Instructions for 50 98 MC type engines operation; edition 40d

MAN B&W Diesel A/S 701 Safety Precautions and Engine Data 702 Checks during Standstill Periods 703 Starting, Manoeuvring and Running 704 Special Running Conditions 705 Fuel and Fuel Trea

Instruction Book 'Operation'

for 50-gaMC Engines General Edition 40D

In view of the continued development of our diesel engines, the present

instruction book has been made to apply generally to our engines of the

types:

50 - 98 MCThe different systems are explained on the basis of standard systems, whereas

each particular engine is built to the specification in the contract for the plant in

question, Le the information in this book is for Quidance purposes only

All references to this instruction book should include title, edition No., and

pos-sibly page No

Example: Instruction book OPERATION, Edition 400, page 701.09-400

For a specific engine, also the name of the vessel, the engine number and the

engine builder should be specified

Further details may be found in:

- Plant installation drawings

- Instruction book Vol I Operation

- Instruction book Vol II Maintenance

- Instruction book Vol III Components, Descriptions

for the engine concerned

This book is subject to copyright protection The book must not, either wholly or

partly, be copied, reproduced, made public, or in any other way made available to

a third party, without the written consent to this effect from MAN B&W Diesel NS

MAN B&W Diesel A/S

701 Safety Precautions and Engine Data

702 Checks during Standstill Periods

703 Starting, Manoeuvring and Running

704 Special Running Conditions

705 Fuel and Fuel Treatment

706 Performance Evaluation & General Operation

707 Cylinder Condition

708 Bearings and Circulating Oil

709 Water Cooling Systems

Each Chapter is subdivided into separate sections and sub-sections For ence, the main titles and topics are summarized on the first page(s) of eachchapter

conveni-The Index gives a comprehensive list of the subjects covere·d

Service Letters

In order to ensure the most efficient, economic, and up-to-date operation of the

MAN B&W engines, we, and our licensees, regularly send out 'Service Letters',

containing first-hand information regarding accumulated service experience

The Service Letters can either deal with specific engine types, or contain general

instructions and recommendations for all engine types, and are used as a

refer-ence when we prepare up-dated instruction book editions

Therefore, since new Service Letters could be of great importance to the

opera-tion of the plant, we recommend that the engine staff file them to supplement the

relevant chapters of this instruction book.

701.01-40

Safety Precautions

General Correct operation and maintenance, which is the aim of this book, are crucial points for obtaining optimum safety in the engine room The general measures mentioned here should therefore be routine practice for the entire engine room staff.

Special Dangers: Warning Fire

Keep clear of space below crane with load Do not weld or use naked lights in the

engine room, until it has been ascertained The opening of cocks may cause discharge that no explosive gases, vapour or liquids

of hot liquids orgases are present.

Think out beforehand which way liquids, If the crankcase is opened before the

gases or flames will move, and keep clear. engine is cold, welding and the use of

naked flames will involve the risk of

explo-The dismantling of parts may cause the sions and fire The same applies to

inspec-release of springs. tion of oil tanks and of the spaces below

the floor.

The removal of fuel valves (or other valves

in the cylinder cover) may cause oil to run Attention is furthermore drawn to the

dan-down onto the piston crown If the piston is ger of fire when using paint and solvents

hot, an explosion might blowout the valve. having a low flash point.

When testing fuel valves, do not touch the Porous insulating material, soaked with oil

spray holes, as the jets may pierce the from leakages, is easily inflammable and

See also: 'Fire in scavenge air box' and Cleanliness 'Ignition in Crankcase', Chapter 704, and Th' h Id b k t I b th 'Sealing Materials' in this Chapter.

e engine room s ou e ep c ean 0

above and below the floor plates OrderlTidiness

If there is a risk of grit or sand blowing into Hand tools should be 'placed on easily the engine room, when the ship is in port, accessible tool panels Special tools should the ventilation should be stopped and ven- be fastened in the engine room, close to Wating ducts, skylights and engine room the area of application.

doors closed.

No major objects must be left unfastened, Welding, or other work which causes and the floor and passages should be kept spreading of grit and/or swarf, must not be clear.

carried out near the engine unless it is closed or protected, and the turbocharger Spares air intake filters covered •

Large spare parts should, as far as The exterior of the engine should be kept ~ible, be placed near the are.a of applica- clean, and the paintwork maintained, so tlon, well secured, and accessible by crane that leakages can be easily detected.

pos-7

All spares should be protected against Slow-turning

stock should be checked at intervals and If the engine has been stopped for more

replenished in good time than 30 minutes, slow-turning should

al-ways be effected, Just before starting In

en-gine, see Chapter 703

Ample working light should be permanently

installed at appropriate places in the engine Feeling over

Special lamps should be available for inser- made to moving parts, bearings, etc., apply

tlon through the scavenge ports 703, Item 3.2, 'Check 9') until satisfied that

Low Tern eratures _ freezin there i.s no undue heating (friction, oil-mist

If there is a risk of freezing, then all en- or lubricating oil systems, etc.)

