OPERATING MANUAL

Chapter 2 – Page 0
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Engine start-up after assembly or long periods of standstill

APPROVED
Date:

Head of technical department

ANGLO BELGIAN CORPORATION

GHENT

WN/NT/... WN
Ed. Date Initials Changes
+ Ed. (file no.) (distr. no.)
06 15/07/2015 / / JO EG New layout

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Engine start-up after assembly or long periods of standstill

CHAPTER 2

ENGINE START-UP AFTER ASSEMBLY OR

LONG PERIODS OF STANDSTILL

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Engine start-up after assembly or long periods of standstill

CONTENTS
1 STARTING PREPARATION ................................................................................................................. 3
1.1 General checks ......................................................................................................................... 3
1.2 Specific checks for cooling circuits (LT and HT) ........................................................................ 3
1.3 Specific checks for lube-oil circuit ............................................................................................. 4
1.4 Specific checks for the fuel circuit ............................................................................................. 5
1.5 Checks for electrical installation of alarms and safety (DMU).................................................... 7
1.6 Checks for starting device (starting air circuit) .......................................................................... 9
2 FIRST START-UP .......................................................................................................................... 10
2.1 Starting procedure: Pneumatic starting on cylinders (for V-engines only B-bank) ................... 10
3 ENGINE CHECKS AFTER FIRST START-UP ............................................................................................ 14
3.1 Safety aspects ........................................................................................................................ 14
3.2 Checking alarms / safety devices and automatic controls ....................................................... 14
3.3 Testing lubrication priming and preheating system (if present) .............................................. 16
3.4 Testing automatic starting cycle ............................................................................................ 16
4 LOADING UP AND RUNNING THE ENGINE ........................................................................................... 17
4.1 UG8-L governor (lever control) ................................................................................................ 17
4.2 UG8-D (dial control) governor ................................................................................................ 19
4.3 Special governors ................................................................................................................... 19
5 STOPPING THE ENGINE ................................................................................................................. 20

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Engine start-up after assembly or long periods of standstill

1 STARTING PREPARATION
After the engine has been assembled for a new installation, at standstill for long periods or after an
overhaul, it is necessary to check the complete installation and, in particular, all the circuits.

1.1 GENERAL CHECKS

At all times, you should make sure that:
• All safety protections are fitted (covers, protections over moving parts).
• All plugs and instruments are fitted.
• All the piping is connected and tightened in the right order as indicated on installation
drawings.
• Tools, loose parts, etc. are removed from the engine.
• All cocks and valves are in the operating position.
• All necessary specified fluids for the operation of the engine are present.
• Exhaust gases are directed to open air through free passage.
• Intake air ducts are free and air filter(s) fitted.
• Speed control and engine overspeed devices are in working condition and correctly set.
• Independent essential auxiliaries are in operating condition.
• The driven machinery is ready for operation.
• Transmission is ready for operation and in starting position.
• Inflammable fluids are not stored in the vicinity of the engine and the engine room is free from
vapors or inflammable gases.
• Nobody is in the vicinity of moving parts.

1.2 SPECIFIC CHECKS FOR COOLING CIRCUITS (LT AND HT)

• Before filling the HT-circuit with water, make sure that the cocks on the air-bleed line and
compensation line are open. If necessary, disconnect the air-bleed line at the water outlet
manifold to check air venting during the process of filling up the engine.
• Loosen vent plugs on fresh water cooler, oil cooler to bleed air.
• In case of radiator cooling, pay special attention to avoid trapped air in the piping between
engine and radiator(s).
• If HT electric circulation pumps are present, we advise running these for some minutes after
filling up the HT-circuit. This makes air venting easier and makes it possible to check for leaks.
• If a heat recuperation circuit on the HT water is connected, fill up this circuit and carefully
bleed it of air. The same applies if a preheating module is available.
• If the LT-circuit is also a closed circuit, take the same precautions as above, including venting
the air cooler with a venting pipe.
• When the engine is running, we advise bleeding the vent plugs again and checking the water
level in expansion tank(s).

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Engine start-up after assembly or long periods of standstill

• Use water treatment on closed circuits (see chapter “Service and supervision of the engine at
service” – “Description and supervision of the cooling water circuits”).
• If the LT-circuit is an open circuit, we strongly advise venting the water filters, sea water pump
and air cooler on standstill or a working engine, depending on the water level. The sea water
pump is self-aspirated provided it is filled up with water before starting.

