Abstract:
A flushing system for an inboard and an inboard/outboard marine engine is inserted into the flow path normally used for conducting ambient water to the engine for cooling purposes. A first attachment means allows ambient fluid to flow into the system and a second attachment means allows for ambient fluid to flow out of the system. A first extension means connects the upstream ambient fluid to the flushing system inlet and a second extension means connects the flushing system outlet to the downstream ambient fluid allowing the flushing system to be located some distance from the insertion point.

Description:
BACKGROUND OF THE INVENTION 
   1. Field of the Invention 
   This invention relates to a novel, yet simple system and process for flushing inboard/outboard marine engines and inboard marine engines with a desired fluid. This system and process allows for any person to quickly and easily flush an engine whether the boat is in the water or out of the water with the engine running. 
   The need for such systems is commonly seen with marine engines. When a marine engine is operated, in fresh water or salt water, impurities in the water can cause cooling problems and corrosion of components if not properly flushed. Debris of various types can be picked up in lakes and rivers, and even the cleanest ocean water is going to have salt in it. Therefore, it is imperative that marine engines get flushed after every use. 
   The difficulty is that flushing marine engines, especially some inboard/outboard engines, can be very cumbersome since the intake for cooling fluids is in the vicinity of the propeller. The intake for inboard engines is usually under the boat, with the intake pump located in the vicinity of the engine. In either case, the intake points for flushing the engine are difficult to reach, and the intakes remain underwater unless the boat is physically removed from the water. 
   The invention eliminates the difficulty of the flushing process. This system has no valves to clog or components to corrode, is accessed from the topside of the boat, is simple to use, is inexpensive, and is easily installed by one that is not versed in the art. The novelty of this invention is in its simplicity. 
   2. Prior Art 
   There are a number of approaches to flushing marine engines. Some are designed to flush outboard engines, some inboard engines, some inboard/outboard engines, and some a combination of engines. Those that are known that will work for inboard and/or inboard/outboard engines, such as the present invention, are: U.S. Pat. No. 3,550,612 issued Dec. 29, 1970 to Maxon discloses a purge valve for cooling fluid conduit system; U.S. Pat. No. 4,619,618 issued Oct. 28, 1986 to Patti discloses a fresh water flushing kit; U.S. Pat. No. 5,251,670 issued Oct. 12, 1993 to Bates discloses a flush valve; and U.S. Pat. No. 5,295,880 issued Mar. 22, 1994 to Parker discloses a flushing valve for inboard boat engines, and U.S. Pat. No. 5,830,023 issued Nov. 3, 1998 to Brogden discloses a mini freshwater flushing device. 
   For the most part, the devices prior to this one involve elongated conduits with multiple valves, manually operated valves, check valves, or have complicated directional control valve mechanisms. Such devices inherently require proper performance of sequential steps that must be completed and then reversed at the end of the flushing process, or rely on check valves, directional control valves, or other devices that are supposed to perform in a specific manner while flushing the engine and then perform in another manner when not in an engine flushing process. 
   The combination of complicated operational procedures, fluid flow design and flow design components, and the physical locations of such prior art devices often presents the risk that an improper operational procedure or an unknown malfunction of a fluid flow component will expose the vessel to taking on seawater, not functioning correctly under normal operation which can result in ruining a marine engine and/or outdrive components, or at the very least, not properly completing the task for which they are designed, that is, thoroughly flushing a marine engine. 
   In Maxon and in Parker, a device is situated in the coolant flow path and proper operation of the system is dependent upon either a ball or similar component being displaced by the incoming cooling fluid. Then these components are displaced in the opposite direction during the flushing cycle. While these devices avoid the need for manual intervention, the constant exposure to corrosive environments, abrasive contaminants such as sand and mud, and larger floating debris, can lead to component failure, valve seat failure, as well as failure due to large debris being trapped within the device. This all leads to an inherently unreliable fluid control system over the life of the vessel. 
   The other significant limitation to both of these devices is that they cannot be used with an inboard/outboard marine engine that has the coolant pump in the outdrive. Any device that is to be used on an inboard/outboard marine engine that has a pump in the outdrive must contain a method for dealing with the fluid that is being pumped from the outdrive. If fluid from the outdrive is not allowed to continue to flow, the pressure on the outlet of the outdrive pump will increase and the pump will, in a matter of just a few minutes, fail. 