gines, pumps, coolers, and pipe systems

should be emptied of cooling water Feel over after 10-15 minutes' running,

again after 1 hour's running, and finally

easurlng equipment, Iter e ements, an

Entering the Crankcase or Cylinder Use aloves when removing O-rings and

other rubber/plastic-based sealing

mate-Always ensure that the turninG Gear IS en- rials, which have been subjected to

abnor-Gaaed: ~ven at the Guay, the wake from mally high temperatures

other shiPs may turn the propeller and thus

the enaine. These materials may have a caustic effect

., when being touched directly

Check beforehand that the starting air

sup-ply to ~he engine and the starting air distri- The gloves should be made of neoprene or

In case of all mist alarm, precautIons must

be taken before opening to crankcase (see

Chapter 704 'Ignition in Crankcase')

Turning Gear

Before engaging the turning gear, check

that the starting air supply is shut off, and

that the indicator cocks are open.

When the turning gear is engaged, check

that the indicator lamp "Turning gear in"

has switched on

a

General Basis for Guidance Values

The values stated in this list refer to layout point L 1•

(Nominal max continuous rating).

The values must only be used as a guidance in connection with the 'List of cities of Auxiliary Machinery' for dimensioning of auxiliary systems, and must not

Capa-be used for determining the extent of the alarms or actions

The item numbers refer to the drawings showing the extent and placement ofsensors for standard alarms and indicators on the engine, if the signal equipment

is fitted For sensors placed in the systems outside the engine, see the actual pipearrangements in the appropriate chapters

If the engine is provided with special equipment, some values may differ from thislist The correct values shall in such a case be obtained from the engine Instruc-tion Book

The engine slow-down level corresponds to 40% of nominal MCR r/min

Engines specified and optimised at derated power may have other normal servicevalues depending on layout power/revolutions and application

For derated enaines, the testbed/trial values should be used

_N_B_: Attention must be paid to the temperature levels stated under Nos 340 to

348 (incl.), as two different values have been indicated, one value formetal temperature and another for oil outlet temperature

When setting the limits, maximum limits must be set at rising parameter and mum limits at falling parameter

mini-•

9

Fuel Oil System

PSA Gives signal when lifting gear for fuel pumps are activated (option) 300

Lub Oil System

TI Lub oil outlet from MAN S&W turbocharger with slide bearings 369

PI Lub oil inlet from MAN S&W turbocharger with slide bearings/turbocharger 371

on y 5-cy , -engmes

Cooling Water System

Air and Gas System

only for ASS-turbocharger

Tacho System

33

Plate 701 04-40D List of Instruments

Manoeuvring System

ZS Gives signal when change-over mechanism is in remote control mode 653PSG Gives signal to manoeuvring system when on engine side control 654PSG Disconnect reset and cancel remote control system from safety system 655

during engine side control

EV Solenoid valve for cancel V.I.T system in stop and astern 656

PSG Cancel of tacho alarm from safety system, when stop is ordered 675

EV Gives signal when stop is ordered from bridge control (option) 682

EV Gives signal when ahead is ordered from bridge control (option) 683

EV Gives signal when start is ordered from bridge control (option) 684

EV Gives signal when astern is ordered from bridge control (option) 685

EV Prevent opening of main starting valve during slow turning (option) 686

34

Chapter 702

Checks during Standstill Periods

A Regular Checks at Engine Standstill during Normal Service 702.01

Checks during Standstill Periods

are normal for sound machinery If, The present chapter describes how to ever, a period of operational disturbances

how-check up on the condition of the engine occurs, or if the condition is unknown due

while it is at a standstill to repairs or alterations, the relevant

in-spections should be repeated more

fre-To keep the engine-room staff well informed quently

regarding the operational condition, we

recommend recording the results of the in- Based upon the results of Checks A 1-A9,

spections in writing combined with performance observations, it

is determined if extra maintenance workThe checks mentioned below follow a (other than that scheduled) is necessary

sequence which is suited to a forthcoming

A Checks A 1-A9 While the circulating oil pump is still running

should be made regularly at engine and the oil is warm, open up the crankcaseand check that the oil is flowing freely from

standstill during normal service

all crosshead, crankpin and main bearings

Checks A 1 to A9 should be coordinated

The oil jets from the axial oil grooves in theand evaluated together with the mea-

crosshead bearing lower shells should be ofsurements described in Chapter 706, uniform thickness and direction. Deviations

'Engine Synopsis'.

may be a sign of "squeezed white-metal" or

should be made at engine standstill Item 7.1.

during the repairs

Check also that oil is flowing freely from

should be made at engine standstill the chain drive.

atter the repairs.

By means of the sight glasses at the piston

If repair or alignment of bearings, crank- cooling oil outlets, check that the oil is

pas-shaft, camshaft or pistons has been carried sing through the pistons.

out, repeat checks A 1, A2 and A6

Check also the thrust bearing and camshaftChecks to be made just before starting the lubrication.

engine are mentioned in Chapter 703.

NB: After a major overhaul of pistons, ings, etc., this check should be repeated

bear-A Regular Checks at Engine before starting the engine.