1.3 SPECIFIC CHECKS FOR LUBE-OIL CIRCUIT

1.3.1 On the engine

We refer to the installation instructions for the oil piping for further details.
In any case, the oil piping must always be clean, free from dirt, rags or other inappropriate parts. This
applies also to the crankcase (sump) and oil tank(s).
• Fill the wet sump up to maximum level.
• Start the oil pre-lubricating pump or move the hand pump until the circuit is completely filled
up.
• Bleed off air where it can be trapped (filters, cooler, installation oil circuit, emergency oil circuit
and pump). Also bleed air from pre-lubrication and preheating module, if applicable.
• Remove cylinder head covers and pour a sufficient quantity of oil over rocker arms and valves
until the oil flows along the push rods down to the cam mechanism and cams.

MAKE SURE TO POUR SLOWLY TO AVOID OVERFLOW.

• We advise opening up the crankcase inspection doors on one side to check the oil flow at the
main bearing while the pre-lubrication pump is in action.
• When the engine is running, we advise bleeding off again and checking the oil level.
• Only use approved oils. When choosing the oil, keep in mind the fuel and engine application or
working conditions (see chapter “Fuel – Lubricating oil – Cooling water”).

1.3.2 On the hydraulic governor

• Use oil with the appropriate viscosity (see chapter “Fuel – Lubricating oil – Cooling water”).
• Fill up through filler to maximum level on sight glass.
• For more details consult the separate Woodward instructions.

1.3.3 On the starting air lubricator

• Use oil with appropriate viscosity (see chapter “Fuel – Lubricating oil – Cooling water”).
• Unscrew the cover and fill to maximum level.

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Engine start-up after assembly or long periods of standstill

1.4 SPECIFIC CHECKS FOR THE FUEL CIRCUIT

Refer to the installation instructions for fuel piping. Fuel piping must always be clean, free from dirt and
foreign parts.
1 Before filling, make sure the daily tank is clean and dry (free from condensed or free water).
2 Check that the tank is equipped at its lowest point with a water drain cock.
3 During filling, check the functioning of the float switches if provided.
4 Make sure that all the cocks and the valves are in the right position.
5 Bleed off the air from the circuit at all the points where air may be trapped, beginning at the
lowest points i.e. filters, fuel injection pumps.
6 To bleed the fuel pump:
a Loosen the special vent screw on the fuel inlet banjo bolt and allow venting until all traces
of air bubbles have disappeared.
b Open the screws one at a time and, collect the bleeding fuel (for instance, in a tray).
c Dispose of this in an environmentally friendly way and according to local laws.

If the circuit and the pumps are completely filled and all plugs and cocks are closed, the injection piping
can be filled. To do so, proceed as follows:
1 Loosen the camshaft inspection covers.
2 Place the tool as indicated in Fig. 2.1 :
• For 6/8DZC : 620.083.1100.02
• For 12/16DZC : 630.083.1100.01
3 Put the control rod of the control rod fuel pump on full injection fuel pump by pulling lever A.
4 Pump with the lever tool until a certain resistance is felt.
5 Let the control rod come to stop, take tool away. Close the cover plate.
6 Repeat this procedure for the other cylinders.

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Engine start-up after assembly or long periods of standstill

D
Ref. Description

C A Lever

A B Inspection door to camshaft

C Fuel rack (control rod)

D Vent screw

E For 6/8DZC: 620.083.1100.02

E
For 12/16DZC: 630.083.1100.01

Fig. 2.1 Lever tool injection pumps and related components

If a cam of a fuel pump is at the top, the piston can no longer be moved for pumping and,
in this case, the engine has to be turned to be able to go on pumping through the line.
When engine is running, carefully check the different venting points for leaks (vent screws
on fuel pump, vent spindles at injectors, fuel feed line connections, fuel feed pipes at
banjo bolts on fuel pump and all connections at fuel filters).
On some marine applications the installation of a water separating filter is strongly
recommended, particularly if no daily tank is provided.

