The Way Wolff Ship-Heaters are oil fired, fully automatic, central heating units used to supply hot water by means of a circulating pump to radiators, convectors or other heating elements. The continuous output of these units is given in the data sheet in this instruction book.
The designs are compact and provide for easy installation, servicing and maintenance. An automatic Ray Oil Burner is located on top of the Ship-Heater where it is easily reached for adjustment and does not interfere with passageways.
Way Wolff Ship-Heaters are the vertical fire tube 2 pass top fired design. The center combustion chamber compromises the first pass and the return fire tubes the second. The base of the boiler is insulated from the deck by means of an air space and wet bottom section. An insulated metal protected jacket is provided.
The top cover on which the oil burner is mounted is insulated from the boiler and is easily removable for periodic cleaning and inspection of boiler tubes and combustion chamber. A cleanout and inspection port is also proved in the base of the boiler. Suitable openings are provided for the convenient mounting and connection of steam or water operating temperature control, temperature and pressure gauge and safety pressure relief valve. Boiler outlet and return connections maybe made at the rear or at the side of the boiler.
The Ray Oil Burner is of the fully automatic, high pressure, atomizing type comprising in an integrally designed compact unit with a motor directly connected to a blower for supplying air for combustion and a two stage fuel unit for drawing oil from a storage tank and delivering it under controlled pressure to the oil atomizing nozzle. Automatic ignition of the oil is by means of a high tension spark obtained from an ignition transformer.
The normal “on” and “off” operations of the burner are controlled by means of an adjustable water temperature controller mounted on the boiler. The water circulating pump connected to the inlet of the boiler can be controlled by means of a cabin or room temperature controller mounted in a central or convenient location for average temperatures or manually turned “on” and “off” as heat is required. A thermostat, when used, controls the temperature of the space in which it is located only.
The Ship-Heater may be used to provide service hot water, when heat is not required, by the addition of a hot water temperature control and a storage tank.
All Way Wolff Ship-Heaters are protected by U.S. Patent number 2,383,924 and others pending.
The complete assembly of the Way Wolff Ship-Heater is shown on a drawing in this instruction book. The Ray Oil Burner unit is mounted on top of the Ship-Heater and is secured to the top plate by means of three 3/8” cap-screws threaded into nuts welded to the underside of the top plate. The top plate is secured to the Ship-Heater main shell by means of hex nuts fastened to studs welded to the boiler shell. The top plate is insulated from the shell by means of heavy millboard.
The boiler, when so ordered, has a thick insulating jacket which is protected by an outer steel jacket.
The Ray Burner fires into the heat resisting, perforated combustion cone and, after passing through the center firing tube, the gases return through the fire tubes to the Ship-Heater stack outlet. The bottom of the Ship-Heater is fitted with a removable wet bottom section, to which the return connections must be made. Another observation port is located on the top of the boiler so that the oil spray pattern can be observed during operation.
A hot water safety relief valve is provided to relieve pressure
in excess of 30 lbs. and a 3/4” globe valve should be provided
for draining the boiler, when necessary, for repairs. The circulating
pump is connected in the heating system return line and is connected
to the lower coupling connection on the Ship-Heater. The hot water
outlet to the heating system is made from the upper connection.
The boiler water temperature and pressure gauge is mounted on
the front of the boiler to the 1/2” coupling connection.
The temperature control mounted on front of the boiler governs
the normal “on” and “off” operation of the
Ray Burner in accordance with the setting, which is adjustable.
The Ray Oil Burner unit is an integral unit consisting of a special motor flange mounted on the burner case which drives the burner blower mounted on the motor shaft and also the fuel unit, by means of the flexible coupling. The fuel unit incorporates a two stage pump, strainer, pressure regulating and shut-off valve in one unit and is further described in the component bulletin section. In addition to the mechanical shut-off and pressure regulating valve incorporated in the fuel unit, an electrically operated solenoid shut-off valve is provided in the fuel line from the fuel unit to the burner fuel inlet assembly for additional safety.