Standstill during Normal Service Check A2:

The work should be adapted to the sailing

011 Pan, and Bearing Clearancesschedule of the ship, such that it can be After stopping the circulating oil pump,

carried out at suitable intervals - for instan- check the bottom of the oil pan for

frag-ce as suggested in Vol II Introduction ments of white metal from the bearings

'Checking and Maintenance Programme'

Also drain from the drain box/pipe in the

clean-ing the exhaust gas evaporator)

Open up all filters, (also automatic filters),

to check that the wire gauze and/or other This prevents the possible accumulation offiltering material is intact, and that no for- rain water, which could cause corrosion ineign bodies are found, which could indicate the gas ducts, and partial wash-off of soot

a failure elsewhere deposits, which again may result in

unbal-ance of the turbocharger rotor

Check A4: Scavenge Port InspectionInspect the condition of the piston rings, Open inspection covers (if fitted) or remove

the gas inlet pipe on the turbine side of thecylinder liners, pistons, and piston rods, as

charger, and check for deposits on thedetailed in Chapter 707, Item 3.

turbine wheel and nozzle ring

Note down the conditions as described in See also Check C4 regarding precautions

to avoid turbocharger bearing damage Chapter 707, Item 3.2.

during engine standstill.

During this inspection, circulate the cooling

Check A9: Manoeuvring Gearwater and cooling oil through the engine so

that leakages, if any, can be discovered Frequently check the movability of the

regu-lating gear is sufficiently low

Check A5: Exhaust ReceiverOpen up the exhaust receiver and inspect Lubricate the system (bearings and rod

connections) at intervals of about 4000for deposits and/or any metal fragments,

hours

(which could indicate a failure elsewhere)

Examine also the gas grid to make sure Use grease of a good quality, and with athat it is clean "melting" point of about 120°C.

Check A6: Crankshaft For the governor, use an anti-corrosive oil,Take deflection measurements as de- with additives against: foam, sludge forma-scribed in Chapter: 708 'Alignment of main tion, and damage to gaskets and paint.

•

bearings'.

The viscosity index should be high and theCheck A7: Circulating 011 Samples viscosity be in the range 22-68 cSt at 40°C.Take an oil sample and send it to a labora- Regarding check of the governor, see thetory for analysis and comments producer's special instructions

41

B. Checks at Engine Standstill Check C1: Flushing

Check 81: 80lts Studs and Nuts the engine or circulating oil system) sand or

Check all bolts, studs and nuts in the crank- engine, flush the oil system while

by-pas-case and chain casing to make sure that sing the bearings, as described in Chapter

The same applies to the holding-down bolts Continue the flushing until all dirt is

re-in the bedplate Check that side and end moved

chocks are properly positioned, see also

Vol /I 'Maintenance', Chapter 912. Check C2: Piston Rods

Check all locking devices

If the engine is to be out of service for aCheck 82: Chain Casing prolonged period, or under adverse tempe-

rature and moisture conditions, coat theInspect the chains, wheels, bearings and piston rods with clean oil, and turn the en-

rubber-bonded guide bars gine while the circulating oil pump is

run-ning

Check the hydraulic damper of the chain

tightener, see also Vol /I 'Maintenance', Repeat this procedure regularly in order to

Chapter 906-2.1. prevent corrosion attack on piston rods and

crankcase surfaces

Check 83: Leakages and Drains

Remedy any water or oil leakages Clean Check C3: Turning

drain and vent pipes of possible blockages After restoring normal oil circulation, check

one or more revolutions using the turningCheck 84: Pneumatic Valves In the gear

Control Air System

valve actuators:

If not done within the prevIous year, pump Engines with Unilub:

the oil out of the bottom tank and remove via the main lube oil pump,

After brushing the tank ceiling (to remove check that air supply is connected to the

rust and scale), clean the tank and coat the pneumatic pistons of the exhaust valves,

ceiling with clean oil and that the exhaust valves are closed

See also Chapter 703, page 703.01.

C Checks at Engine Standstill Check C4: Turbocharger

and re-fit the inspection covers

If repair or alignment of bearings,

crank-shaft, camshaft or pistons has been carried Make sure that the turbocharger shafts do

out, repeat Checks A 1, A2 and AG not rotate during engine standstill, as the

bearings may suffer damage if the shaftsrotate while the lube oil supply is stopped

42

Check C5: Cylinder Lubricators

Seealso Plate 70716.

Manually operate the "button pumps" untilthe cylinder oil is known for certain to beflowing from all the cylinder liner lubricatingorifices:

Check that all steel balls are moving in thesight tubes, indicating oil flow

Turn each main piston to BDC in turn, andcheck, via the scavenge ports, the lube oil

flow to the cylinder liner See Plate 70701.

Check that all pipe connections and valvesare tight

Check C6: Manoeuvring Gear

See Check A9, earlier in this Chapter.