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Engine start-up after assembly or long periods of standstill

1.5 CHECKS FOR ELECTRICAL INSTALLATION OF ALARMS AND SAFETY (DMU)

Execute the following test before every engine start and especially when the engine has not been
started for some time.
1 Check the battery charge and electrolyte level.
2 Switch on the Diesel Monitoring Unit (DMU).
3 Do the lamp test.
Periodically, the following tests must be executed for safety reasons. Perform these tests while the
engine is running:
• Emergency stop
• Overspeed simulation test (to be executed on half the nominal speed)

A REAL OVERSPEED MAY ONLY BE EXECUTED BY ABC AUTHORIZED PERSONNEL.

The following tables indicate a complete electrical system checklist that can be used for simulation of
all alarms and safeties. (Only for ABC authorized personnel.)

Table 2.1 System functions

Code Setpoint
Name Function Status
in drawing
Speed detection fault Sdsm Alarm

Speed contact > rpm

Alarm system Initas > 120 rpm In service

Safety system Initas > 450 rpm In service

Fault alarm system Pfas No power Alarm

Engine start Svzard Lamp Green

Engine start S1 1 Pushbutton Start + pre-lub

Engine running H1 1 Lamp Green

Engine stop S2 1 Mushroom Stop

Engine stop H2 1 Lamp Red

General alarm H3 1 Lamp Yellow

Accept S5 2 Pushbutton Stop horn

Reset S4 1 Pushbutton Reset system

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Engine start-up after assembly or long periods of standstill

Code Setpoint
Name Function Status
in drawing
Lamp test S6 2 Pushbutton Lamp test

Function test S4 1 Pushbutton Alarm test

Table 2.2 System stops

Code Setpoint
Name Function Status
in drawing
Overspeed E2.-al rpm Alarm + stop

Lube-oil pressure OPSLL. 1 p < 2,5 bar Alarm + stop

Lube-oil temperature OPSHH. 1 T > 90 °C Alarm + stop

FW-Cooling temperature WTSHH. 1 T > 95 °C Alarm + stop

Table 2.3 System alarms

Code Setpoint
Name Function Status
in drawing
Overload PLSH 1 > 102 % Alarm

Starting air pressure SPSL 1 p < 18 bar Alarm

Charging air pressure APSL 1 p< bar Alarm

Charging air temperature ATSH 1 T > 90 °C

FW-cooling temperature WTSH 1 T > 90 °C Alarm

FW-cooling pressure WPSL 1 p < 0,8 bar Alarm

FW-cooling min. level WLSL 1 L< dm³ Alarm

SW-cooling temperature WTSH Alarm

SW-cooling pressure WPSL Alarm

Lube-oil temp. OTSH 1 T > 90 °C Alarm

Lube-oil press. <450 rpm OPSL 2 p < 1,5 bar Alarm

Lube-oil press. >450 rpm OPSL1 p < 2,75 bar Alarm

Lube-oil filter diff. press. OdPSH 1 p > 0,8 bar Alarm

Lube-oil min. level OLSL 1 L< dm³ Alarm

Lube-oil max. level OLSH 1 L> dm³ Alarm

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Engine start-up after assembly or long periods of standstill

Code Setpoint
Name Function Status
in drawing
Fuel oil pressure. FPSL 1 p < 1,5 bar Alarm

Fuel oil filter diff. press. FdPSL 1 p > 0,8 bar Alarm

Fuel oil leak inject. pipe FLSH1 L> dm³ Alarm

Fuel oil max. level leak tank L> 3 dm³ Alarm

Fuel oil filter water level L> dm³ Alarm

Fuel oil min. level daily tank L< dm³ Alarm

1.6 CHECKS FOR STARTING DEVICE (STARTING AIR CIRCUIT)

Refer to the installation instructions for the air piping.
• The air piping must always be clean, free from dirt, oil and water.
• Set all the cocks in the right position.
• Check that the starting air receivers are internally clean and dry (free from water).
• Check that air receivers are equipped with water drains.
• If an air compressor is used, refer to the separate instructions.
• Fill up the receivers to 27/30 bar.
• We recommend disconnecting the air line before the water separator and blowing compressed
air through the piping. Then connect it again and put it under pressure to detect leaks.
• Fill the automatic air lubricator. Only use recommended oils with the appropriate viscosity (see
chapter “Fuel – Lubricating oil – Cooling water”).

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Engine start-up after assembly or long periods of standstill

2 FIRST START-UP

Starting is to be carried out by authorized personnel only.