   In Patti and in Bates, a device is also situated in the coolant flow path, and these devices are designed to work with both inboard and inboard/outboard marine engines. However, both of these devices rely upon complicated assemblies and components. As with the previously mentioned devices, the constant exposure to corrosive environments, abrasive contaminants such as sand and mud, and larger floating debris, can lead to component failure, valve seat failure, as well as failure due to large debris being trapped within the devices. This all leads to an inherently unreliable fluid control system over the life of the vessel. 
   Patti&#39;s device consists of a long tubular assembly having a shutoff valve between a seawater inlet and outlet, a second shutoff valve between a freshwater inlet and outlet, and a complicated process for changing from normal operation to flushing and then back again to normal operation. Bates&#39; device does not have anywhere near the complexity in the process of changing from normal operation to flushing and back. However, the device is dramatically more complicated, which makes it more susceptible to the failures mentioned above, and it is a much more expensive design due to the number of sliding seals and the inherent difficulty maintaining this style of seal in the presence of so many abrasive contaminants. 
   This leads to another problem for both Patti&#39;s and Bates&#39; devices; the potential to have port-to-port leakage during the flushing process that cannot be easily determined, if at all. During the flushing process with an inboard/outboard marine engine both the freshwater line and the seawater pump line are pressurized. Over time, if there is wear on the seals, valve seats, or in Bates&#39; case, the body material between the two seals, there can be port-to-port leakage. This has the potential of introducing contaminants and saltwater into the engine during the flushing cycle. Since this is not easily determined, if at all, the signs of this happening will not be apparent until there is substantial damage to the engine, exhaust manifold, or risers, all of which are very expensive to replace. 
   As previously mentioned, both Patti&#39;s and Bates&#39; devices can be used with an inboard or an inboard/outboard marine engine; however, neither of these devices can be used to flush a marine engine with an outdrive pump while the engine is running and the boat is out of the water. It is very important to run a marine engine during the flushing process so that the thermostat remains open. If the engine is off, the cold flushing fluid will immediately cause the thermostat to close, which will in turn close off much of the engine to the flushing fluid thereby dramatically shortening the life of the marine engine. 
   Boat owners that keep their boats on lifts or davits generally prefer to remove the vessel before beginning a thorough wash down. This allows for a person to rinse the vessel&#39;s hull and outdrive while flushing the engine. Also, many commercial establishments, especially ones that are very busy, will remove vessels from the water and complete the exterior wash down and engine flushing service at another location within the establishment. 
   Brogdon&#39;s flushing system does not fit into the existing normal forward flow path of fluid used to flush the engine. A portion of Brogdon&#39;s system is attached to the drain or outlet of the engine; however, the normal fluid traveling from the body of water that the vessel is in, through the seawater pump, and onto the engine never passes through the flushing system. Only the flushing fluid used during the flushing cycle passes through the system. Also, the Brogdon flushing system introduces flushing fluid directly into the engine cavities and then out the engine drain in a direction that is reverse of the normal flow of fluid. 
   These two differences dramatically affect the overall use of the system. First of all, by placing the current flushing system in the normal forward flowing path of cooling fluid, the installation of this flushing system is as simple, inexpensive, and completely compatible with all existing inboard and inboard/outboard engines. More importantly, the Brogdon flushing system cannot be used on an inboard/outboard engine that has the seawater pump in the outdrive. There is no means by which to keep the outdrive impeller pump from overheating and melting. 
   The next problem, (shortcoming), is introducing flushing fluid directly into multiple parts of the engine to attempt back flush the system. Engines, especially marine engines, have a very sophisticated system designed to introduce coolant to particular parts of the engine with specific volumes. If water is introduced to various parts of a marine engine without having separate flow and pressure restrictors placed on the individual areas that being flushed, the flushing fluid will flow through the paths of least resistance and never reach many of the parts of the engine that get the hottest and/or have the most difficult deposits to remove. 