Check C7: Air CoolerWith the cooling water pump running, check

If water can be seen through the drainsystem sight glass or at the small drainpipe from the water mist catcher

If water is found, the cooler element is bably leaking In that case the elementshould be changed or repaired

pro-D. Laid-up VesselsDuring the lay-up period, and also whenpreparing the engine for a long time out atservice, we recommend that our specialInstructions for preservation of the mainengine are followed

43

Starting-up, Manoeuvring, and Arrival in Port

1 Preparations for Starting

703.01

3 Loading

703.10

Check 14: Temperature Alarms (Temperature Switches) 703.17

8 Engine Control System, FPP-Plant, 50-70MC Engines 703.19

9 Engine Control System, CPP-Plant, 50-70MC Engines 703.33

11 Crash-Stop, (FPP-Plants and Reversible CPP-Plants) 703.50

45

Starting-up, Manoeuvring and Arrival in Port

The following descriptions cover the standard manoeuvring system for

the 50-9aMC engines

Since the manoeuvring system supplied for a specific engine may differ

from the standard system, Chapter 907 in Volume III and 'Plant

Installa-tion Drawings' should always be consulted when dealing with questions

regarding a specific plant

See Chapter 705, Item 3.3 regarding - Engines without Unilub:

correct fuel oil temperature before starting. camshaft lube oil pumps,

- Engines with Unilub:

Regarding checks to be made before start- camshaft booster pumps

ing, when cylinders are out of operation,

• Turbochargers

see Chapter 704, 'Emergency Running with

Cylinders or Turbochargers out of

Opera-If the turbochargers are equipped with

tion', Item 3.

a separate, built-in, lubrication system,

sight-glasses

- Drain water, if any, from the starting air

system, See also Plate 70304, 'Starting Check the oil pressures See also

- Drain water, if any, from the control air - Check the oil flow, through the

- Pressurise the air systems • Piston cooling oil

Check the pressures

See also Chapter 701, 'Alarm Limits', • Turbochargers

- Pressurise the air system to the - Check that the cylinder lubricators arepneumatic exhaust valves, filled with the correct type of oil.Note: Air pressure must be applied See also Plate 70716.

before the lube oil pump is started - Operate the cylinder lubricators

This is to prevent the exhaust valves manually

from opening too much See also

Chapter 702, Check C3, Check that oil is emitted.

See also Chapter 702, Check C5.

- Engage the lifting/rotation check rod

mounted on each exhaust valve, and Note: Check regularly during servicecheck that the exhaust valves are that the Load Change Dependent lubri-

producer's special instructions.

1.2 Lube Oil Systems

1.3 Cooling Water s'ystems

- Start the lube oil pumps for:

Note: The engine must not be started if

below 20°C

47

7. lift the locking plate of the main start- 1.7 Miscellaneous

ing valve to the SERVICEposition

Check the indicator lamp - ~ubrlcate the bearings and rod

connec-tions In the regulating gear, etc., at the

• The locking plate must remain in the intervals stated in Chapter 702, Check

• The locking plate must remain in the - Switch on the electrical equipment in

_ Set switch for the auxiliary blowers in

1.5 Fuel Oil System AUTO position

Regarding fuel oil temperature before start- The blowers will start at intervals of ing, see Chapter 705, Items 3and 3.3 6sec.

_ Start the fuel oil supply pump and cir-

It the engine was running on heavy fuel

oil until stop, the circulating pump is 2 St t· U

_ Check the pressures and temperatures 2.1 Starting

See also Chapter 701, 'Alarm Limits'.

Start the engine as described under

START-1.6 Checking the Fuel Regulating Gear order in Item 8 for fixed pitch propeller

plants and in Item 9 for controllable pitch_ Close the shut-off valve of the starting propeller plants

from turning Check the indicator lamp Note: If the engine has been out-of-service

_ Switch over to control from the engine for some time, starting-up is usually side control console formed as a quay-trial Prior to this, it must

per-See description of the procedure on be ascertained that:

Plate 70302, Items 2-3. 1 The harbour authorities permit

_ Turn the regulating handwheel to in- quay-trial

crease the fuel pump index, and check 2 The moorings are sufficient

that all the fuel pumps follow to the

FUEL SUPPLY position With the regulat- 3 Awatch is kept on the bridge

ing handwheel back in STOP position,

check that all the fuel pumps show

zero-index

_ Switch back to NORMAL control by

fol-lowing Plate 70302, Items 1-2 in the

2.3 Supplementary Comments Point 21

Item 2.2, 'Starting Difficulties' gives some If the shut-down was caused by possible causes of starting failures, on speed, cancel the shut-down impulse bywhich the following supplementary informa- moving the regulating handle to the STOPtion and comments can be given position, whereby the cancellation switch

over-closes, and the puncture valves are vented

The engine can usually start when the start- pressures or too high temperatures, bringing air pressure is above 10 bar The com- these back to their normal level The shut-pressors should, however, be started as down impulse can then be cancelled bysoon as the pressure in the starting air actuating the appropriate "reset" switch on

The testing procedure describing how to signal is reset by moving the regulatingdetermine that all starting valves in the handwheel toSTOPposition.