When all the previous checks have been carried out and any adjustments made, the engine is ready for
its first start-up.

2.1 STARTING PROCEDURE: PNEUMATIC STARTING ON CYLINDERS (FOR V-ENGINES

ONLY B-BANK)

2.1.1 Starting the engine without firing

Definition
There are different ways to start the engine without firing, also known as blowing through the engine.
The principle of blowing through the engine is to start the engine pneumatically but without the
possibility that fuel can be injected by the injection pumps. This means the engine cannot fire up.

Procedure
The injection pumps can be disabled as follows:
1 Lock in the red mushroom stop engine-switch on the control panel/DMU. This ensures that the
engine cannot start accidentally.
2 Only for 6/8 DZC engine: manually disable the injection by holding down the stop and overload-
lever constantly. Holding fully downward means holding it in the stop position.

LETTING GO OF THE LEVER WITHOUT LOCKING IN THE RED MUSHROOM STOP ENGINE-SWITCH ENABLES THE
INJECTION PUMPS TO INJECT FUEL. WHEN STARTING, THE ENGINE WILL FIRE UP. WITH OPEN DECOMPRESSION
COCKS THIS CAN LEAD TO SERIOUS AND/OR FATAL INJURY.

The starting of the engine can be done by using the main starting valve or the start engine-switch on
the DMU/control panel.
1 Ensure that the starting air receivers are shut off from the starting airline by closing all shut-off
valves.
2 Open all decompression cocks on the cylinder heads.
3 For each fuel pump, try by hand if the control rod can move from the stop position to full
injection and can move back when released.
If there are any hitches, the lever system, racks and pumps must be checked for correct
assembly or friction. (For lubrication see chapter “General directives” – “Maintenance M2-04”.)

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Engine start-up after assembly or long periods of standstill

4 For following governors, check that the terminal shaft does not rest on zero (engine 0 RPM).
a Governor UG-8D:
The button Load Limit is turned to 10. The governor shaft with the lever is moved so that
the arrow Load gives at least an indication of 8 during starting.
b Governor UG-8L & UG-8L-P:
The indication is directly on the terminal shaft. The governor shaft with lever is moved so
that the indication is at least 8 during starting.
5 For following governors check that the terminal shaft rests on zero (engine 0 rpm):
Governor UG -25+ Heinzmann
• Check that Unit healthy-indicator • The position is directly on the
lamp lights up green. terminal shaft.
• Check that Stability is in the middle • Position of terminal shaft (outgoing
position. shaft) on 0.
• Position the Load limit on position
10.
• Position of terminal shaft (outgoing
shaft) on 0.

6 Pre-lubricate the engine for 1 minute, you can do this manually or electrically using respectively
an oil hand pump or an electrical (pre-lubrication) oil pump.
7 Open the starting air receivers.

MAKE SURE THE STOP AND OVERLOAD-LEVER IS HELD FULLY DOWNWARD DURING PROCEDURE! THIS
PREVENTS THE INJECTION OF FUEL AND THE FIRING OF THE ENGINE.

Only for 6/8 DZC-engines

When starting the engine automatically using the start engine-switch on the control panel/DMU. The
engine will be pre-lubricated for 1 minute and then the engine will be started automatically by
pressurized air from the air receivers.
The red mushroom stop engine-switch must not be pressed in necessarily if the stop and overload-
lever is held constantly fully downward during the operation like mentioned before.
1 The engine will make an attempt to start, without firing.
2 Check the decompression cocks so that the starting cycle can be stopped immediately should
any water or oil spout out (See chapter “Engine faults”).
• If a slight spray escapes from the decompression cocks, proceed as normal.
• If any water or oil comes through, the engine must be checked for any internal leaks. Stop
the starting procedure either by pushing the red mushroom Stop engine-switch or by
immediately releasing the main starting valve handle.
3 If everything is normal, stop the starting procedure either by pushing the red mushroom stop
engine-switch or releasing the main starting valve handle and tighten the decompression cocks.

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Engine start-up after assembly or long periods of standstill

Only for 6/8 DZC and 12/16 DZC-engines

When starting the engine manually, without the control panel/DMU, push on the main starting valve of
the engine. Ensure the red mushroom stop engine-switch of the control panel/DMU is pressed in and
locked so no fuel can be injected into the injection pumps.