   The current flushing system does not suffer from this shortcoming because it introduces the flushing fluid to the marine engine in the same manner that the engine designers intended. This allows flushing fluid to travel into, through, and out of the marine engine in the same manner, pressure and volume, which the raw water travels during normal operation. 
   Finally, Brogdon&#39;s flushing system relies on the building of pressure to shift the shuttle valve. This is stated to be at about fifty psi. Creating this high pressure within marine engines can have dire consequences. The portions of the engine that have elastomeric seals are prone to failing when subjected to high pressures. They are even more prone to failure when subjected to high pressures in the opposite direction that they were designed to seal against. 
   SUMMARY OF INVENTION 
   The main object of the current invention is to provide a simple, inexpensive, and reliable method for thoroughly flushing either a marine inboard engine, an inboard/outboard engine with a seawater pump in the engine compartment, or an inboard/outboard engine with a seawater pump in the outdrive while the engine is running and the vessel is either in or out of the water. This invention is novel in its simplicity of design and use. 
   The device can be situated anywhere on the vessel, but in the preferred embodiment it is located above deck in a location similar to where the gasoline, water, or waste ports are located. The device has an inlet that is spliced into the outlet of the outdrive seawater pump and an outlet that is spliced into the inlet of the engine pump. For engines with the seawater pump in the engine compartment, the device may be spliced in before or after the seawater pump. During normal operation of the vessel seawater simply passes through the device. There are no valves to clog or moving components to corrode. 
   When the vessel is ready for the flushing cycle, there are two different methods to flush the marine engine depending upon whether the vessel is in or out of the water. In either case, the engine is momentarily turned off, the engine cap is removed from the device to allow a hose to be attached to provide freshwater to the engine pump. The hose could be attached directly to the device; however, in the preferred embodiment, the cap has an inner threaded plug that is removed first, then the cap is removed by turning it 90 degrees. This allows the cap to be easily screwed on to the end of the hose, and with a simple 90 degree turn, the cap and attached hose are inserted back into the device. 
   If the vessel is in the water the other outdrive cap is removed, again with a simple 90 degree turn, and water from the seawater pump is allowed to flow out of the vessel. In the preferred embodiment, there is an inner hose that is seated under the outdrive cap which can be pulled out so that the water from the outdrive pump is directed over the side of the vessel. 
   When the flushing cycle is completed, the engine is turned off, the inner hose is slid back into place, the freshwater hose is removed from the engine cap, the engine cap plug is threaded back into place, and both caps are replaced with a simple 90 degree turn. The device can be changed from the normal position to the flushing cycle position and back in well under one minute. Then it is simply up to the individual to decide how long to run the engine to sufficiently flush out the contaminants and any saltwater. 
   If the vessel is out of the water, the flushing cycle is even simpler. The engine is momentarily turned off, and the freshwater hose is attached as previously mentioned. Then the outdrive cap is simply rotated 180 degrees, and the vessel is ready for flushing. A small portion of the flushing fluid is diverted from going to the engine and is sent to the outdrive pump to flush it and keep it from overheating. Previous devices have no method for providing an outdrive pump with fluid while the engine is running and the vessel is out of the water. Without this diverted fluid, the outdrive pump would run dry and be damaged within the first minute of the flushing cycle. 
   Another object of this invention is to make the flushing process simple and as close to foolproof as possible. The device is designed and marked in a manner that makes switching from the normal operating position to the flushing position and back, almost intuitive. The device is also designed so that the outdrive cap and the engine cap have clearly marked positions for normal operation, flushing the engine while in the water, and flushing the engine while out of the water. The caps are also designed so that they cannot be locked into an incorrect position, thereby avoiding a situation where the engine may be damaged. 
   A further object of this invention is to create a device that is very simple to install. A person not skilled in the art of marine installation can easily install this device. A knife, a screwdriver, and a drill are all that is needed. Installation of this device is comparable to that of installing a doorknob. 
   Another object of this invention is to provide the vessel operator with a method of monitoring the quantity and/or quality of the engine cooling water during normal operation. The current invention does this in a very simple manner. As previously mentioned, in the preferred embodiment, the engine cap has an inner threaded plug that is removed to allow for the attachment of a freshwater hose for flushing. This plug can be produced from a clear material. This provides a close up view of the fluid passing through from the seawater pickup to the engine. 
