaft re-inserted through all component bearings,and the pins re-inserted in place.

A final distinctive feature of the Lyons gurdy isthat the drive gear can be quickly disconnected incase of engine failure at sea with the gear overboard.If a nut is welded or threaded onto the gurdy shaftend, the gear can be easily cranked in by disconnect-ing the drive gear and fitting a rachet wrench on thedrive shaft and cranking with the clutch engaged.

The compactness of the Lyons gurdies resultedin a considerable space saving. No breakdowns oc-curred in the gurdy system. Captain Bass verifiedthat any gurdy component could be easily changed atsea.

The Sea Bass logged approximately 550 hours dur-ing the salmon season. No difficulties were encoun-tered with either hydraulic system or engine. Theonly modification that should be made to this systemis to remove the relief valve and control valve fromthe system and replace both of them with a BrandFCR-51 3/8-inch flow control valve. This flow controlvalve can fulfill an equivalent relief function as it hasan integral acorn-type relief valve. The flow controlvalve should be set to deliver from 0 to 2 gpm whenthe engine is operating at high speeds and set at 4gpm when the vessel is trolling.

The performance of the Lyons gurdies is suchthat they constitute an excellent setup for a dorysalmon troller. The costs, according to the manufac-turer, probably will be substantially lower for thetotal hydraulic gurdy system than other standardcommercially available gurdies (except for the Lau-terbach gurdies described on p. 29).

13

I

14

S

Figure 11.Hydraulic Pump Mounted 55-hp Bearcat, side view

Figure 13.Hydraulic Pump Mounted 55-hp Bearcat, rear view

I

Figure 15.Plumbing Details, Cresen J-50 Relief Valve and Brand FC-51

3/8-inch Flow Control Valve

I

Figure 12.Hydraulic Pump Mounted 55-hp Bearcat, front view

Figure 14.Hydraulic Pump Cover 55-hp Bearcat

11

h

)

Figure 16.Lyons Gurdies, rear view, Starboard Spools with Sta-Rite

Number 183 Fully Reversible Speed Control Valve

IA

I.

Figure 17.Lyons Curdles, Starboard Spools, iiiside view

Figure 18.Lyons Gurdies, Port Spools, outside view

- I

Figure 19.Lyons Gurdies, Port Spools with Swing-out Davit Details

15

16

NOTEI THIS PIECE MACHINED FROM ONE

SOLID BLOCF OF STRESS-PROOF STEEL2 ALL DIMENSIONS±5i'(003O")

Hyd?WI P,BpHyd,4IFI,.Id R.B(OI,

Plan 5.

DRILLO 3253REQD

os'1 _Ol25R 00625 VEYW6Y025' RADIUS

7J I 75' SHAFT EYTENSION

- ---1

062

55.

-H L6H

SORE 4 MOUNTINGHOLES TO FIT ENGINE

087

STERN

DRILL 0375/ 2REQD

OIJTBARDMOTOR

45'.. f-IS

BCJTTWELDJOINTS

2250'

I2 20

75'

45'- .-.---- I 5H

Plan 4.Hydraulic Pump Mount, 55-hp Fisher-Pierce Bearcat

Fl_OW CONTROLVALVE, PRESSURECONPENSATED

PUMP MOUNT

NOTES:

I FABRICATION FROM -- MILD STEEL2 ALL DIMENSIONS± IO.O3O")

3 ALL COMPONENTS TO BE CUSTOMFITTED TO ENGINE

4 FINISH- 2COATSZINCHROMATEPRIMER2 COATS MARINE EPDXYPAINT

NOT TO SCALE

N0' SCALE

CONTROL VALVE I.

CONTROL SLVE 2.

FiLTER

MOTOR I.OPERATE.s 2 PORTGURDY SPOOLS

MOTOR 2OPERATES 2STARBOSRDGURDY SPOOLS

ALL CONTROL VALVESFULL REVERSIBLE WITHSPEED CONTROL

Plan 6.Hydraulic Gurdy System, Sea Bass, 55-hp Bearcat Hydraulic Gurdy System Schematic, Sea Bass, 55-hp Bearcat

Dory No. 3Kiwanda C'ltpper 8SO-hp Mercury

The Kiwanda Klip per 8 is a 22-foot dory built byCape Kiwanda Boat Builders of Pacific City, Oregon.This dory, equipped with a flasher depth sounder andCB radio, was fished by Chris Hanneman of PacificCity. (See photo of Kiwanda Klipper 8 below.) TheKiwanda Klipper 8 was equipped with four gurdy

4

Figure 20.Kiwanda Klip per 8

spools, with each spool driven independently by ahydraulic motor with a fully reversible control vaJve.The spools are molded polyethelene and measure 8inches in diameter with a 4-inch arbor and are 2 1/4inches wide. The spool flanges taper from 5/16-inchat the outer rim to 1/2-inch at the arbor. The motorside of the spool has a keyway of 1/4-inch by 1/4-inch. The center of the spooi has a 1-inch diameterhole to accommodate the shaft of Char-Lynn hydrau-lic motors. A bushing lip 2 inches in diameter by 3/8-inch thick protrudes from the spool to provide a bear-ing surface for a bolt. The bolt can serve as a crank-ing device if engine or hydraulic motor breakdownsoccur when the gear is overboard. The spools have afull capacity of 100 fathoms of salmon troll wire.

The polyethelene spools are the standard spoolsfor the gurdies used in the last three dories that weretested. Molded polyethelene was chosen because itis light, strong, and, if produced from molds, is inex-pensive in volume production.

The gurdies in the Kiwanda Klipper 8 repre-sented another step toward the objectives of lightweight, compact size, and lower costs. Although fourhydraulic motors and control valves are required forthis installation, it was felt that the overall systemcosts could be lowered for outboard-powered doriesif development along these lines was pursued. It wasbelieved that the potential saving inherent in dis-pensing with brake and clutches would more than

compensate for the added costs of two more motorsand control valves. (See Figures 27 to 29, p. 19, forgurdy details.)

Pump InstallationThe mount for the 50-hp Mercury was fabricated

from AIclad 7050 aluminum alloy plate of 1/4-inchthickness. The mount is actually a tripod and is quiterigid. (See Plan 7, p. 20, for detailed mount plans.)The legs of the mount are fastened with approximate-sized machine bolts onto the top of the engine blocksurface. The pump extension plate for the 50-hpMercury differs from the previous two installations.

The flywheel locking nut does not protrude abovethe surface level of the flywheel and so the pump ex-tension plate does not need a cavity machined in it.Mercury engines have a two-piece shroud and thereis very little space under the shroud cover. Therefore,most of the pump installation must protrude upthrough the outboard shroud cover. The top of theupper shroud cover was cut away and the cover wasfabricated of aluminum. Since little space was avail-able, the pump was turned sideways to run fore andaft so that both hoses could run through one side ofthe shroud cover (see Figure 24, p. 19). A rubbergasket was again fastened to the entire inner lip ofthe pump cover and the pump cover was fastenedto the shroud top with sheet metal screws. Releaseconnectors were used on the suction line and thepressure line. Mercury engines have a wrap-aroundshroud cover below the top part and so the enginecan be serviced, plugs changed, etc., without disturb-ing the hydraulic pump installation.