2.1.2 Starting the engine

MAKE SURE THAT DURING THE TESTS SOMEONE IS STANDBY AND IS ABLE TO STOP THE
ENGINE AT ONCE, SHOULD ANYTHING GO WRONG.

1 Set the governor/throttle at low speed.

2 Make sure that the red mushroom Stop engine-switch is released (on the DMU/control panel),
and check that it is not locked in. Turn the knurled knob to unlock.
3 Push the button START on the control panel/DMU to start the engine. You can also use the main
starting valve to start the engine. The stop lever is liberated by the control air pressure and is
moving to the start position. The fuel racks are moving to full injection so that the engine gets
injection on the cylinders.
Result: The firing speed (120 rpm) will quickly be reached and the green lamp in service (on
the control panel on the engine or on the DMU) will light up.

Immediately after starting: make sure that the oil pressure builds-up. It will be at least
4 bar, at nominal speed 4.
Pressure oscillations and some noise from the oil pump with cold lube-oil are normal.

4 Check that the governor reacts to changes in engine speed. You can do this by manually putting
the pumps into the stop position and releasing them again:
• If the governor is set at low revolutions and operates normally, the governor will control the
speed, and will certainly not let the engine run to maximum speed. The outgoing shaft from
the governor must move to full injection and return to the same position as the speed
stabilizes at the original speed.
• If the engine speed does not stabilize, check the setting of the governor.
5 Let the engine turn for 5 to 10 minutes on idling speed. During this time, remove the rocker arm
cover and check that there is a supply of oil via the rocker arms.
6 Check whether any fuel is leaking from the injectors.
7 Open the inspection ports of the camshaft covers under the fuel pumps to check whether the
cams and bearings are lubricated.
8 After 10 minutes, stop the engine and manually check the temperature of the main bearings of
the engine.
9 Wait at least 10 extra minutes before opening the crankcase doors.

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Engine start-up after assembly or long periods of standstill

MAKE SURE WHEN OPENING THE CRANKCASE DOORS NEVER TO APPROACH WITH A FLAME, WELDING SPARK,
BURNING CIGARETTES, UNRELIABLE PORTABLE LAMPS WHICH CAN CAUSE A SHORT-CIRCUIT ETC. AS THE OIL
VAPOR IN THE CRANKCASE, MIXED WITH FRESH AIR, CAN FORM AN EXPLOSIVE MIXTURE.

SEE THE SAFETY PRESCRIPTIONS BEFORE OPENING THE CRANKCASE DOORS.

10 When the engine is stopped, listen if the turbo charger goes on turning for approximately
15 seconds.
11 Loosen the bleed plugs on the high and low temperature water circuits and the fuel and oil
circuits to bleed off out the air again, and then tighten them up again at once.
Result: You can now start the engine again, provided you take the same precautions for
testing the safety instruments and any automatic monitoring and control equipment.

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Engine start-up after assembly or long periods of standstill

3 ENGINE CHECKS AFTER FIRST START-UP

3.1 SAFETY ASPECTS

While the engine is running:
• Do not remove protection covers for the moving parts.
• Do not remove covers on openings which can cause injuries through flame, heat or hot fluids.
• Do not operate cocks, valves, levers or switches, unless you have the proper authorization.
• Do not handle tools or any other objects in the vicinity of moving parts.
• Check for abnormal running conditions and react accordingly.
• In case of a visual or acoustic alarm, immediately try to find the cause and react accordingly.
• Follow restriction for barred speed ranges.
• Record engine performance data (e.g. in a log book).

3.2 CHECKING ALARMS / SAFETY DEVICES AND AUTOMATIC CONTROLS

As soon as possible after the first start up, the engine protections must be tested.

3.2.1 Temperature alarms / stop securities

The standard equipment provided on the engine is of the potential free type. This consists of an
immersion element which is mounted in an enclosed case, placed in the stream of fluid. The immersion
element can consequently be removed while the engine is in service. To carry out the tests:
1 Put the immersion element into a separate bath with a thermometer.
2 Heat up the bath and note the temperature limit setting as well as the simultaneous functioning
of the alarm and/or stop signal function.

3.2.2 Test pressure alarms / stop securities

Where possible, reduce the pressure to the sensor, for example by fitting a special pressure reducer in
the fuel line. Note the limit setting, as well as the simultaneous functioning of the alarm and/or stop
signal function.