The secondary or high tension side of the ignition transformer supplies 10,000 volts at 250 milliamperes to the ignition electrodes, which are connected to the ignition transformer by means of ignition cables. During the start-up or ignition period, an electric spark between the ignition electrodes ignites the oil, which is atomized by means of the nozzle tip. This atomizing nozzle tip is protected by means of a fine mesh monel strainer, which is mounted in the nozzle adaptor. Oil is delivered to the atomizing nozzle at approximately 100 psi through the fuel tube.
Air for combustion is drawn in through the air inlet housing assembly and is controlled by means of the movable damper, which can be secured in position by means of the knurled head screw in the air inlet housing. The combustion air is forced through the blower tube and directed to the outside of the blower tube by the air deflector mounted on the fuel tube so that maximum turbulation is attained as the air leaves the angular vanes of the air diffuser. This turbulated action permits the air to thoroughly mix with the atomized oil spray from the nozzle tip.
Part of the air for combustion is blown into the space between the center firing tube of the boiler and the combustion cone. This air is termed secondary combustion air and is preheated by the stack gases surrounding the upper portion of the center firing tube. This secondary air, which is further preheated by the incandescent outer surface of the combustion cone, is then injected into the combustion zone through the series of concentric holes in the combustion cone to provide for further progressive mixing of air and atomized oil. The secondary air also serves to normalize the temperature of the combustion cone, which is fabricated of heat resisting metal. The combustion cone, due to its low mass and specific heat, comes up to full firing temperature within seconds and, in conjunction with the secondary air introduced as described above, produces a stable and efficient fire without any trace of smoke immediately from a cold start. A 3/8” diameter fibre rope gasket on the outside of the blower tube and between the burner mounting plate and the boiler top plate seals the burner opening.
BOILER
Refer to the drawing for overall dimensions and the location of
the various controls and connections.
Mount the Ship-Heater on a substantial steel base. The bottom of the Ship-Heater is provided with four (4) mounting clips and drilled to accommodate 1/2” anchor bolts for securing the unit in place.
When placing the Ship-Heater, proper attention should be given to allow for sufficient space around the unit for servicing and maintenance. Even though space is usually restricted on a vessel, do not jam the unit into a corner or against a bulkhead where there is insufficient space for a person to work freely on at least three sides of it. It is recommended that sufficient headroom be provided from the base on which the unit is mounted to clear any obstructions of pipes above the unit when servicing the Ray Burner and cleaning the Ship-Heater tubes. All general adjustment and services can be done from the front of the unit, so at least three feet clearance should be provided in front.
The supply and return hot water connections to the heating system may be made at either the back or, on larger sizes, on the right side facing the front of the boiler. Unions or flanges should be installed in all pipe line connections close to the Ship-Heater to permit easy removal when necessary. A make-up cold water feed line connection can be made at any point in the heating system, but is usually made into the return line near the boiler. When an automatic type of pressure reducing feed water valve is used, an expansion tank or compression tank is not too important. However, when the system is filled by a hand valve or hand pump, either an expansion tank located above the high point in the system or preferably a compression tank located near the boiler should be installed. A recommended connection to the compression tank when used is a “T” installed close to the boiler outlet. Shut-off gate valves may be installed in the outlet line and in the return line ahead of the pump so that the pump and boiler can be shut off from the system. This will facilitate repairs to the pump, the boiler or changing the boiler controls without having to drain the entire heating system.
Be sure that the water and oil pipes to the boiler do not interfere with access for servicing and adjusting the Ray Burner.
While these instructions are not intended to cover the entire heating system, it is good practice to provide manual air vents in the feed and return heating water line at all high points and pockets where air may collect throughout the system.
CIRCULATING PUMP
The circulating pump, when furnished by Way Wolff, is provided
with screwed companion flanges for mounting in the return line
to the boiler. An arrow cast of the pump body shows the direction
of water flow which must point toward the boiler. The pump body
may be installed in a vertical or horizontal run of pipe, but
the motor and frame must always be horizontal with the pump bearing
oil cup pointed upward. When installed in a vertical pipe, it
can pump up or down and when installed in a horizontal pipe, the
motor can be on either side of the pipe. The motor and bearing
bracket can be rotated 90 or 180 degrees on the pump body by means
of the four cap screws provided to accomplish this.