Gurdy System SchematicsThe gurdies designed and installed on the Ki-

wanda Klip per 8 were the first gurdies designed espe-cially for the dory. The project attempted to securea more compact and light-weight installation. Baseplates were made of 1/4-inch-thick Alclad 7050 alu-minum alloy plate.

The hydraulic motors were mounted on the in-side of two bearing surfaces with the shaft protrudingbetween the two bearings upon which the spoolswere mounted. The control valves for both spoolswere set on the after edge of the gurdy mount. Theactual plumbing of the gurdies ran in a continuouscircuit around the dory and each spool was driven byan independent Char-Lynn AC hydraulic motor anda Number 183 Sta-Rite fully reversible control valve.

The Mercury gurdy system was similar to that in-stalled in the Sea Bass in that a Cresen JLA-50 reliefvalve was installed as the first component on the pres-sure line. Oil passed through the relief valve and fromthere went into a Brand FC-51 3/8-inch flow controlvalve. The JLA-50 valve could return oil directlyback to the reservoir in the event of excess pressure.

17

Imperial-Eastman medium-pressure Style D7 hoseswere used. The suction line and return line were 1/2-inch inner diameter and the pressure lines were 3/8-inch inner diameter. Reusable hydraulic fittings wereused throughout the system. The hydraulic oil passesin a circuit from the pump, through the relief andflow control valves, to each control valve, and re-turns through the filter and then to the reservoir. Anyspooi is operated by moving the associated controlvalve. All valves were plumbed so that the valve han-dle was pulled in to retrieve line and pushed out topay out line.

The gurdies performed adequately under fishingoperations.

Use of the flow control valve allowed an opera-tional test which revealed that this system, too, wascapable of easily retrieving 105 pounds of lead sus-pended on 30 fathoms of trolling wire with little no-

18

Figure 21.Hydraulic Pump Mounted 50-hp Mercury, side view

ticeable lag in engine speed. Operating pressureswere from 200 to 600 psi when the hydraulic motorswere operated. The measured line speed was approxi-mately 250 feet per minute when the dory trolled at1900 dpm. (See Plans 8 and 9, p. 20, and Figures 27through 29, p. 19, for details of the gurdy system.)

The only change that would be required in thissystem is to replace (as in the Sea Bass) the reliefvalve and flow control valve with a Brand FCR-513/8-inch flow control valve with integral relief valve.

Kiwanda Klip per 8 logged approximately 350hours during the 1970 season and there were no ma!-functions of either gurdies or outboard motor.

The effectiveness of this type of gurdy systemwas definitely established, but it was felt that furthercost and weight savings could be realized by em-ploying this same gurdy principle but with a differentspool mount design and materials.

Fl

L.

F'

Figure 22.Hydraulic Pump Mounted 50-hp Mercury, front view

Figure 23.Hydraulic Pump Mounted 50-hp Mercury, rear view

r

Figure 24.Hydraulic Pump Mounted 50-hp Mercury, Shroud Attached,

side view

Figure 26.

I_.

Figure 28. Figure 29.Kiwanda Klip per 8, Starboard Gurdies and Davit, rear view Kiwanda Klip per 8, Gurdy Installation, rear view

/

, It

ri

U

Figure 25.Hydraulic Pump Mounted 50-hp Mercury, Shroud Attached,

front quarter view

Figure 27.Hydraulic Pump Cover 50-hp Mercury Kiwanda Klipper 8, Starboard Gurdies and Davit

19

MOUNTING BRACKET

- .-O25

20

rrzPN

Plan 8.Hydraulic Gurdy System, Kiwanda Klip per 8, 50-hp Mercury

BLITT-WELDEOFLUSH WITH TOP OF RING

H H02

H

PTIL ®350 -

-T 1

275

350

Plan 7.Hydraulic Pump Mount, 50-hp Mercury

SHAFT EXTENSION

O.I25 OO625ITEYWAY

NOTES

I MOUNTING BRACKET -MILD STEEL2 ALL DIMENSIONS ± I003OI3 USE APPROPRIATE SPACERS BETWEEN

BRACKET AND MOTOR4 FINISH - 2COATS ZINC CHROMATE

PRI MER2 COATS MARINE EPDXY PAINT

5 SHAFT EXTENSION MACHINED FROM ONESOLID PIECE OF STRESS- PROOF STEEL

I

6 ALL COMPONENTS lOBE CUSTOM FITTEDTO ENGINE

1

NOT TO SCALE NOT TO SCALE

FLOW CONTROLRELIEF VALVE- PRESSURE

VALVECOMPtNSA1tD ! CONTROL VALVES -4

REVERSIBLE__________ MOTORS IOUD

WITH SPOOL

WITH SPOOL

3WI1H SPOOL

54WITH SPOOL

ALL CONTROL VALVCSFULL REVERSIBLE WITHSPSED CONTROL

Plan 9.Hydraulic Gurdy System Schematic, Kiwanda Klipper 8,

50-hp Mercury

300

j

DETAIL

175- -2 50 - 295 L

Dory No. 4C-Doll70-hp Chrysler

The C-Doll is a 22-foot dory built by Boat Spe-cialties of Salem, Oregon. The C-Doll is laid outsomewhat differently than the standard Pacific Citydory in that it features a sport-type configuration ofsteering controls, fish box, and seat which aremounted forward. The dory has a forward windshieldon the whaleback and the poles are supported andfished from an effective A-frame which facilitateshandling of the poles and associated rigging. Thedory also features a semi-V bottom forward. (SeeFigure 30 below for photo details of the C-Doll.)

Figure 30.C-Doll

The C-Doll was equipped with a Raytheon DE-725B recorder flasher depth sounder and a GB radio.

Pump InstallationThe C-Doll was powered by a 70-hp Chrysler

which, because of different operating characteristicsand motor design, led the owner to attempt a differ-ent hydraulic pump. The Chrysler 70-hp engineshroud can be interchanged with shrouds from Chrys-ler 105-hp or Chrysler 120-hp engines. (See Figure35, p. 23.) This exchange allows sufficient spare spaceunder the shroud for installation of a pump mountfeaturing belts and pulley. (See Plan 10, p. 24, fordetails of the mount.)

The pulley is axially aligned and concentric withthe crankshaft and flywheel and is supported by atop outboard bearing to prevent side torque. Flatstraps run parallel with the flywheel and support thepump mount and pump pulley. The pump is mountedupside down and the entire mount is fastened to thefront and rear of the engine block. The pulleys are3 3/8 inches outer diameter and since there is nodifference in pulley size, a 1 to 1 drive ratio is main-tained between the pump and the engine flywheel.

II

The belt pulleys are flanged and a 3/4-inch-widetoothed belt is used to prevent slippage (see Figures31 through 33, p.22).

Th Chrysler installation features a Vickers VTM-27-40-40 Vane pump with a 4-gpm cartridge insertedin the pump. This pump has a rated maximum speedof 7000 rpm and a pressure capacity of 1500 psi. Thepump was selected for reasons of economy and be-cause it was known that the C-Doll equipped with a70-hp Chrysler would attain effective trolling speedsat lower engine rpm than the other engines.