3.2.3 Test the alarm and stop security devices

Carry out the testing of the stop security devices or installation by simulating the reaching of the alarm
threshold or security stop level:

TAKE CARE AS THE WIRES ARE LIVE

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• In the case of contacts closing when an alarm/stop occurs, the alarm/stop can be simulated by
bridging the contact with a piece of insulated copper wire.
The alarm or stop signal must function.
• In the case of contacts which open when an alarm/stop occurs (fail-safe system) the alarm/stop
can be simulated by loosening one of the wires on the contact.
The alarm or stop signal must function.

3.2.4 Test speed monitoring device

The speed monitoring device consists of an electronic system included in the DMU. It has 3 main
contacts:
• The firing speed limit setting (120 rpm):
On reaching this limit, the green lamp on the control panel must flash on and the hour counter
also begins to work.
The order is given for the alarm circuits to come into the operation.
• The overspeed limit setting (10 % higher than nominal speed):
When this limit is exceeded, the red lamp flashes on and at the same time the stop command
for the engine comes into operation.
• Speed depending limit set between 450 and 550 rpm, used for the oil pressure alarm level:
There are two possible ways of testing the overspeed and they should only be executed by
ABC authorized personnel:
 By pushing the overspeed test-button on the control panel. ABC recommends this
method of testing.
This brings the alarm limit setting to half of the set value and an alarm starts when the
speed is higher than this half-value.
Example: At nominal speed 750 t/m: overspeed set at 825 rpm. By pushing the over-
speed test-button, this limit is reduced to 412 rpm. If the engine speed is
higher than 412 rpm at the time of the test, then the overspeed stop functions.

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 By racing the engine at overspeed: this must be done very carefully.

To do this, force the governor and not the switching point on the revolution counter by
positioning a wrench on the outgoing shaft by the governor, E-governor via PC.

Table 2.4 Most common overspeed values

Overspeed threshold
Nominal speed Threshold reduced at 50 % rpm
10 % rpm
1000 1100 550

900 990 495

800 880 440

750 825 412

720 792 396

3.3 TESTING LUBRICATION PRIMING AND PREHEATING SYSTEM (IF PRESENT)

If automatic lubrication priming and preheating is present, check if the starting of the engine also
automatically sets off the lubrication priming (and preheating).
Conversely, also check when the engine stops the system starts automatically again. Also check that,
after you manually cut out the priming pump or preheating elements (by removing the safety fuses),
starting is locked after the prescribed period and that the alarm functions.

3.4 TESTING AUTOMATIC STARTING CYCLE

If automatic starting is provided for, check how the repeat-start cycle functions by simulating a start-
up:
1 Measure the following aspects:
• Excitation periods of the starting relay
• Dead time between 2 attempts at starting
• Total number of attempted starts
• Final locking of starting (zero stop signal)
• Failure to start alarm
2 Perform an automatic start. Ensure someone stands by the starting lever of the engine.
Result: When reaching the firing speed, the starting cycle must be interrupted automatically
and the starting lever must fall slowly back to the RUNNING position. If this does not
happen, immediately intervene manually by pulling back the starting lever and
checking the automatic starting procedure on the control panels.

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Engine start-up after assembly or long periods of standstill

4 LOADING UP AND RUNNING THE ENGINE

After testing the safety devices, the engine can be started and the load gradually increased for the load
tests.
Before starting, check the oil levels.
During the engine load tests, pay special attention to:
• The temperature of the water and oil
• The exhaust temperatures
• If present, the supercharged air temperature before and after the air cooler.
On the turbo-charged engines, the exhaust temperatures can differ from one cylinder to another and
their value only needs to be considered as a reference value for later use (see test sheet). If one of the
temperatures later changes in an abnormal way, this is an indication of the start of a problem with the
"firing" in the cylinder or a faulty pyrometer.
During the tests, pay special attention to possible leaks in the fuel lines.
Depending on the type of governor or the application, the load procedure is as follows for adjusting the
speed or load of the engine.