SAFETY RELIEF VALVE
The safety pressure relief valve should be connected in the connection
provided near the top of the Ship-Heater or, on smaller sizes,
it may be installed in a tee at the Ship-Heater outlet. The outlet
or drain connection should be piped to a location near the bottom
of the Ship-Heater where the end is conveniently visible at all
times. The open end of this relief valve drain should not be threaded.
Do not install any valves in the safety relief valve line.
STACK CONNECTION
The boiler is provided with a rectangular flue opening at the
rear. This may be run full size with a rectangular duct to the
stack or a transition piece converting it to an equivalent area-round
stack at the outlet. Way Wolff can furnish these adaptors if ordered.
Refer to Print H-213. Avoid horizontal runs and sharp bends. Keep
the outlet breaching pitching upward all the time to the stack.
The best stack is one that runs straight up from the outlet, a
minimum of 15 feet. Do not allow the outlet breaching to return
over the top of the boiler where it will interfere with normal
servicing of the Ray Burner.
RAY OIL BURNER
The Ray Oil Burner unit is shown in detail on a separate drawing
and is mounted on top of the boiler, as indicated on the assembly
drawing. Before mounting, be sure that the nozzle tip is 1”
behind the face of the air diffuser, as indicated on the burner
drawing. The blower tube or fuel feed assembly can be adjusted
in and out of the blower case for this setting. After checking
this, be sure that the fibre rope packing is in position between
the blower tube and burner mounting flange to insure a good seal.
The top of the boiler combustion cone should be level and 1 1/2”
below the bottom of the top cover gasket. If this has been shifted
in transit or installation, remove the boiler top plate and top
cover gasket and properly center and locate this combustion cone
as indicated. This is easily done by re-bending the three combustion
cone supporting straps over the edge of the center combustion
tube to re-align. Refer to Print H-154 for combustion cone details.
After the above has been checked, the Ray Burner may be mounted
being sure that the blower tube on the Ray Burner passes easily
through the opening in the top of the combustion cone installed
in the boiler. Do not allow the burner blower tube to rest on
the edge of the combustion cone during installation.
OIL PIPING
A minimum size of 3/8” I.P.S. should be run from the oil
storage tank to the fuel pump connections on the Ray Burner. A
shut-off valve should be installed in the suction line near the
tank outlet. A fuel oil pump will draw the oil from a tank located
below the boiler and it is not recommended that the oil be taken
from a common line to a diesel engine. Run a separate suction
line for the Ray Oil Burner, either from the main storage tank
or an auxiliary storage or day tank.
Install the oil filter furnished in the suction line near the
Ray Burner with a shut-off valve ahead of the filter and a check
valve between the filter and the pump inlet. Install another check
valve in the outlet or return line from the pump. Do not install
any shut-off valves in the oil return line either at the Ray Burner
or the supply tank. The return line should go to the top of the
supply tank and should not be tied into the supply or suction
line at any point.
Be sure to install unions in the oil suction and return lines
as close as possible to the pump connections.
FLAME CONTROL - PROTECTORELAY
See separate bulletin for further installation and adjustment
instructions.
WATER TEMPERATURE CONTROL
The adjustable water temperature limit control is mounted in the
3/4” pipe coupling connection provided on the front of the
Ship-Heater. See separate bulletin for further installation and
adjustment instructions.
TEMPERATURE AND PRESSURE GAUGE
Mount the Type 588 temperature and pressure gauge in the 1/2”
pipe coupling provided in the front of the Ship-Heater. Never
turn the control by the case but use a wrench on the hexagon shoulder
provided at the back of the case.
ROOM TEMPERATURE CONTROL
The room temperature control, when furnished, should be installed
where it will most effectively control the temperature of the
vessel. This control is wired to and operates the water circulating
pump whenever there is a call for heat. Locate it 4 to 5 feet
above the floor and away from draft or outside walls. Do not mount
it directly above a convector, radiator or on a wall containing
hot or cold water pipes. Remember this control responds to the
temperature surrounding it. It is better to install it in the
coldest location where comfort is a factor. The pilot house or
officer’s mess is a good location. The engine room is a poor
one.