The Vickers VTM-27-40-40 Vane pump hasgreater gallons-per-minute efficiencies at low enginespeeds than the Tyrone P1-25 pumps. (See AppendixD, p. 40, for the VTM-27-40-40 rpm to hydraulicfluid displacement curve.) The trolling speeds of theC-Doll ranged between 900 to 1100 rpm. The VTM-27-40-40 pump has a displacement of 3 gpm at 900rpm engine speed, approximately 3.3 gpm at 1000rpm, and approximately 3.65 gpm at 1100 rpm.

The Vickers pump with a 4-gpm cartridge reachesits rated displacement of 4 gpm at 1200 rpm. Enginespeeds in excess of 1200 rpm will not cause a dis-placement of more than 4 gpm since the 4-gpm figureis the maximum displacement. The outboard motormust turn at a minimum of 600 rpm to actuate thevanes in the pump.

Curdy System SchematicsThe hydraulic system on the C-Doll was plumbed

in similar fashion to that of the Kiwanda Klip per 8.The oil is sucked from the reservoir and passesthrough the pump to the pressure line. The pressureline in turn passes through a Gresen JLA-50 reliefvalve which has a direct return to the reservoir todump oil if pressures in excess of 125 pounds pull aredeveloped. This relief valve is adjustable.

The oil next passes through a Brand FG-51 3/8-inch flow control valve with adjustable settings from0 to 10 gpm delivery. The oil then passes to independ-ent spool configurations which are powered by aChar-Lynn AG motor and Number 183 Sta-Rite fullyreversible speed control valves. After passing throughall four gurdy stations, the oil returns through a filterto the reservoir. (See Plans 11 and 12, p. 24, and Fig-ures 36 and 37, p. 23, for details.)

A different base plate mounting was designed forthe C-Doll's gurdies. They were constructed of 3/16-inch galvanized plates and each spool and motor weremounted on a 3-inch-high by 3-inch-wide squaresteel pipe which was bolted to each end of the gurdymount base plate. The spools and hydraulic motorshaft were supported by connecting both shafts intointermediate outboard bearings. An outboard bearingwas believed desirable to prevent excessive sidetorque on the hydraulic motor shaft. However, subse-

21

yt

quent operational tests revealed that excessive sidetorque beyond the capacity of the hydraulic motorwas not a problem, and so this practice was discon-tinued after the installation of the gurdies on theC-Doll and the Galliot. The utilization of the com-mercially available and inexpensive 3/16-inch steelplate and pipe did produce an attractive, light-weight,and economical base mount.

Initial operational tests revealed that the 2-gpmcartridge which was originally supplied with thepump was inadequate to operate the gurdy success-fully, and it was replaced with a 4-gpm cartridge. op-erating tests revealed that the C-Doll's gurdies had aline retrieval speed of 157 feet per minute at a troll-ing speed of approximately 1000 rpm. Line retrievalcannot be increased beyond approximately 172 feetper minute at 1100 rpm (which is the maximum troll-ing speed possible for a boat similar to the C-Dollwith a 70-hp Chrysler) in the system as designed.This line retrieval speed is believed to be too slow forefficient operation of power gurdies in a dory whenheavy salmon fishing is encountered. Line retrievalspeed can be increased for salmon gurdies by intro-ducing a differential pulley ratio to increase the op-erating revolutions of the pump over the operatingrevolutions of the drive shaft pulley or by using a dif-ferent pump which would deliver a greater flow of

22

Figure 31.Hydraulic Pump Mounted 70-hp Chrysler, side view

-Figure 33.

Hydraulic Pump Mounted 70-hp Chrysler, rear view

hydraulic fluid. It should be pointed out that actualline speed of gurdy operation is a matter of preferencewith fishermen, and some fishermen may be contentwith a lower line speed. However, under conditionsof heavy fishing this lower line speed will be a detri-ment in a dory. It should also be recognized that anyother hydraulic fishing machinery system which re-quires greater than 4-gpm pump displacement such asthe tuna pullers discussed in this paper cannot be at-tained by using a VTM-27-40-40 pump. The onlychange recommended in this system would be to re-move the flow control valve and the relief valve sincethe displacement is fixed at a maximum of 4 gpm andthe pump features an integral relief valve.

The Chrysler installation has a labor-saving fea-ture in that exchanging the outboard shrouds do awaywith the need to cut and install a shroud cover toprotect the pump. It is not known whether Chryslerdealers can supply a new engine with the largershrouds at no extra cost. If they cannot, the addedcost is more expensive than making a pump mountcover. (The recommended fabricated pump coversare described in Section IV, p. 28).

The C-Doll logged approximately 321 hours dur-ing the salmon season and there were no malfunc-tions of the motor or hydraulic system once installedand tested.

1

I

Ii

Figure 32.Hydraulic Pump Mounted 70-hp Chrysler, top view

Figure 34.Plumbing Details, Relief Valve and Flow Contro' Valve,

C-Doll 70-hp Chrysler

Figure 35.120-hp Chrysler Motor Shroud Mounted on 70-hp Chrysler

Figure 36. Figure 37.Starboard Gurdies, C-Doll 70-hp Chrysler Starboard Gurdies and Davit, C-Doll 70-hp Chrysler

23

.L.

24

3O

ouTBoARDMOTOR

VALVE

60 C-C

CHYd,.IPFh.Id fl.$4.OI,

nil.,RII.I Y.k.

[:r-'I

FiLTER

20 0

FLOW CONTROLVALVE PRESSURECOMPNSA1tD

VICRERS TM 27- 40-40VANE PUMP

Plan 10.Hydraulic Pump Mount, 70-hp Chrysler

40

-I 0

20116

- STERN

s- -

Plan 11.Hydraulic Gurdy System, C-Doll, 70-hp Mercury

CONTROL VALVES 1-4

REVERSIBLEMOTORS -IWITH SPOOL

WITH SPOOL

*3WITH SPOOL

RWITH SPOOL

6

AL CONTROL VALVESFULL REVERSIBLE WITHSPE ED CONTROL

Plan 12.Hydraulic Gurdy System Schematic, C-Doll, 70-hp Mercury

Dory No. 5Gal/jot40-hp Johnson

The Galliot is a 22-foot dory built by Cape Ki-wanda Boat Builders of Cloverdale, Oregon (see

6 Figure 38 below). It was rigged with a 40-hp John-son outboard and project-designed gurdies. TheGalliot also had a Ray-Jeff chart recorder flasherdepth sounder, a Konel radio direction finder, and aCourier CB radio.

LI

,

Figure 38.Galliot

Pump InstallationThe 40-hp Johnson presents some special prob-

lems in designing an adequate pump mount in thatthe engine is mounted on a rubber sleeve, causingthe engine block to vibrate more than the other en-gines used in the project. The initial pump mount de-sign was not satisfactory because of this factor, sonew front base legs were designed and custom-fittedto the block.

Following these modifications, no further diffi-culty was encountered. Because of the complicatedcustom fitting a new pump mount was designed,tested, and found to be adequate. (Details of this rec-ommended mount can be seen in Plan 13, p. 27.)

Figures 39 and 40, p. 26, show the original mountwhich had a tendency to shear the bolts connectingthe front bi-pedal legs of the mount to the engineblock. Figures 41 and 42, p. 26, illustrate details ofthe modified mount which proved to be satisfactory.