cylinder covers are closed and are not leak- 2.4 Checks during Starting

ing is found in Chapter 703, Item 7,

'Opera-tions AFTER arrival in port' If a starting Make the following checks immediatelyvalve leaks during running of the engine, after starting:

the starting air pipe concerned will become

very hot When this occurs, the starting Check 1:Direction of Rotation

valve must be replaced and overhauled,

possibly replacing the spring If the engine Ensure that the direction of propeller fails to start owing to the causes stated tion corresponds to the telegraph order.under 12,this will usually occur in a certain

rota-position of the crankshaft Check 2:Exhaust Valves

If this occurs during manoeuvring, reversing See that all exhaust valves are operatingmust be made as quickly as possible in correctly.

order to move the crankshaft to another

Disengage the lifting/rotation indicatorsposition, after which the engine can be

started again in the direction ordered by the after checking the functioning. Check that

control units protrude through the covers to

Examine whether there is voltage on the Check 3:Turbochargers

solenoid valve which controls the starting

Ensure that all turbochargers are running.signal If not, see the special instruction

book for the engine control system.

Check 4:Circulating Oil

If the solenoid valve is correctly activated or Check that the pressure and discharge arethe engine is being manually controlled, in order (main engine.and turbochargers).trace the fault by loosening one copper pipe

at a time on the route of the signal through Check 5: Cylinders

the system, until the valve blocking the

Check that all cylinders are firing

signal has been found The failure can be

due to a defective valve, or to the causes

mentioned under points 8 9,10and 21.

55

3.2 Checks during Loading Check 10: Running-in

Check 9: Feel-over Sequence For a new engine, or after:

If the condition of the machinery is uncer- - repair or renewal of the large bearings,tain (e.g after repairs or alterations), the

"feel-over sequence" should always be - renewal or reconditioning of cylinder

a) After 15-30 minutes' running on SLOW allowance must be made for a running-in(depending on the engine size); period

b) again after 1 hour's running; Regarding bearings: increase the load

slow-ly, and apply the feel-over sequence, see

c) at sea, after 1 hour's running at service Check 9.

speed;

Regarding liners/rings: See Chapter 707,

stop the engine, open the crankcase, and Item 4 13.

feel-over the moving parts listed below (by

hand or with a "Thermo-feel") on sliding

surfaces where friction may have caused

undue heating

During feeling-over, the turning gear must

be enqaqed, and the main startinq valve

and the startinq air distributor must be

blocked

The starting air distributor is blocked by

closing the cross-over valve

Feel:

- Main, crankpin and crosshead bearings,

- Piston rods and stuffing boxes,

- Crosshead shoes,

- Telescopic pipes,

- Chains and bearings in the chain

casing, and in the moment

compensator chain drives (if mounted),

- Camshaft bearing housings,

- Thrust bearing / guide bearing,

- Axial vibration damper,

(if mounted)

After the last feel-over, repeat Check A1:

'Oil Flow', in Chapter 702.

See also Chapter 704: Special Running

Conditions, 'Ignition in Crankcase'.

57

4.2 Supplementary Comments The pressure rise Pcomp-Pmax must not

ex-ceed the value measured on testbed at the Item 4.1, 'Difficulties when Running' gives reduced mean effective pressure or fuel some possible causes of operational dis- pump index Regarding adjusting of Pmax'

turbances, on which the following supple- see Vol /I 'Maintenance', Chapter 909.

mentary information and comments can be

given If the blow-by does not stop, the fuel pump

roller guide should be lifted, or the piston

A leaking exhaust valve manifests itself by Running with piston ring blow-by, even for a

an exhaust temperature rise, and a drop in very limited period of time, can cause the compression and maximum pressures re damage to the cylinder liner This is due

seve-In order to limit the damage, if possible, to thermal overheating of the liner Further- more, there is a risk of fire in the scavenge immediately replace the valve concerned, air boxes and scavenge air receiver, see

or, as a preliminary measure, lift the fuel also Chapter 704 under 'Fire in Scavengepump roller guide,see Chapter 704 'Emer- Air Box'.

gency Running', Case A.

Point 7 In case of severe blow-by, there is a gene- ral risk of starting troubles owing to too low

In serious cases, piston ring blow-by mani- compression pressure during the starting fests itself in the same way as a leaking sequence.

exhaust valve, but sometimes reveals itself

at an earlier stage by a hissing sound This Concerning the causes of blow-by, see

is clearly heard when the drain cock from Chapter 707, where the regular the scavenge air box is opened At the nance is also described.

mainte-same time, smoke and sparks may appear.

Points 10 and 16 When checking, or when cleaning the drain Airlgas in the fuel oil system can be caused pipe, keep clear of the line of ejection, as by a sticking fuel valve spindle, or because burning oil can be blown out the spring has broken.

With stopped engine, blow-by can be locat- If a defective fuel valve is found, this must

ed by inspecting the condition of the piston be replaced, and it should be checked that rings, through the scavenge air ports Pis- no fuel oil has accumulated on the piston ton and cylinder liner become black in the

area of blow-by Sludge, which has been crown.

blown into the scavenge air chamber, can Points 13 and 18

also indicate the defective cylinder.

See also Chapter 707, item 3, 'Scavenge In the normal running condition, the

rever-Port Inspection'. sible roller guide is in a self-locking

posi-tion (Reversible engine).