   When boating in shallow water, having someone monitor the fluid going to the engine can give a good indication as to how much sand or silt the seawater pump is picking up. This can help reduce wear on the engine. Monitoring the fluid can also be used as a shallow water depth gauge. As the vessels&#39; hull or outdrive approaches the bottom, a drop in depth of just a few inches can dramatically increase the amount of sand and silt that the seawater pump picks up. Those few inches can mean the difference between floating and being grounded, thereby avoiding towing costs as well as the additional costs of running the vessels hull and/or outdrive through the sand. 
   A further object of this invention is its use as an emergency device. Even though this device is not intended to be used as an emergency device, it can be if it is believed that there could be a loss of life and/or a loss of the vessel. If the vessel is taking on water and the existing bilge pumps are not adequate or not functioning but the engine is still running, this device can be used as an emergency pump. 
   In an emergency situation, when it is believed that the vessel will sink due to the amount of water coming onboard, the outlet hose from this device can be disconnected at a low point, usually well below the engine. This now becomes the inlet for the engine pump. As the engine runs it becomes a high volume bilge pump. Once the engine begins to pump water from within the vessel, the outdrive cap is removed from the device, in the manner mentioned earlier, and the inner hose is extended so that the fluid from the seawater pump is sent over the side of the vessel. 
   Once the vessel is no longer in an emergency situation, the device&#39;s inner hose and outdrive cap can be replaced, and the outlet hose can be reconnected. 
   Other aspects of this invention are disclosed infra. 

   
     BRIEF DESCRIPTION OF THE DRAWINGS 
       FIG. 1  is a view of the general positioning of the flushing system relative to the vessel&#39;s engine and pumps. It also shows the different places where it can be installed depending upon whether the vessel has an inboard engine, inboard/outboard engine with a seawater pump in the engine compartment, or an inboard/outboard engine with a seawater pump in the outdrive. 
       FIG. 2  is an exterior view of the top of the preferred embodiment of the current invention showing the major components of the system in the standard engine running position and illustrating with arrows the flow of fluid from the seawater pump and the flow of fluid to the engine. 
       FIG. 3  is a partial section of the preferred embodiment of the flushing system described in the current invention. It shows with arrows, as in  FIG. 2 , the cooling water coming in and passing through the flushing system. 
       FIG. 4A–6B  are comparison views showing an exterior view and its accompanying cross sectional view of the preferred embodiment of the current invention in its three primary positions;  FIG. 4A–B , standard running the engine,  FIG. 5A–B , flushing the engine with the vessel out of the water, and  FIG. 6A–B , flushing the engine with the vessel in the water. 
       FIG. 4A  is an exterior view of the flushing system in the standard running the engine position. This is the position the flushing system is left in at all times other than when flushing the engine. 
       FIG. 4B  is a cross sectional view of  FIG. 4A  showing with arrows, as in  FIGS. 2 and 3 , the direction that the coolant fluid travels in the standard running the engine position. 
       FIG. 5A  is an exterior view of the flushing system while flushing the engine with the vessel out of the water. It shows the attachment of a hose to deliver clean flushing fluids and the position of the major components during the flushing cycle. 
       FIG. 5B  is a cross sectional view of  FIG. 5A  showing the direction that the coolant fluid travels while flushing the engine with the vessel out of the water. It also shows a cross sectional view of the position of some of the components during the cycle. The arrows illustrate the flow of flushing fluids into the system and the flow, out of the system, of flushing fluid to the engine pump and flushing fluid to the seawater pump. 
       FIG. 6A  is an exterior view of the flushing system while flushing the engine with the vessel in the water. It shows the attachment of a hose to deliver clean flushing fluids, and the position of the major components during the flushing cycle, and the position of the interior hose which diverts water from the seawater pump out of the system. 
       FIG. 6B  is a cross sectional view of  FIG. 6A  showing the direction that the coolant fluid travels while flushing the engine with the vessel in the water. It also shows a cross sectional view of the position of some of the components during the cycle. The arrows illustrate, on the left, the flow of flushing fluids into the system and out of the system to the engine pump. The arrows also illustrate, on the right, the flow of fluid from the seawater pump into the system through the inner hose, and then overboard. 