The Tyrone P1-25 Jobmaster pump was also uti-lized in the hydraulic configuration for this dory. Thesame general mounting procedures were employed onthe 40-hp Johnson as were employed on all the otherengines. The recoil starter assembly had to be re-moved to facilitate mounting of the pump. With theremoval of the recoil starter accomplished, the pump

extension plate was axially aligned and concentricwith the crankshaft and flywheel. The alignment pro-ceeded from the flywheel up the pump extensionplate shaft, with the pump shaft being carefullyaligned to 1/2 minute of angle. The pump was thenbolted in place and the flex coupling attached as inthe previous installations on the Yankee Pedlar, theSea Bass, and the Kiwanda Klip per 8. The hoses wereattached to the pump and run to the rear down alongthe pump mount rear leg and out through holesdrilled in the port lower shroud of the outboardmotor. The top of the shroud was cut away and apump cover was constructed of aluminum alloy sheetand fastened to the top of the shroud with sheetmetal screws. A 2-inch-wide rubber gasket affordeda weathertight seal between the pump cover and theshroud itself (see Figure 43, p. 26).

Gurdy System SchematicsThe same general hydraulic system was used in

the Galliot as was used in the Kiwanda Klip per 8 andthe C-Doll. The oil is picked up from the three-gallonreservoir mounted on the side of the transom bypump action and passes from the pump through theGresen JLA-50 relief valve (which has a return lineto the reservoir). The oil next proceeds through aBrand FC-51 3/8-inch flow control valve in a circuitto each independent gurdy spool powered by a Char-Lynn AC motor and Number 183 Sta-Rite controlvalve. The oil then returns through a Gresen FA-103filter back to the reservoir. (See Plans 14 and 15, p.28, for details of the hydraulic systems and Figures44 and 45, p. 27, for further details of the gurdies.)The same gurdy base mount was employed on theGalliot as was employed on the C-Doll. Hoses andfittings on the Galliot were similar to those used onthe C-Doll and the Sea Bass.

At this point adequate experience had been ob-tained in the project to forego further utilization ofoutboard bearings between the spool and th hydrau-lic motor. The Lauterbach Company of Portland,Oregon, and the project staff designed a gurdy mountwhich would feature a mount fabricated of poly-urethane of 1/4-inch thickness.

Operational tests revealed that the Galliot's gurdysystem had a line retrieval speed of approximately245 feet per minute, and operational pressures in thesystem were approximately 200 to 600 psi. The Galliotcould also successfully retrieve 105 pounds of lead perspool with no appreciable lag on the engine.

Some malfunctions were noted during fishingtrials of the Galliot as one Char-Lynn AC motor failedand had to be returned for servicing. In addition, adetachable fitting failed because the fitting had beentightened excessively.

The initial pump mount failure resulted in a fur-ther complication. When the custom pump mountwas fitted to the engine, the hydraulic pump washooked up improperly. The Tyrone P1-25 Jobmasterpump must be aligned properly as this pump is riot bi-rotational and is supplied by the manufacturer to op-erate in only a specified rotationclockwise or coun-terclockwise. All Jobmaster P1-25 pumps utilized inan outboard hydraulic configuration must rotate in aclockwise manner except the Bearcat.6 The hoseswere reconnected improperly and the hydraulic pumpfailed because of a blown seal on the pump. Caremust be taken during the attachment of the hoses toensure that the suction line is attached to the inletside of the pump and that the pressure line is at-tached to the outlet side. Following these corrections,no further malfunctions occurred with either hydrau-lic system or motor, and the engine and system per-formed satisfactorily.

The Galliot logged approximately 550 hours dur-ing the 1970 salmon season and the hydraulic systemperformed perfectly after the correction of the mal-functions noted. Subsequent disassembly of the en-gine at the close of the season revealed that therewere no abnormal signs of wear on any of the inter-nal parts.

The only change recommended on this systemis to combine the relief valve and flow control valvefunctions by using a Brand FCR-51 3/8-inch flow con-trol valve.

Fishing experience in the Galliot led to the conclu-sion that 40-hp engines are inadequate in this fishery.Engines of 50-hp or better are believed desirable toattain all of the advantages of high speed and mo-bility. When fully loaded with gear, men, and a pay-load of fish, the dories are relatively heavy. The maxi-mum speed that the Galliot could develop was ap-proximately 12 to 14 mph and this, of course, de-stroys one of the dory's prime advantageshigh speedfor broad coverage of the fishing grounds. It was alsorevealed that total overall engine operating expensesof the 40-hp Johnson were in excess of the total engineoperating expenses of the Yankee Pecilar in equiva-lent 22-foot dories. The fuel consumption of the 60-hpJohnson was roughly equivalent to that of the 40-hpJohnson. The Yankee Pedlar could develop speeds ofup to 24 mph, and so for the same fuel costs couldcover much more ground. Also, the 60-hp Johnsonconsumed fewer sparkplugs than did the 40-hp John-son. The 40-hp Johnson installation will, however,serve admirably in any other fishery where speed isnot a factor and smaller boats are used.

6 The other outboard motors have clockwise flywheelrotation. The Bearcat rotates in a counter-clockwise fashion.Therefore, pumps mounted on a Bearcat shou]d have counter-clockwise rotation capability.

25

26

Figure 39.Original Hydraulic Pump Mount 40-hp Johnson, front viewr

Figure 41.Modified Hydraulic Pump Mount 40-hp Johnson, side view

II

Figure 40.Original Hydraulic Pump Mount 40-hp Johnson, rear quarter

view

Figure 42.Modified Hydraulic Pump Mount 40-hp Johnson, side and

rear view

Figure 43.Hydraulic Pump Cover 40-hp Johnson

- 1"

DRI L L3 REQD

H ..

m4 KEYWAY

A:JL4 :LI_jI

H

CHART FXTRN CON

I

Figure 44.Starboard Curdies, Galliot 40-hp Johnson

DRILL2 REQD

II

NOTEMACHINED FROM ONE SOLIDPIECE OF STRESS-PROOF STEEL

I

2

Figure 45.Port gurdies and davit, Galliot 40-hp Johnson

NOTES:I BRACKET +MILD STEEL PLATE2 FINISH 2 COATS ZINC CHROMATE PRIMER

2 COATS MARINE EPDXY3 ALL DIMrNsI0Ns t-34 CUT MOUNTING BRACKET TO FIT MOTOR5 WELD GUSSETS IN PLACE AND GRIND FLUSH

1

2-

IIH DRILL

I-AR

132 I 32

Plan 13.Hydraulic Pump Mount, 40-hp Johnson

3-7-

6

MOUN'iNG BRACKET

NOT TO SCALE

27

4x *GUSSET

2

28

4t

STERN

The five dories working on the hydraulic projectlogged a total of approximately 3,045 hours duringthe 1970 salmon season. Two of the engines were dis-mantled at the conclusion of the project and no ab-normal signs of wear were noted on any of the crank-shafts, upper main bearings, lower main bearings,connecting rods, connecting rod bearing retainers,or connecting rod bearing retainer assemblies. Therelatively trouble-free operation of all of the enginesonce initial application problems were overcome sup-ports an over-all conclusion that the hydraulic powertake-off system is safe, feasible, and efficient provid-ing the following principles are observed:

1. Care must be taken during the hookup of thepump to ensure that the pump extension plate isaxially aigned and concentric to the center of thecrankshaft. No wobble of the pump extension platecan be tolerated. The pump extension plate shouldbe bolted to the top of the flywheel utilizing theflywheel bolt pullers after it has been assured thata good mating surface can be obtained.