BEFORE ATTEMPTING TO START OR TO ADJUST THE BURNER, THOROUGHLY READ THE BULLETINS ON THE FUEL UNIT, STACK SWITCH, NOZZLE, OPERATING CONTROLS AND OTHER COMPONENT PARTS , WHICH ARE GIVEN IN THE COMPONENT BULLETIN SECTION, SO THAT YOU ARE FULLY ACQUAINTED WITH THE OPERATION, ADJUSTMENT AND FUNCTIONING OF ALL COMPONENTS AND ACCESSORIES.
Be sure the boiler is full of water, the circulating pump operating and the entire heating systems properly vented of any entrapped air in high points and convectors. It is good practice to test the operation of the safety relief valve before starting. This is done by increasing the water pressure to 30 pounds, at which point the valve should open.
It is also good practice for the mechanic, who is actually starting up the Ray Burner for the first time, to check the wiring of the Ray Burner and controls. If color coded wiring has been used, this can easily be done to be sure that connections are made in conformity with the wiring diagram. This should be done by actually removing the covers, particularly on the flame control and the motor junction box, and observing the connection made.
On a new installation, there is apt to be metal chips from the pipe threads or pipe compound, which very often clog the burner nozzle if special precautions are not taken in starting up. Proceed as follows:
The following illustrations show Ray Burner cleaning and adjustments. On some models, it will be necessary to make an adaptor connection between the fuel unit outlet and the burner oil inlet with copper tubing and fittings.
1. Remove the burner tailpiece assembly indicated in Fig. 1.
2. Remove the nozzle tip and strainer assembly and then reconnect the tailpiece assembly to the fuel pipe, being sure that the ignition transformer is disconnected. Place a can or receptacle under the outlet end of the fuel feed assembly as indicated in Fig. 2.
3. Start the Ray Burner and allow the pump to flush 1 to 2 gallons of oil through the system. This precaution will save time later on as nozzles clog most frequently upon starting up a new system.
Normally, the flame control will go to the lock-out position before the full quantity of oil has been flushed through the Ray Burner in the above described manner, as it is set to lock out in 90 seconds. In this manner, the operating contacts of this control will go to the “on” or firing position and prevent the flame control from locking out and shutting down the Ray Burner during this flushing period. It will then be necessary to reset the contacts to the starting or cold position before firing the Ray Burner.
After the flushing operation has been done, the nozzle tip and strainer assembly can be replaced on the fuel tube assembly and re-installed on the Ray burner, being sure to check the electrode setting as indicated on the Ray Burner drawing.
The Ray Burner can now be put into operation and fired. If ignition does not immediately take place after oil pressure has been established on the pressure gauge mounted on the fuel unit, it is advisable to immediately shut the Ray Burner down by opening the main starter switch and check to be sure that the electrodes are properly set and that there is a spark for ignition. A hissing sound should be heard when the ignition is on. The electrode setting is 1/8” apart, but can on some grades of oil be increased to 3/16”.
The air inlet shutter on the Ray Burner should be set approximately half open on starting. If during starting up any oil has been allowed to accumulate in the boiler due to faulty ignition, which could be caused by a partially plugged nozzle or incorrect electrode setting, the Ray Burner is apt to start up with a rumbling noise. If this occurs, the air shutter should be opened to the full open position and then gradually closed down. The burner air inlet damper should be adjusted so that there is absolutely no trace of smoke or even a haze on starting up or under running conditions. (See Fig. 3.)
If the burner is allowed to operate with a small amount of smoke or haze when the boiler is starting, it will usually clear up after the Ray Burner has been in operation a short time. However, this condition should not be tolerated as the continual smoking on starting up periods will eventually cause the boiler to soot up.
The flame should have a smooth, steady sound without pulsation or rumblings. The fire can be observed through the observation port at the bottom of the boiler. The flame as viewed through this port should just about come down to the wet bottom plate and be a light orange color. The flame tips should not be red, which usually indicates insufficient air.
While starting up the Ray Burner, be sure that the water circulating pump is operating and actually circulating water through the boiler. Very often on new installation, air pockets in the system will prevent the circulation of water even though the pump is operating. If the pump is not circulating water through the boiler, this will soon be observed by a rapid increase in the boiler temperature while the water outlet, a short distance from the boiler, remains cold. If the pump is operating satisfactorily, the Ray Burner should then be allowed to continue to operate until the boiler water reaches the temperature of the setting of the temperature limit control, which should normally be set at 180’ F. The Ray Burner should then be allowed to cycle “on” and “off” to be sure that the entire system is operating satisfactorily.