   

   The same reference numerals refer to the same parts throughout the various Figures. 
   DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT 
     FIG. 1  shows one possible mounting location for the flushing system  10  relative to the vessel&#39;s engine  12 . The flushing system  10  is generally installed in the gunwale or the top of the transom. If the flushing system  10  is installed along the side of the vessel, in the gunwale, the propeller indicator  14  points towards the back of the vessel. If the flushing system  10  is installed in the top of the transom, the propeller indicator  14  points towards the center of the vessel. This aids in making the flushing system  10  more intuitive. There are pointers  FIG. 2 :  16 ,  18 ,  20  and  22 , and verbal descriptions,  24 ,  26 ,  28  and  30 , built into the cover  32  that also aid in making the flushing system  10  easy to use. The specific uses for each will be discussed in detail. 
   The insertion point for the flushing system  10  varies depending upon the type of vessel. For a vessel with a seawater pump  34  in the engine compartment, the flushing system  10  can be spliced into either the conduit  36  between the hull  38  and the seawater pump  34 , or the conduit  40  between the seawater pump  34  and the engine  12 . If the vessel has an engine  12  with an outdrive pump  42 , the insertion point is in the conduit  44  between the outdrive pump  42  and the engine  12 . 
     FIGS. 2 and 3  illustrate an exterior isomeric view of the flushing system  10  and a partial front section in the standard engine running position. The flushing system  10  is comprised of a cover  32  that is attached to the hollow body  46  in a manner that prevents any leakage of fluids between them. The body  46  has an inlet conduit  48  and an engine conduit or outlet  50  that serve as attachment points. The inlet conduit  48  is connected to the incoming cooling fluid conduit or first attachment means  52  by an extension conduit or first extension means  54  that uses a connecting means  56 . The engine conduit  50  is connected to the outgoing fluid conduit or second attachment means  58  by an extension conduit or second extension means  60  that uses a connecting means  56 . Inside of the inlet conduit  48  is an inner conduit  62  with an attached sealing means  64 . Any fluid flowing through the inlet conduit or inlet  48  must do so through the inside of the inner conduit  62  and the attached inner conduit sealing means  64 . 
   During normal operation, cooling fluid is brought into the vessel and sent to the engine. The position indicator  18  on the inlet cap  66  points towards the RUN indicator  24 , and the position indicator  20  on the engine cap  68  points towards the RUN-FLUSH indicator  30 . This allows the cooling fluid that enters into the body through the inner hose  62  to pass through the main inlet cap opening  70  in the inlet cap  66  and then through the engine cap opening  72  in the engine cap  68  and on to the engine  12  via the engine conduit  50 . Any fluid entering the inlet cap  66  and passing through the inlet cap metering orifice  74 , will pass along the outside of the inlet cap  66  and be contained by the cap seals  76  until merging with the rest of the fluid passing through the main inlet cap opening  70 . All of the fluid entering the flushing system  10  is contained by the inner conduit sealing means  64 , the engine cap plug sealing means  78 , and a plurality of cap seals  76 . 
   A common chamber  73  lies disposed between the inlet  48  and outlet  50 . The common chamber has a plurality of sections that allows for fluid direction and metering means to be inserted, repositioned and removed to direct and meter the flow of fluid into and out of the flushing system. The common chamber is capable of having an internal extending portion  62  that can direct fluid to the rest of the common chamber or direct fluid out of the common chamber. 
   The cover  32  is attached to the hollow body  46  in a sealed manner so as not to allow leakage between the two. The cover is has an inlet opening  75  and an outlet opening  77 . The inlet opening mates to the hollow body  46  allowing for fluid direction and metering means to be inserted, repositioned or removed to direct and meter the flow of fluids into and out of the flushing system  10 . The outlet opening  77  mates to said hollow body  46  allowing for fluid direction and metering means to be inserted or removed to direct and meter the flow of fluids into and out of the flushing system  10 . 