The recommended practice is to secure a shortpiece of pipe whose inner diameter matches thatof the pump shaft and the pump extension plateshaft diameters. The pipe should be slipped overthe pump extension plate shaft and then fitted overthe shaft of the unsecured pump resting on the topof the pump mount. The pump should be movedcarefully until a tight and accurate fitting positionis obtained on both shafts. Scribe marks should be

OUTBOARDMOTOR

LIEFVALVE

FiLTER

FLOW CONTROLVALVE PRE$SURECOMPNSATZD CONTROL VALVES 1-4

REVERSIBLEMOTORS I

WITH SPOOL

WITH SPOOL

*3WITH SPOOL

WITH SPOOL

ALL CONTROL VALVESFULL REVERSIBLE WITHSPEED CONTROL

made on the pump mount with a sharp instrumentthrough the pump mount flanges so that the boltholes can be drilled with the pump in that exactposition. The pump is then removed, the boltholes are drilled in the mount top, and the pump isbolted to the mount with bolts, nuts, and lockwashers.

The flex coupling is then attached and the hy-draulic system is plumbed and hooked up. Theengine should be started and immediate opera-tional tests should be conducted to ensure thatthere is no pronounced wobble of more than 1/2minute of angle in the pump mount. All compo-nents of the system should be checked immedi-ately to ensure adequate performance. Duringthese operational tests attention should be paid tosuch factors as noise (a properly installed hydrau-lic system makes little noise beyond a slight whinefrom the pump), vibrations of hoses (there shouldbe none), or any lag in engine rpm.

The pump mounts employed must be rigid andthe pump mount attachments must be of such anature that bolts fastening the pump mount to theengine block will not work loose under engineoperation. Lock washers should be employed withall mounting bolts.

These bolts should be checked from time to timeto ensure that they remain securely fastened. Itwas found during the life of the project that boltsproperly fastened with lock washers did not

Plan 14. Plan 15.Hydraulic Gurdy System, Galliot, 40-hp Johnson Hydraulic Gurdy System Schematic, Galliot, 40-hp Johnson

IV. Project Conclusions and Recommendations

work loose, but continued checking is a goodsafety measure.

Normal good hydraulic practices should be fol-lowed, such as checking each component in thesystem by an immediate operational test to assurethat each component is working according to spec-ifications. Normal safety practices should be ob-served, such as the inclusion of a filter in the sys-tem as dirty oil can shorten the life of pumps, con-trol valves, and motors. All components, especiallyhoses and fittings, should be inspected for cleanli-ness prior to system installation and cleaned if nec-essary.

A high-quality hydraulic fluid should be used inthe system. SAE 10-30 weight hydraulic engine oilis recommended. This fluid, with a vicosity of 150to 220 SSU, has a high to low heat range and is

V. Recommended Gurdy System forOutboard Motor Trollers

Project efforts throughout the summer of 1970led to the design of a low-weight, relatively inexpen-sive four-spool gurdy system for outboard-poweredsalmon trollers. This system, designed by the Lauter-bach Company of Portland, Oregon, weighs approxi-mately 140 to 145 pounds installed in a boat. It iscompact and its light weight allows high-speed ves-sels such as Pacific City dories to retain their superioroperating characteristics without reduction in speedoccasioned by heavy weight.

The system features a Char-Lynn R244 three-gallon reservoir, Imperial-Eastman 1/2-inch and 3/8-inch inner diameter hydraulic lines, a Tyrone P1-25Jobmaster pump, a Brand FCR-51 3/8-inch flow con-trol valve, Char-Lynn AC motors, Number 183 Sta-Rite control valves, and a Gresen FA-103 filter. Thegurdy spools are the standard polyethelene spools andthe gurdy mounts are fabricated of 1/4-inch-thicksheets of polyurethane plastic.

This gurdy system also has a large locking nut onthe outside edge of each spool so that in the event ofa hydraulic motor failure or an engine failure, aratchet wrench can be attached to the gurdy spooland the trolling gear can be cranked in by hand. Toretrieve gear manually, the flow control valve is set on0 gpm and the pressure line is disconnected at theflow control valve outlet. The disconnected lineshould be placed above the highest horizontal line of

the fluid recommended by Char-Lynn for theirmotors.

For multipurpose use of the hydraulic systems de-scribed in this paper such as combined trolling-longline-tuna puller gear which require differentsystems, it is strongly recommended that a pres-sure gauge be used. This gauge should be "tied"into the system between the pump and the firstcontrol valve used. Adequate gauges to obtainpressure readings for the different functions canbe purchased for approximately $5 to $6.

No hydraulic system should be designed or in-stalled without consulting an engineer knowledge-able in the field of hydraulics.

If all of the precautions and procedures containedin this report are accurately followed, trouble-freeand effective results can be obtained.

this system to reduce oil spillage. The control valvefor the first spool in the circuit is set for line retrieve(other control valves are left in neutral) and the lineis cranked in by slipping a wrench over the spool nutand cranking. When the gear is aboard, the controlvalve is placed in neutral. Each remaining spool isreeled in manually following this procedure.

During a fishing season, rapid removal and ex-change of any malfunctioning components is a neces-sity. These gurdies have been designed so the entiregurdy mount can be quickly disconnected and re-turned for spare gurdies and mounts if a malfunc-tion occurs. (Plans 16 and 17, p. 31, are schematics ofthe hydraulic gurdy system and Figures 46 through49, p. 30, give photo details of the system.)

Installation of this gurdy system appears to beeconomically feasible for dories in this fishery. At thisdate, total cost of the gurdy system for an outboarddory is $875.70, according to the manufacturer. Gurdyspools are completely plumbed, and mounting andrigging instructions are supplied. The project hadestablished objectives of coming up with a gurdy sys-tem that would weigh no more than 150 pounds totaland would cost no more than $900. The gurdy systemmeets these objectives.

Project experience demonstrated the feasibilityin the small boat salmon troll fishery for individualspool units consisting of a hydraulic motor with a

29

special fully reversible speed control valve bolted di-rectly to the motor. The spools will be the standardspools described and will be mounted directly on thehydraulic motor shaft. The mounts for motor andspool will be manufactured of salt water corrosion-resistant aluminum. Provision will be made for zircgrease fittings to protect the seal and shaft of thehydraulic motor.

It is believed that utilization of these independentspools will allow unusual flexibility in gurdy installa-tion aboard salmon trollers.

A further feature of this gurdy is the ability toprovide adequate line speeds and torque for bothsalmon trolling (at 1800 rpm) and albacore tunatrolling (at 2400 rpm) in an outboard-powered ves-sel. The tuna troll lines have a greater arbor whenfastened onto a spool containing the salmon troll

30

Figure 46.Lauterbach Gurdies, outside view

Figure 48.Lauterbach Gurdies, side view

wire. Increased arbor and the higher trolling speedsof 2400 rpm will provide a line retrieval speed of ap-proximately 360 feet per minute.