After the Ray Burner has been in operation two to three hours, it is advisable to remove the fuel feed assembly again and check the nozzle tip to be sure that no dirt particles are lodged in it. Clogged nozzle conditions usually occur in the first few days of operation due to dirt in the oil lines and improper flushing. It is therefore important that the boiler be inspected frequently during this period to be sure that it is not smoking which usually is the first sign of a clogged nozzle. The oil burner nozzle unfortunately usually does not clog solid, but becomes partially clogged. This condition distorts the spray and causes poor combustion and consequently a smoky fire, which will soot up the tubes of the boiler.
BOILER
If the Ray Oil Burner has been properly adjusted and not allowed
to operate for extended periods with a smoky fire, it will not
be necessary to inspect or clean the fire tubes and main combustion
chamber more frequently than every six months of operation. Properly
cared for and attended to, the boiler may not require cleaning
for longer periods, but it is desirable to insure efficient operation
that the boiler be cleaned out thoroughly every six months or
at the beginning or end of each heating season.
The Ship-Heater is cleaned by removing the Ray Burner, top mounting cover and gasket and punching the tubes with the flue cleaning brush as indicted in Fig. 4. The main firing tube should be cleaned in the same manner by scraping down any accumulation of soot or carbon that has formed in the center firing tube. The heat resisting combustion cone should be inspected at this time and cleaned thoroughly if there has been any impingement due to a defective or partially clogged nozzle. A spare combustion cone, if provided, should not need replacement until after years of operation and service.
Any accumulation of soot or carbon that has been punched through the tubes of the main firing chamber can be cleaned out at the bottom through the clean-out port. The entire cleaning operation is best accomplished with an industrial type vacuum cleaner, which does a more thorough job of picking up the loose soot and carbon accumulation than can be done with a hand brush.
RAY OIL BURNER UNIT
During the periodic cleaning operation, the burner fan should
be removed and cleaned. This is done by disconnecting the electrical
connections to the motor and loosening the two bolts holding the
motor to the burner housing. The motor and fan are then removed
as an assembly, as shown in Fig.
5. The fan should be rinsed in a cleaning solution or solvent
to remove any grime or dirt that has accumulated on it. It should
also be inspected for damage which might cause it to be out of
balance.
The fuel unit and coupling assembly should be removed, as shown in Fig. 6, cleaned and inspected in accordance with the instructions given in the bulletin on this unit in the components bulletin section.
The electrodes should as well be thoroughly cleaned and inspected to be sure that there are no cracks in the porcelain insulator. Inspect the electrode cables and reassemble after cleaning in accordance with the details on the burner drawing.
It is advisable to inspect the filter installed in the section line to the fuel pump at least once a month. This filter is provided with a replacement cartridge which can be cleaned, but should be replaced at least once a year depending upon the grade and cleanliness of the oil used. At the same time that this line filter is cleaned and inspected, it is advisable to inspect and clean the strainer in the fuel unit.
The oil burner nozzle shown removing in Fig. 7 is one of the most important component parts of the Ray Oil Burner and normally will not require thorough cleaning more than once every six months. The slightest sign of the boiler smoking or operating erratically, such as a pulsating fire, rumbling on starting or shutting down or a change in the normal combustion sound of the unit, usually indicates a partially clogged nozzle. The nozzle should be inspected and thoroughly cleaned in accordance with instructions given in the bulletin on THE PERFORMANCE AND CARE OF OIL BURNER NOZZLES in the component bulletin section.
The motors on both the Ray Oil Burner and the circulating pump are furnished with either ball bearings of the pre-sealed type with adequate grease to last at least 2 years in normal service or sleeve bearings. With ball bearings, it is recommended that the bearings be flushed and thoroughly cleaned with kerosene and then repacked with ball bearing grease approximately 1/3 full after approximately 2 years of service. With sleeve bearings, it is only necessary to oil occasionally with light lubricating oil. Do not over lubricate.