   An opening  79  allows for the insertion, retention, and removal of a conduit  96 ,  FIG. 5A , that is used to bring flushing fluid into the flushing system  10 . The opening is designed so that said direction and meter means  68  can be left in the flushing system while the flushing fluid conduit is inserted, retained, or removed. The opening is also designed so that said direction and metering means  68  can be removed from the flushing system  10  having the flushing fluid conduit  96  inserted, retained, or removed, and then have the direction and metering means  68  reinserted into the flushing system  10 . 
   During normal operation, the dual-purpose deflector  80  deflects some of the inlet cooling fluid up passed the engine cap plug sealing means  78  and into the engine cap plug  82 . The engine cap plug  82  can be made from many materials, but in the preferred embodiment, it would be made from a clear material with a viewing means  84 , thereby allowing a person aboard the vessel to easily see if fluid is flowing, and what may be suspended in the fluid; sand, silt, sea grass, etc. 
   As previously mentioned, when the flushing system  10  is in the standard running the engine position,  FIGS. 4A–B , the position indicator  18  on the inlet cap  66  is lined up with the RUN indicator  24  on the cover  32 . When in this position, the internal fluid pressure keeps the inlet cap  66  in place. The inlet cap  66  has detents  86  that serve to lock the cap into place during operation. The internal fluid pressure pushes upward on the inlet cap  66  engaging the detents  86  with the cover  32 . This ensures that the inlet cap  66  cannot vibrate loose during normal operation. The only way to remove the inlet cap  66  is to push down on the inlet cap  66 , push sideways on the inlet cap tabs  88 , and rotate the inlet cap  66  until the position indicator  18  on the inlet cap  66  is lined up with the position indicator  22  on the cover  32 . When in this position, the inlet cap  66  can be pulled up and removed from the flushing system  10 . 
   This same scenario is used for locking and removing the engine cap  68 . When the flushing system  10  is in the standard running the engine position, the position indicator  20  on the engine cap  68  is lined up with the RUN-FLUSH indicator  30  on the cover  32 . When in this position, the internal fluid pressure keeps the engine cap  68  in place. The engine cap  68  has detents  90  that serve to lock the cap into place during operation. The internal fluid pressure pushes upward on the engine cap  68  engaging the detents  90  with the cover  32 . This ensures that the engine cap  68  cannot vibrate loose during normal operation. The only way to remove the engine cap  68  is to push down on the engine cap  68 , push sideways on the engine cap tabs  92 , and rotate the engine cap  68  until the position indicator  20  on the engine cap  68  is lined up with the position indicator  16  on the cover  32 . When in this position, the engine cap  68  can be pulled up and removed from the flushing system  10 . 
     FIGS. 5A–B  shows the same type of two views as seen in  FIGS. 4A–B , except this time the flushing system  10  is in the flushing the engine with the vessel out of the water position. Using the method in the previous paragraph, the engine cap  68  is removed from the flushing system  10 . Then the engine cap plug  82  is removed from the engine cap  68  by pushing on the engine cap plug tabs  94  and rotating the engine cap plug  82  until it is completely unscrewed from the engine cap  68 . Then a conduit  96 , generally a standard garden hose, is screwed into the engine cap  68  until is seals against the engine cap plug sealing means  78 . The engine cap  68  with attached conduit  96  are reinserted into the flushing system  10  and the position indicator  20  on engine cap  68  is realigned with the RUN-FLUSH indicator  30  on the cover  32 . Next, the inlet cap  66  is rotated 180° by pushing sideways on the inlet cap tabs  88  until the inlet cap position indicator  18  is lined up with the FLUSH-OUT indicator  26 . 
   Once in this position the flushing fluid can be turned on and the engine  12  started.  FIG. 5B  show the direction that the flushing fluid travels. Most of the fluid travels past the dual-purpose deflector  80  and through the engine extension conduit  60  and on to the engine  12 . The dual-purpose deflector  80  does deflect some of this flushing fluid out the main engine cap opening  72 , through the inlet cap metering orifice  74 , out the inner conduit  62 , and on to either lubricate and flush the seawater pump  42  or  34  or out the seawater conduit  36 . The size and shape of the dual-purpose deflector  80  and the size of the inlet cap metering orifice, ensure that enough fluid will travel back to the seawater pump  42  or  34  to flush it and keep it from overheating or galling. 