The only components that will not be suppliedwith this system are the pump mount itself, since thereare so many different types of engines in the fishery,and a pump cover shroud. Fishermen will have tohave these pump mounts made, and any of the mountsdescribed in this report will work adequately andeffectively for the respective engines mentioned. Fish-ermen having engines different from those employedin the project will have to design their own mounts.This is not a difficult task. If the basic principles andprocedures outlined in this project are followed toensure rigid support and true alignment, any compe-tent marine blacksmith should be able to design asatisfactory mount.

Figure 47.Lauterbach Gurdies, inside view

Figure 49.Lauterbach Gurdies Control Valve Operation

Adequate pump covers can be made of any of thefollowing materials:

Light-gauge aluminum sheet. Only alloys of the7050 series should be used as these alloys withstandthe corrosive effect of a salt water environment. Thismakes an outstanding pump cover, but the materialcost is high and if the cover is welded, the total cost isexcessive. Consideration should be given to using poprivets as a joining method if an aluminum shroud isdesired. The aluminum sheet can be cut to size fromcardboard templates and allowances made for flangesto join the panels. The flanges can be bent to over-lap. A strip of rubber gasket can be positioned be-tween edges, glued in place, and the panels joined bypop rivets obtainable from hardware stores. Eight totwelve air intake holes of 1/4-inch diameter eachshould be drilled in the top rear of the cover to allowadequate air intake for the motor.

Fiberglass. These pump covers can be made bycutting panels of cardboard sufficient to allow space tocontain the pump, mount, and hoses. The panels canbe joined with a heavy "scotch tape" and should befitted in place over the mounted pump to ensure thatan adequate fit is obtained. The assembly is then re-moved and is carefully fiberglassed internally andexternally with fiberglass cloth and resin. One layerof resin should be applied to each side of the card-board, allowed to dry, and then a second coat shouldbe applied. Fiberglass cloth can then be laid into thetacky resin and allowed to dry. Two final coats of

OUTBOARDMOTOR

RELIEFVALVC

L

-1FLOW CONTROLVALVE PRESSURECOMPNSATED

CONTROL VALVES 1-4

REVERSIBLEMOTORS *1WITH SPOOL

12 WITH SPOOL

13WITH SPOOL

54WITH SPOOL

ALL CONTROL VALVESFULL REVERSIBLE WITHSPEED CONTROL

resin are recommended. The seams and corners ofthe pump mount should be covered with fiberglasstape and extra coats of resin applied. A rubber gas-ket of no less than 1 1/2 inches should be glued tothe entire inside lip of the pump cover. Air intakeholes should be drilled through the pump cover. Thecover should be held in place with tape, and holesshould be drilled through the bottom lip of the pumpcover and the engine shroud cover. Sheet metalscrews can then be used to fasten the pump coverto the shroud.

Plastic. An attractive and efficient pump covercan be fabricated of solid sheets of ABS plastic 3/16inches in diameter. A cardboard model should bemade following the procedures outlined above toserve as a template. Panels should be carefully cutof the 3/16-inch-thick plastic. Right angle molding ofthe same material can be obtained from manufactur-ers. The panels should be carefully taped together onthe inside with masking tape. The right angles arethen glued along the butt edges of the panels withMEK solvent mixed with powdered ABS plastic. Thepump mount cover should also have a rubber gasketmounted on the inner lip in the manner describedabove. It is then fastened to the outboard motorshroud in the manner described with stove bolts orpop rivets. Air intake holes should also be drilled inthis pump cover. (See Figures 50 through 55, p. 32,for step-by-step details of the construction of a pumpmount cover employing ABS plastic.)

31

Plan 16. Plan 17.Lauterbach Hydraulic Curdy System Lauterbach Hydraulic Gurdy System Schematic

VI. Pump Cover Fabrication

32

Figure 50.ABS Plastic Mount Cover FabricationScribing on ABS

Plastic Panel

Figure 52.ABS Plastic Pump Mount Cover FabricationSplitting an

End Panel

Figure 54.ABS Plastic Pump Mount Cover FabricationAssembly of

Side Panel and Right-Angle Joiners

Figure 51.ABS Plastic Pump Mount Cover FabricationSplitting a

Side Panel

Figure 53.ABS Plastic Pump Mount Cover FabricationAll Panels Cut,Plastic Right-Angle Joiners Cut, Adhesive, Tools Required for

Pump Mount Cover Fabrication

Figure 55.ABS Plastic Pump Mount Cover Fabrication

Completed Side Panels and Cover

Figure 56.ABS Plastic Pump Mount Cover Fabrication

Fastening Pump Mount to Lower Unit

A variety of fishing machinery systems can be runoff the hydraulic power-take-off designed for thisproject. The same general procedures and methodol-ogy used in the design of the salmon troll gurdies canbe used to rate the work cycles to handle other gear.This section will deal with rating additional fishingmachinerya tuna puller for surface trolling, a long-line puller, a shellfish pot and trap lifter, and a gilinetreelfrom the same hydraulic systems as those whichwere installed in the Johnson, Mercury, and Bearcatengines. The systems described below may not matchthe line speed and pulling force requirements of agiven fishery. This is particularly true with the gillnet reel discussed. If different line speeds and pull-ing forces are required the same formulas are usedwith the desired line speed and pulling force sub-stituted. Also, consideration should be given to theeffective radius desired on a given spool or sheave asa factor in the computations.

It should be remembered that these systems havenot yet been fished. Work is progressing with volun-teer help from fishermen to build the machinery andthe gear will be operationally tested as it is completed.

The rating of the fishing machinery in the follow-ing instances proceeds from some known variables.

Figure 57.ABS Plastic Pump Mount Cover Fabrication

Completed Pump Mount Cover, Side View

VII. Other Fishing System Configurations

The direct-drive hydraulic power system has beentested and found adequate. The rpm to pump dis-placement (gpm) curves have been established, andengine speeds have been selected for each fishinggear that give adequate oil flow in gallons per minuteto power the fishing gear efficiently.

The tuna puller would be operated with the dorytrolling at 2400 rpm. The other systems would beoperated with the engines out of gear and turning atthe engine rpm specified for each gear.

Albacore Tuna Puller (Surface Troll Pullers)Albacore tuna troll lines in Pacific Northwest

trollers are pulled by a high-speed pinch-type linepuller. A typical puller consists of a stainless steelsheave mounted directly on the shaft of a high-speedhydraulic motor. The motor is controlled with a sim-ple one-way hydraulic control valve.

The fishing line is placed in the deep line recessin the ;heave and is gripped by the turning sheaveand pulled at a high rate of speed. A "peeler" or metalkey tapered to fit the recess in the sheave is mountedon the bottom of the sheave and peels the line offafter it has traversed approximately three-fifths of thecircumference of the sheave.