4.1 UG8-L GOVERNOR (LEVER CONTROL)

This governor is mostly used on propulsion engines. With such a governor, a specific engine speed is set
with the operating lever. The governor keeps this speed constant independent of the required load, if it
falls within the output range of the engine.
This governor can also be equipped with a pneumatic speed setting. In that case a pneumatic cylinder
on the top cover of the governor is connected to the air-distribution-piping and is fed through a
pressure regulating valve. It makes no difference for the governor whether the action comes from the
operating lever or from the pneumatic cylinder. (We refer for that also to the separate instructions from
Woodward.)
1 Check if the minimum position of the operating lever or the minimum specified air pressure
gives the prescribed engine idling speed.
2 Conversely, check whether the other extreme position of the operating lever or the maximum
specified air pressure gives the maximum engine speed.
This speed can, following the settings, be slightly higher than the nominal speed (approx. 3 %, in
some cases more if the governor is provided with speed droop setting; approx. 5 to 6 %).

THE CHECKS ARE PARTICULARLY IMPORTANT IN CASE OF REMOTE CONTROL (CONTROL ROOM, BRIDGE). THE
MINIMUM AND MAXIMUM SPEED ARE SET IN THE FACTORY AND SEALED. THE LEAD MUST NOT BE BROKEN OR
THE RIGHT TO THE MANUFACTURER'S GUARANTEE WILL EXPIRE.

In the case of propulsion engines, raising the speed of the engine when the propeller is switched on also
results in an increase in the load. The relation between speed and load is given by the propeller law and
depends on the type of propeller (see Fig. 2.2).

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Engine start-up after assembly or long periods of standstill

Nominal power at
nominal speed

Overload stop screw

% LOAD

Max. speed setting

% SPEED

Fig. 2.2 Typical propeller law

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Engine start-up after assembly or long periods of standstill

4.2 UG8-D (DIAL CONTROL) GOVERNOR

This governor is mainly used for electric generating sets.
The governor has a speed adjustment button (synchronizer) by means of which the nominal engine
speed can be adjusted. This can also be remote controlled by a synchronizing electric motor on the top
cover. The governor will also in this case maintain this speed within a narrow margin, independent of
the required load (of course if within the output range of the engine). The other control buttons are set
when putting the installation into service.
Features:
• Speed droop button:
If no speed droop is required, set at 0.
For parallel operation a certain speed droop is necessary and generally the button is set
between 40 and 70. Speed droop is the amount in % of permanent speed difference between
no load and full load or vice versa.
• Load:
The arrow after the limit button indicates the travel of the terminal shaft and consequently of
the load. The load can be limited by turning the button counter-clockwise.
• Speed indicator:
The arrow gives an indication of speed setting. The arrow moves together with speed
adjustment button.

4.3 SPECIAL GOVERNORS

Special governors are used in some typical applications such as:
• Propulsion engines with variable pitch propeller and load control
• 2 engines on one single propeller shaft
• Combined propulsion/generator engines
• Locomotives
• Synchronous parallel operation of gensets

If the application requires special governing specifications (other governors), then the standard
UG8/UG25+ may be necessary, such as:
• ELECTRONIC governors.
For such an application, refer to the special instruction for the governor type and the installation lay-
out.

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Engine start-up after assembly or long periods of standstill

5 STOPPING THE ENGINE

1 At the end of the load test, let the engine run for a few minutes at idling speed to let the engine
cool down inside. Three to five minutes is sufficient.
2 Before stopping the engine, carry out one last inspection to detect any leaks.
3 Bleed the water circuits once more.
4 The operation of the thermostat is controlled by checking how much the temperature of the HT-
circuit drops. Normally this may not be more than 1 to 4 °C.
5 Check water level in expansion tank.
6 Stop the engine by pushing the button STOP on the control panel/DMU.
7 Listen if the turbo charger is running on for approx. 15 seconds.
8 Check the oil level.
• If the level has dropped abnormally, that indicates an excessive oil consumption or leaks.
• If the level has risen abnormally, that indicates water or fuel leaks.

When assessing the oil level, do not forget that oil expands on heating, and that shortly
after the engine has stopped, oil is not returned to the sump or crankcase.

9 Keep in mind the following safety precautions:

a Avoid unintentional restarting.
b Check that independent auxiliaries or systems to be inspected are out of service.
c Note warnings at the engine before removing any covers.
d Wait until parts and fluids are cooled down before starting any maintenance. Make sure
that the engine cannot be started (e.g. easily visible warning plate on control panel) and a
well-determined blocking.
Do not be afraid to use extra precautions.

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