Since blow-by can be due to sticking of

unbroken piston rings, there is a chance of However, in the event of increased friction gradually diminishing it, during running, by in the roller guide l1'Iechanism (seizure), reducing the pump index for a few minutes there is a risk that the roller guide link might and, at the same time, increasing the cyl- change position.

inder oil amount If this is not effective, the

fuel pump index and the Pmax must be

re-duced until the blow-by ceases.

61

Points 12 and 17

Check 12: Shut Down and Slow Down

If, to obtain full load, it proves necessary to Check measuring equipment.

increase an individual fuel pump index by

more than 10% (from sea trial value), then Check 13: Pressure Alarms

this in most cases indicates that the pump (pressure Switches)

is worn out This can usually be confirmed

_G_e_n_e_ra_1

by inspecting the plunger If the cut-off

edge shows a dark-coloured eroded area, The functioning and setting of the alarms

the pump should be sent for repair This should be checked.

can usually be done by reconditioning the

It is essential to carefully check the bore, and fitting a new plunger

func-tioning and setting of pressure sensors and

If the fault lies in the governor itself, the They must be checked under circumstances

special governor instruction book should be for which the sensors are designed to set

External influences can also cause erratic This means that sensors for low pressure/

regulation For instance: temperature should be tested with falling

pressure/temperature, and sensors for

high main chain drive wrongly tensioned pressure/temperature should be tested with

(Woodward governor), rising pressure/temperature.

- falling oil pressure to the governor

Checkino(Woodward governor),

If no special testing equipment is available,

- lack of control air pressure the checking can be effected as follows:

(Woodward governor),

sluggishness in the regulating gear, a) The alarm pressure switches in the

-lubricating and cooling systems may be

unbalance in the load distribution which the pressure at the sensor may

-be decreased, and the alarm therebybetween the cylinders, see Chapter 706 tested.

'Evaluation of Records', Item 2.1.

See also Item 2.2, 'Starting Difficulties', b) If there is no such test cock, the alarm

point 27. point must be displaced until the alarm

is given When the alarm has thus 4.3 Check during Running curred it is checked that the pressure

oc-switch scale is in agreement with the

pres-sure switches have an adjustable

Check 11A: Chain Tighteners

Then reset the pressure switch to theCheck the chain tighteners for the cam preselected alarm limit, which should

shaft drive and the moment compensators cause the alarm signal to stop

(if installed) The combined chain tighteners

and hydraulic damping arrangements

should be readjusted, when the

red-colour-ed part of the wear indicators is reached

See Vol II, Maintenance, Chapter 906.

62

703.17 -40B

Check 14: Temperature Alarms 2. Start an additional auxiliary engine to

ma-noeuvres

See also Check 13,'Genera/'.

Most of the thermostatic valves in the cool- 3 Make a reversing test (FPP-plants)ing systems can likewise be tested by dis- This ensures that the starting valves

placing the alarm point, so that the sensor and reversing mechanism are working.

responds to the actual temperature

4 Blow-off any condensed water from theHowever, in some cases, the setting cannot starting air and control air systems just

be reduced sufficiently, and such valves before the manoeuvres

must either be tested when the servicetemperature has been reached, or by heat-ing the sensing element in a water bath, 6. Stoppingtogether with a reference thermometer

Stop the engine as described under

STOP-Check 15: Oil Mist Detector order in Item 8 for fixed pitch propellerCheck the oil mist detector plants and in Item 9 for controllable pitch

propeller plants

Adjustment and testing of the alarm

func-See also Item 10, 'Crash Stop', regarding

tion is effected in accordance with the tructions given on the equipment, or in the quick reduction of the ship's speed.

ins-separate Oil Mist Detector instruction book

Make a full set of observations, including When the 'FINISHED WITH ENGINE' order isindicator cards, see Plate 70603 'Perform- received in the control room:

ance Observations' and Chapter 706, Appendix 1 Check that pressures and tem- 1. Switch over to control room control.peratures are in order

2. Switch-off the auxiliary blowers

Check the load distribution between thecylinders, see Chapter 706 'Evaluation of 3. Test the starting valves for leakage:Records', Item 2.1.

0 Obtain permission from the bridge

Note: See Chapter 707, item3.1, regarding This is because a leaky valve can scavenge port inspection prior to arrival in cause the crankshaft to rotate.

1 Decide whether the harbour manoeu- distributor.

Open the indicator valves

or on heavy fuel oil

See also Chapter 705, Item 4.2. 0 Change-over to emergency control.Change-over should be carried out one See Item 8.4, 'Emergency Control

hour before the first manoeuvres are from Engine Side', regarding the

expected See Chapter 705, Item 4.2, change-over procedure.

'Fuel Change-over'.