33

A tuna puller can be mounted and operated fromthe outboard motor's hydraulic system. The designfor such an installation is as follows:

Tuna PullerDory trolling at 2400 rpmpump output = 5.4 gpm

RequirementsLine Pull = 125 pounds pulling forceLine Speed = 360 feet per minute minimum

Sheave

R = Effective radius of 3.5inches

34

Calculations

TorqueTorque (inch pounds) or T = Line pull

(pounds) or P multiplied by the effec-tive spool radius in inches, or R

T=PX HT== 125 X 3.5T = 439.5 inch pounds

Spool rotation speed requiredSpeed (sheave rpm) or S =

Line haul-in speed in inches per minute or LEffective spool circumference

S= L

2X3.5X3.14 (pi)S = 360 feet per minute or 4320 inches per

minute2X3.5X3.14

S 432021.98

S 197 rpm

The desirable spool speed of the tuna puller willbe 197 rpm if the dory is trolling at 2400 rpm. Thisgives a line haul-in speed of 360 feet per minute. The

Torque in inch pounds equals the line pull in poundsmultiplied by the effective spool radius in inches. Spool rota-tion s-peed in revolutions per minute is divided by the effectivespool circumference in inches.

torque of 439.5 inch pounds will give a line pullingforce of 125 pounds on the sheave used in this ex-ample.

A Char-Lynn AC motor most closely approximatesthis theoretical configuration. A pump displacementof 5.4 gpm will give a spool speed of 205 rpm from aChar-Lynn motor at 2400 rpm engine speed. Theactual line retrieval speed will be approximately 375feet.

Variable trolling speeds above and below the en-gine rpm of 2400 specified will produce higher orlower line speeds on this puller. To compute exactline speed at a given engine speed, count the spoolrpm developed at that speed and multiply by 21.98inches.

The hydraulic configuration for a tuna pullerwould consist of a tuna puller sheave mounted di-rectly on a Char-Lynn Orbit AC motor (or equiva-lent), 3/8-inch inner diameter hydraulic pressurelines, 1/2-inch inner diameter hydraulic suction andreturn lines, and a simple one-way control valve. Themotor and sheave should be fastened onto a mountwhich is fastened to the vessel. The oil would move ina circuit from the reservoir through the Jobmasterpump to the Brand FCR-51 3/8-inch flow controlvalve with a built-in acorn relief valve. The oil passesto and through the one-way control valve to operatethe puller and then returns through the filter andback to the reservoir. The relief valve should be setso that the 125 pounds line pull is not exceeded.

A Longline Puller or Curdy

Longline gear can be fished from an outboard-powered hydraulic system by utilizing a hydraulicpower sheave with an effective radius of 6 inches.The longline would lead inboard through a roller andpass into a sheave and then be peeled in a similarmanner as the tuna puller.

Longline Gurdy Engine speed 1200 rpmPump output = 2.7 gpm

a. RequirementsLine Pull = 250 pounds pulling forceLine Speed = 120 feet per minute

Sheave

= Effective radius of 6inches

b. Calculations

Torque (T)T==PX RT==250 X 6T 1500 inch pounds

Spool rotation speed requiredS==z L

2XRXpi (3.14)

S= 120X122 X 6 X 3.14

S = 144037.68

S = 38.4 (approximate) rpm

A Char-Lynn Orbit C motor (or equivalent)would furnish the required line pu]l and torque forthe gurdy. The hydraulic system would be roughlyequivalent to the tuna puller. A Tyrone P1-25 Job-master pump would draw oil from the reservoirthrough a 1/2-inch inner diameter suction line to thepump. The pump puts pressurized oil through 3/8-inch inner diameter lines to the Brand FCR-51 3/8-inch flow control valve. The acorn nut relief valveshould be set to bypass oil if a pulling force beyond250 pounds is encountered to safeguard against stall-ing the engine.

The oil emerges from the flow control valve and iscarried to the gurdy by a 3/8-inch inner diameterpressure line. A simple one-way control valve actu-ates a Char-Lynn AC Orbit motor. The oil wouldthen pass from the motor outlet in a 1/2-inch innerdiameter return through the filter back to the reser-voir.

Pot and Trap Hauler

Lobster pots, shrimp pots, and crab pots and ringscan also be fished from the outboard-powered hy-draulic system. The sheave can be mounted on a davitor on a bulkhead. The sheave should have a linepeeler installed and a sheave with an effective radiusof 5 inches is adequate.

Pot and Trap Power Engine speed = 1400 rpmBlock Pump output 3.0 gpm

a. RequirementsLine Pull = 300 poundsLine Speed = 89 feet per minute

Sheave

2XRXpi (3.14)

S = 1070 inches per minute2 X 5 X 3.14

S = 107031.40

S=31 rpm

A Char-Lynn AK Orbit motor (or equivalent) isadequate to power the pot hauler. Again, the hydrau-lic system is equivalent to the earlier examples. Theonly changes necessary for a pot hauler system wouldbe to substitute a Char-Lynn AK motor for the motorsmentioned in the tuna puller or long line hauler ex-ample and to set the relief valve to by-pass oil when apulling force of more than 300 pounds is encountered.

Gillnet Reel

A gillnet reel can be operated from the same hy-draulic power take-off. The reel used in this examplewould have an 8-inch arbor with a reel flange heightof 20 inches. For purposes of computation, the aver-age effective radius of the reel is set at 15 inches.

Gillnet Reel Engine speed = 1400 rpmPump output 3.0 gpm

a. Requirements

Line Pull = 250 pounds

Line Speed =90 feet per minute

R = Effective radius of 5inches

35

b. CalculationsTorque (T)T=P X RT = 300 X 5T = 1500 inch pounds

Spool rotation speed (5) required

S= L

Gilinet Reel

36

2XRXpi (3.14)S = 1080 inches per minute

2 X 15 X 3.14

S 108094.5

S= 11.5 rpm

In this configuration it is difficult to secure an in-expensive hydraulic motor to provide the low rpmnecessary at the required torque. The hydraulic pumpdisplacement in gallons per minute is also a limitingfactor. However, a Char-Lynn AP motor (or equiva-lent) will give the required torque and line speed atthe available hydraulic fluid displacement of approxi-mately 3.1 gpm if a 2 to 1 gear reduction is used be-tween the motor and the reel. This can best be donewith the sprockets attached to the hydraulic motor

R = Effective radius of 15inches. Spool diameter variesfrom 4 inches (bare reel) to

22 inches (full reel)

b. Calculations

1. Torque (T)T=PXRT = 250 X 15T = 3750 inch pounds

.2 Spool rotation speed (S) requiredS=,z L

and the reel flange. A chain belt would deliver thepower from motor to reel.

A Char-Lynn AP motor will deliver approxi-mately 1948 inch pounds of torque and 21 rpm at 700psi from a 3-gpm pump output.

If the reel is geared down on a 2 to 1 ratio, thesystem requirements of 3750 inch pounds of torqueand an average of 90 feet per minute line speed willbe attained. The calculated computation is:

Cear Reduction o> 21 CPM3.1

PSI700

TORQUE3876

RPM10.5

The hydraulic system would utilize the samecomponents as the previous systems. A Tyrone-P1-25Jobmaster pump would pick up hydraulic fluid from aChar-Lynn R-244 Universal supply tank. The suctionline should be 1/2-inch diameter medium-pressurehydraulic line. The pressure lines are 3/8-inch innerdiameter medium-pressure lines. The pressurized oilpasses from the pump to a Brand FCR-51 3/8-inchflow control valve. The integrated relief valve shouldbe set for 250 pounds pull. The pressure line con-tinues to the reel. A Number 183 Sta-Rite fully rever-sible control valve would operate the Char-Lynn hy-draulic motor. The return line from the motor wouldpass through a Gresen filter and return via a 1/2-inchinner diameter hose to the reservoir.