   Once the flushing cycle is complete, the engine  12  is turned off, and the inlet cap  66  is rotated back to where the inlet cap position indicator  18  is lined up with the RUN indicator  24 . Next the engine cap  68  is removed, as mentioned earlier, and the flushing fluid hose  96  is unscrewed. The engine cap plug  82  is then screwed back into the engine cap  68  until it seals on the engine cap sealing means  78 . Then the engine cap position indicator  20  is lined up with the position indicator  16 , and the engine cap  68  is inserted into the cover  32  and rotated until the engine cap position indicator  20  lines up with the RUN-FLUSH indicator  30  on the cover. The flushing system  10  has now been returned to the standard engine running position. 
     FIGS. 6A–B  shows the flushing system  10  in the flushing the engine with the vessel in the water position. To flush the engine with the vessel still in the water, first install the flushing fluid hose  96  as previously mentioned. This time however, the inlet cap  66  is removed from the flushing system  46  by rotating the inlet cap  66  until the inlet cap position indicator  18  is lined up with the FLUSH-IN indicator  28 . Next the inlet cap  66  is pulled up and removed from the flushing system  10 . This exposes the inner conduit  62 . The inner conduit  62  is then pulled all the way out until the attached sealing means  64  seals against the inside of the inlet conduit  48 . The free end of the inner conduit  62  is then pointed over the side of the vessel. 
   Next the flushing fluid is turned on and the engine  12  is started. Since the inlet cap  66  is removed, and the inner conduit sealing means  64  has sealed the entire inlet extension conduit  54 , all of the flushing fluid travels to the engine  12 . At the same time, fluid from the seawater pump  42  or  34  is allowed to travel its normal route until it gets to the flushing system  10 . Instead of passing through the flushing system  10  and on to the engine  12 , it is just sent overboard so as not to unduly burden the seawater pump  42  or  34 . 
   Once the flushing cycle is complete, the engine  12  is turned off, the inner conduit  62  is pushed back down into the inlet extension conduit  54 , the inlet cap position indicator  18  is lined up with the cover position indicator  22 , and the inlet cap  66  is pushed down into place. Then the inlet cap  66  is rotated so that the inlet cap position indicator  18  is lined up with the RUN position indicator  24 . Next the engine cap  68  is removed, as mentioned earlier, and the flushing fluid hose  96  is unscrewed. The engine cap plug  82  is then screwed back into the engine cap  68  until it seals on the engine cap sealing means  78 . Then the engine cap position indicator  20  is lined up with the position indicator  16  and the engine cap  68  is inserted into the cover  32  and rotated until the engine cap position indicator  20  lines up with the RUN-FLUSH indicator  30  on the cover. The flushing system  10  has now been returned to the standard engine running position. 
   In case of an emergency-flooding situation aboard a vessel whose engine is still operational, the flushing system  10  can be converted into a high volume pump. The process is similar to the process one would use to flush the engine with the vessel in the water. As mentioned earlier, the insertion point for the flushing system  10  can be conduit  36 , conduit  40 , or conduit  44 . Regardless of which of these insertion points is used, the first step is to remove the connecting means  56  from the bottom of the engine extension conduit  60 . This exposes the end of the engine inlet conduit  58  to the flooding water. Since the engine is running the engine inlet conduit  58  will begin to pull in the excess flooding water; however, the seawater pump  42  or  34  will still be pumping water into the same area that the engine  12  is pulling water from. Therefore, to complete the emergency pumping process, the inlet cap  66  is removed as described earlier, and the inner conduit  62  is pulled out just like in the flushing process. Now all of the fluid that is being pulled into the vessel from the seawater pump  42  or  34  is sent overboard, and the engine  12  is using the excess flooding water as coolant and pumping it out of the vessel. 
   Once the emergency situation has been remedied, the inlet cap  66  is returned to its original running the engine position as previously described, and the engine extension conduit  60  is reattached to the engine inlet conduit  58  using the same connecting means  56 . 
   Although a preferred embodiment of the invention has been described using specific terms, such description is for illustrative purposes only, and it is to be understood that changes and variations may be made without departing from the spirit or scope of the following claims.