63

1 START-blockino with turninq qear

tem (not shown in the manoeuvring When the turning gear is engaged, gram) will be activated and the starting

dia-valve (115-G7) is activated, whereupon possibility will be blocked until the

pro-the air supply to valve (33-05), which peller is in zero position

forms part of the starting system, is

If the CPP-system fails mechanically orblocked, Plate 70306 This means that

when the turning gear is engaged, the electrically, it is possible to by-pass the

engine is unable to start interlock by means of switch 140-H3 on

Active in all modes of control the manoeuvring console When the

fault has been corrected, reset the

2 Position of startinq air distributor switch to the normal service position.

When the starting air distributor is Only active during control room control.

changed to AHEAD position, valve (55- 8.6 Safety System

E8) is activated, allowing air to be

sup-Plates 70306, 70310, 70313, 70318

plied to valve (37-E5), which forms part

The safety system is a completely separate

of the starting system

system for the protection of the engine

The procedure is the same in the case

of an ASTERN order Valve (56-E8) is The pneumatic part of the safety system is

activated before air is supplied to valve separate from the control system and

con-trolled by the safety system (with separateThis interlock ensures that the engine power supply, not shown in diagram). In

is unable to start until the starting air case of shut-down, the safety system

acti-distributor (E8) is in a well-defined posi- vates valve (127-C6) Then an air signal is

tion, i.e in AHEAD or ASTERNposition led to the puncture valves (A3) on each fuel

pump whereupon the engine stops TheThe interlock is only active during con- system is connected in all modes of engine

trol room control and bridge control control. The safety air system is indicated in

purple

3 Blocking of starting air Regarding fuel oil leakage shut-down, see

distributor durinq START Vol III, Chapter 909.

When START signal is given, both valve

8.7 Sequence Diagram

(14-E9) and valve (15-E10) are

activ-Plates 70305, 70309

ated

Thereby, the reversing of the starting The diagrams show the most important

sig-nals in the manoeuvring system duringair distributor is blocked while starting start, stop, reversing, etc.

air is supplied to the engine (Reversing

of the starting air distributor during The diagrams may also be useful

forSTART might cause damage to the dis- trouble-shooting purposes.

tributor.)

Active at all modes of control

72

703.27-400

8.8 Function of the Individual Valves 11: Two-position. three-way valve

CR : CPP-plants, reversible engineCNR : CPP-plants, non-reversible engine 13: Air cylinder F1, F2 CR1: Ball valve to AHEAD and ASTERN respectively.Reverses the roller for the fuel pumpFor manual cutting-off of control air

Two-position, three-way valve

F1, F2, CR2: Pressure switch/sensor Prevents reversing of starting air di-For alarm if control air supply pres- stributor when starting air is supplied.sure is too low Alarm point 5.5 bar F2: Activates the starting air distri-

butor in AHEADdirection

3: Ball valveFor manual cutting-off of air to ex- 15: Two-position. three-way valvehaust valve See a/so Chapter 702, F1 F2, CR

Check A8 and Check C4. Prevents reversing of starting air

di-stributor when starting air is supplied.4: Pressure switch/sensor F2: Activates the starting air distribu-For alarm if control air pressure is not tor in ASTERNdirection.

vented during FINISHEDWITH ENGINE

16: Ball valveAlarm point 0.5 bar

For manual cutting-off of safety air

Indicates control air supply pressure

17: Pressure switch/sensor7: Maonet switch F1, F2, CR For alarm if safety pressure is too low.Activated when reversing cylinder (13) Alarm point 5.5 bar.

is in AHEAD position

18: Pressure switch/sensor8: Maqnet switch F1, F2, CR For alarm if safety air pressure is notActivated when reversing cylinder (13) vented during FINISHEDWITH ENGINE.

For manual blocking of the air supply Indicates safety air supply pressure.

to air cylinder (13)

20: Air receiver10: Two-position, three-way valve Reduces time ligs in the manoeuvring

Leads air to reversing cylinders (13)

21 : Ball valveand (57) for reversing to AHEAD posi-

For draining off water from the tion

ma-noeuvring system

73

23: Double non-return valve 35: Two-position three-way valve F2

25: Two-position, three-way valve Activates the starting air distributor in

ASTERN direction

Controls puncture valves on fuel

26: Two-position three-way valve Controls the air supply to valves (34),

(35) when STOPsignal is given

Prevents air inlet to starting air

distri-butor in case of leaking main starting 37: Two-position three-way valve

valve Allows air during START F1, CR

27: Two-position five-way valve Leads pilot signal to valve (33) duringSTART.

Controls the main starting valve and

slow turning valve (if installed) 38: Two-position, three-way valve

Blocks opening of the main starting F1, F2, CR

valve during slow-turning

Changes the pilot signal to activator29: Double non-return valve F1, F2 CR (52) during STOPand ASTERN running.