These are a few examples of fishing gear that canbe powered by the hydraulic power take-off. It shouldbe noted that the operation of specific fishing gearmay call for different torque or line speed require-ments than those stated above. However, the knownconstant of hydraulic fluid displacement (which isreciprocal of engine rpm) will allow the selection ofhydraulic components which can best accomplish thespecific task. It must be repeated that the work cycleexpressed in torque and line speed should be knownbefore a gear system is designed. Any competent hy-draulics engineer can work out a specific system if heknows the pump displacement figures and the torqueand line speed required.

CPM PSI TORQUE RPM3.1 700 1938 21

Crandall, Stephan H. and N. C. Dahi (eds.). An In-troduction to the Mechamics of Solids. New York,McGraw-Hill, 1959. 444 p.

Fontana, Mars G. and Norbert D. Greene. CorrosionEngineering. New York, McGraw-Hill, 1967.391 p.

Kreith, Frank. Principles of Heat Transfer, 2nd. ed.Scranton, Penn., International Textbook Co., 1965.620 p.

Testing of these systems under actual fishing loadsand speeds revealed some rather surprising informa-tion. At normal engine trolling speeds (1500 to 2000rpm), hauling in a single line equipped with thestandard fishing gear, the pump discharge pressureaveraged 200 psi. The pump discharge pressure was,as expected, 400 psi hauling in two lines fully rigged.These figures are significantly lower than expecteddue to initial overestimation of the pulling forcerequired to haul in a fully rigged trolling line.

No more than two lines are ever hauled simul-taneously, so maximum system pressure, even withseveral fish on, does not exceed 600 psi. Consequently,the maximum power required from the outboard en-gine is approximately 2 hp, considering the systemefficiency at 83%.

Pump discharge pressure drop under no-load con-ditions reaches a maximum of 50 psi operating at themaximum speed of 5500 rpm. This pressure is due tothe system internal frictional effects. At a trollingspeed of 1800 rpm, the pressure drop through thesystem is less than 5 psi under no-load condition.

Any hydraulic system generates heat due to fric-lion and pressure drops which do no mechanicalwork. Typical examples are oil dumping over a re-lief valve and pressure drops due to oil flowingthrough lines and valving. Very little heat is gener-ated at points in the system where mechanical workis being done, as at motors or cylinders.

Essentially, the heat generation during systemoperation under maximum load conditions is equal to1.0 minus system efficiency multiplied by the power

VIII. References

Appendix ASystem Operational Data

Lindberg, Roy A. Processes and Materials of Manu-facture. Boston, Allyn and Bacon, Inc., 1964.884 p.

Sharp, H. J. Engineering Materials. London, Hey-wood Books, 1966. 428 p.

Basal, Paul R., Jr. (ed.). Vikers Mobil HydraulicsManual, 3rd ed. Troy, Michigan, Sperry RandCorporation, 1967. 175 p.

input to the pump. During no-load operation the sys-tem pressure is almost completely converted to heat.

For these systems

Under loadHeat Generated (1.0 minus efficiency) X PQ= (1.OXO.83) X2.0

0.34 Hp= 0.34 Hp X 2545 BTU

HpHrQ = 866 BTU/Hr

No-load conditionsHeat Generated (BTU) = 1.5 X Pressure drop(PSI)

(Hr) XFlow(GPM)1800 RPMQ=1.5X5X4.0

=30 BTU/Hr5500 RPMQ=1.5X50X 13

975 BTU/Hr

The heat dissipation from this type of system is al-most completely dependent upon convective transferfrom the storage reservoir. The governing equationfor this heat transfer mechanism is:

Q=AhATRate of heat transfer by convection inBTU/Hr

AT = Difference between surface temper-ature and the ambient temperature ofthe surrounding air. Ts - Ta

37

38

h = Average convective heat transferefficient

BTU/Hr - ft2So for this case:

Q=AhATFive-gallon reservoir

Effective reservoir surface area = 4.5 ft2Effective surface area of hose, valving, motors,

etc. 0.5 ft25.0 ft2

ATTsurt - Tair

Assuming surface temperatureMarine air temperature

For air and free convection h 5.0 HrQ= 5.0 X 5.0 X 5.OX 30Q = 750 BTU/Hr

The average heat generation for these systems isapproximately the time averaged sum of the heatgeneration in the different operational modes.

ENGINE RPM.

Outboard Motor Revolutions-per Minute to Brake-Horsepower Curves, 40-hp Johnson

Appendix B

5307 BTU/12 hr.

Average heat generation = 475 BTU/Hr.

So, since the average heat generation is less (475BTU/Hr vs. 750 BTU/Hr) than the average heatdissipation by convection, no temperature build-upwill occur over long time periods. The higher heatgeneration during system operation under load and atcruise will cause short-term rises in oil temperatureabove the steady state value, but these rises will beslow and can be ignored.

The reservoir must be mounted in such a way asto allow free air flow to all reservoir surfaces for heatdissipation purposes. The heat dissipation must behigh enough to keep the oil temperature below 150°at all times. High oil temperatures cause oil break-down and component deterioration. Adherence tothe principles described in mounting the reservoir onstrips of firring and then fastening the lirring to thehull or transom allows ample air circulation and en-sures heat dissipation capability.

Outboard Motor Revolutions-per Minute to Brake-Horsepower Curves, 60-hp Johnson

1000 2000 3000 4000 5000 6000ENGINE - RPM

w

0a-Id

60

50

40

---

I I

U)

0 30 -I20 -U

4 10 -0 'i I

II

co- Consider an operational day of 12 hours:ModeTime Heat GenerationCruise no-load 3 hrs. 975 X 3=2925 BTUTrolling no-load 6 hrs. 30X6=180 BTUTrolling underload 3 hrs. 866 X 3 = 2598 BTU

T,=80°FTa =50° FAT = 30° F

BTUft2.0

500040000 i i

1000 2000 3000

40-

35.

30_

25-

20-

5-

0 I' I I I f I

0 1000 2000 3000 4000 5000 6000ENGINE - R.P.M.

Outboard Motor Revolutions-per-Minute to Brake-Horsepower Curves50-hp Mercury

39

40

Tyrone Model P1-25 Jobmaster Hydraulic PumpRevolutions-per-Minute to Pump Displacement

5200-.-.

4600-

4400-4000-

3600-

3200-2800-

2400-

2000-

600-1200-

800

4001.6

1200

1100

100

900.-

B0

70

60

Appendix C

Appendix D

Vickers VTM-27-40-40 Hydraulic PumpRevolutions-per-Minute to Pump Displacement

5.6 6.4 7.2 8.0 8.6DISPLACEMENT -

5002 2.5 3 3.5 4

PUMP DISPLACEMENT G.P.M

24 3.2 40 4.8PUMP

11.89.4 0.2 11.0

G. P.M.