41 : Switch30: Double non-return valve F1, F2, CR -

Gives signal to manoeuvring system

in remote control mode

32: Throttle non-return valve CNR: Also disconnects el instrument

Delays venting of the pilot signal to box at emergency console.

valves (26) and (27) The delay is 42:

Electrical qovernor activatoradjustable The purpose of this delay

Controls the fuel pumps

is to ensure that those cylinders which

are supplied with starting air when

45: Reducinq valve F2changing to fuel oil, will fulfil the start-

ing sequence This ensures a good Leads pre-set control pressure to

VIT-start of the engine Delay about 1 actuators (52) during AHEAD running

33: Two-position, three-way valve 48: _Sw_i_tc_h

Leads pilot signal to valves (26) and Resets shut-down function (in safety

(27) when turning gear is disengaged panel) when regulating handle is in

and pilot signal is given from valve STOP position during emergency

CNR: When STARTsignal is received

49: Throttle non-return valve F1, CNR, CR34: Two-position, three-way valve F2

Controls the time delay of the pilotActivates the starting air distributor in signal to activator (52) during AHEAD

74 -

50: Double non-return valve F1, CR 61 : _S_w_it_c_h

51 : Pressure QauQe

Resets shut-down function (in safetypanel) when regulating handle is inIndicates the control pressure to acti- STOPposition

vator (52)

62: Potentiometer

Adjusts the injection lead (timing) in governor during control-room control.accordance with the mean indicated

The switch is actuated when the

Supplies control pressure to activator START position, and in the range in(52) in accordance with the mep dur- between, and provides STOP signal to

F2: liP converter Controls the pilotpressure to VIT-activator (52) during 64: _S_w_it_c_h

con-54: Two-position, three-way valve F2

trol handle is in START position, andprovides START signal to valve (172)1

Changes the signal to VIT -actuators (90)

from remote control mode to manualcontrol mode, respectively 70: Teleqraph F2

55: Two-position, three-way valve F1, CR 78: _Sw_i_tc_hBlocks the START AHEAD signal until Activates the slow turning valve (28)starting air distributor is in AHEAD during control-room control

position

79: _Sw_i_tc_h56: Two-position, three-way valve F1, CR Cancels limitation in governor duringBlocks the START ASTERN signal until control-room control

the starting air distributor is in ASTERN

to activator (52) during STOP and

ASTERN running 84: Two-position, three-way

solenoid valve F1,F2,CR

Gives shut-down signal to governor STOPis ordered from bridge (or controlwhen regulating handle is in STOP room)

position

75

86: Two-position, three-way

104: Throttle non-return valve

Gives pilot signal to valve (10) and

Keeps the AHEAD and ASTERN signalssupply air to valve (55) when AHEAD is activated for 6 seconds after START

F2: Signal to (10), (14), (34) when

AHEAD is ordered from bridge or con- 105: Two-position, five-way valve,

F1, F2, CR88: Two-position, three-way

Leads reversing signal to valves (10)solenoid valve F1, F2, CR

and (11), corresponding to orderGives pilot signal to valve (11) and (AHEAD or ASTERN), during emergency

supply air to valve (56) when ASTERN control

is ordered from bridge

F2: Signal to (11), (15), (35) when 106: Pressure switch

ASTERN is ordered from bridge or

con-Disconnects reset function and trol room

can-ceiling functions in remote control

90:

emergency control Set point: 2 bar

solenoid valve F1, F2, CR

Leads pilot signal to valves (33), (37) 107: Pressure switch

when START is ordered from bridge (or

Gives signal to manoeuvring systemcontrol room)

when engine is on emergency control

100: Two-position, five-way valve Set point: 2 bar.

Shifts control air from the emergency 114: _Sw_i_tc_h

control system to the remote control

Gives signal to lamp in manoeuvringsystems, and vice versa

console when shut-off valve (118) is in101: Two-position, three-way valve, SERVICE position.

turning gear is engaged

valve (105) during emergency control

Gives combined START and STOP

sig-116: _Sw_i_tc_hnal when activated during emergency

Gives indication on bridge if turningcontrol

gear is engaged

102: Two-position, three-way valve,

117: Two-position, three-way valvehand operated

Leads STOPsignal to valves (25), (36), Activates the starting air distributor

(117) and supply air to valve (105) when STOPsignal is received

during emergency control F2: Controls air supply to valves (14),

(15) when STOPsignal is given

103: Double non-return valve

118: Shut-off valveFor manual cutting-off of control air tothe starting air distributor

76

703.31-400

Gives indication on bridge when Drains diaphragm (131) if pressurestarting air distributor is blocked exceeds 1 bar

Gives SERVICE / BLOCKED signal to For manual blocking of drain pipe.lamps in manoeuvring console

137: Non-return valve

Gives signal to lamps on manoeuvring valve

console and to telegraph system/

communication system when main 138: Pressure switch/sensorstarting valve is blocked For alarm if pressure is too low Set

122: Sensor for startino air pressure point 5.5 bar.

Blocks START possibility from bridge if 140: _Sw_i_tc_hCNR, CRstarting air pressure is too low Emergency by-pass of zero pitch

Reduces time lags in the safety sys- Gives information to bridge control

For draining off water from the safety 146: _Sw_i_tc_hCR

to127: Two-position, three-way valves 86 or 88, respectively.

Activates puncture valve on fuelpumps when shut-down signal is 148: Three-position, four-way valvegiven (from safety system) For manual actuation and resetting of

128: Double non-return valve the lifting gear device.

129: Pressure switch 149: Air cylinder (Iiftinq qear device)For alarm when lifting gear device for of the cam.Lifts the fuel pump roller guide clearfuel pumps are activated

150: Reduction unit130: Two-position, five-way valve

Reduces the starting air pressure to 7Actuates the lifting gear device in bar.

safe-ty system when STOPsignal is given

77