MAN Diesel & Turbo

PrimeServ Copenhagen

REPORT
Name of Vessel: M.S. Energy Conqueror IMO No: 9275660
Engine Type: 6S60MC-C Sea Trial: 2003-12-17
Engine Builder: STX Engine No: SB3055
Job Order No: 40023749 Run. hours: 37700
Visit by: Peter M. Christensen and: Service Center: Copenhagen
- Niels Fischer Semdahl
- Kim Nothlev Larsen
- Arne Kvistgaard Petersen
- Steen Cosmus Thaning
- Henrik W. Christensen
- Flemming Olsen
Spare parts from MAN: Yes No X Spare Order No: -
External Workforce: Yes No X Workshop: -
Place: Greece/Perama ECS Version: -
Period: 2011.01.14 – 2011.03.30 (including travel)
Owner: Enterprises Shipping & Trading
Requested by:
Reason: Main bearing #1 failure.
Keywords: Main bearing, spark erosion, shaft earthing, in situ machining

SUMMARY AND CONCLUSION:

The main bearing shells and thrust bearing pads were damaged as a result of spark erosion.
The main bearings #2 through 8 were opened and the journals polished to restore surface
roughness.
All main bearing shells were replaced.
Ahead and astern side of the thrust bearing collar were polished. All ahead and astern thrust
bearing segments were refurbished with new white metal.
Main bearing journal #1 was machined from nominal 720.00 mm to 713.15 mm in order to
restore sound material and correct geometry.
Main bearing support #1 was machined in situ by means of a unique MDT developed tool.
An engine test program was carried out up to 104 rpm followed by inspection of main
bearing 1.

2011-04-11
PEMC/CLL

Doc. Ref.: 2009-12-03, ver. 1.2

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M.T. ENERGY CONQUEROR IMO No. 9275660
6S60MC-C Engine No. SB3055 Run. hours 37700

As requested our Superintendent Engineer Mr. Peter M. Christensen and Senior

Superintendent Engineer Mr. Niels Fischer Semdahl attended the above-mentioned vessel
in Greece/Piraeus from 14th January 2011 through March 29th 2011. The reason for the
attendance was repair of crankshaft and bearing support following damage caused by spark
erosion.

BACKGROUND
On December 24th an oil mist indicated problems surrounding cylinder unit #1.
The vessel with cargo was towed to anchorage off Malta.
Investigations performed by MAN Diesel & Turbo (MDT) concluded that main bearing #1
was severely damaged from overheating and that main and thrust bearings had suffered
from spark erosion as a result of a faulty shaft earthing system. During the preliminary
inspections, other possible root causes were carefully eliminated one by one based on
findings.
The cargo was discharged and the vessel was towed to Greece/Piraeus.
MDT attended and the repair commenced. The owner agreed to carry out an in situ
machining of the crankshaft journal and bearing support, without lifting the crankshaft from
its position.

THE REPAIR EXCEPT OF MAIN BEARING #1

Please refer to appendix: #1, 2, 3, 4, 5, 10
All 6 crossheads were suspended and the 6 connecting rods were removed from the crank
case. The intermediate shaft was disconnected from the crank shaft. The timing chain was
split and disconnected from the crank shaft. The detuning wheel and AVD (axial vibration
damper) were removed.
All main bearings #2 through 8 were opened. The journals were polished and new bearing
shells were installed.
The thrust bearing was dismantled. The thrust collar was polished and the thrust segments
were reinstalled after being refurbished with new white metal.
Crosshead shoes had fatigue cracks due to misaligned crosshead bearing shells. Unit #3
and 5 aft should be replaced. Replacement depends on the delivery of spare parts.
Unit #4 crank pin bearing shells were replaced due to damage in the tin-alu material.
THE REPAIR OF MAIN BEARING #1
Please refer to appendix: #6, 7, 8, 9, 10
While machining the main bearing #1 journal, it was verified free of cracks and areas with
hardness above 220 bH whilst 2.4 mm of journal material had been removed.
Another 1.0 mm was removed from the journal surface in order to reach a safe margin to the
cracked and hardened material. The material was removed applying in situ machining
followed by hand polishing guided by a template and blue marking. Less than 1% of
diameter was removed and the final dimension is 713.15 mm.

The bearing support #1 was verified to have collapsed and the vertical and horizontal
surfaces were deformed as a result of this.
The vertical and horizontal landing surfaces were filed and polished by hand until an
acceptable contact was established using a template and blue marking.
The bearing support was machined by in situ machining and the final diameter was plus 0.3
mm.
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M.T. ENERGY CONQUEROR IMO No. 9275660
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The bearing cap was also verified to have collapsed and the vertical and horizontal landing
surfaces were machined to adapt to the new geometry of the bearing support. The new
bearing cap geometry was established in a workshop.

A new bearing shell was manufactured and tailored to the established bearing geometry.

It is recommended to open the bearing for inspection within 2 months and thus verify the
load pattern. This operation must be supervised by a MDT specialist. It is recommended to
install the spare bearing during this operation in order to verify its crush and adapted design.
CHAIN DRIVE
The two chains had each an assembly point. Visual inspections revealed that these two
outer links were not assembled properly as the mating surface of the pins did not touch the
lash. When the flywheel was at 105° the links were not in a position for dismantling and two
other links were identified to be opened.
The chain was opened, and the free ends lowered to the sump. Chain blocks were used to
secure the camshaft wheel, pull each free end down, and to free the lower gear from the
chain. On completion of the bearing repair, a set of new outer links were installed, the chain
was tightened and the timing checked of camshaft and starting air distributor.
Then the two faulty chain links were removed and replaced by new. It was revealed that one
of the pins could be inserted by hand into the lash. This is supposed to be a very tight fit.
The holes had been made larger during the original assembly.
It is recommended to monitor the 4 new chain links and make inspections after 24, 200, 500,
2000, 4000 running hours.
The rubber guide bars were found defective and replaced by new.
THRUST BEARING
Please refer to appendix: #11, 12, 13
The clearance of the assembled thrust bearing was 0.16 mm. The nominal clearance is
above 0,50 mm. The thrust collar was full of adhered white metal as a result of spark
erosion. The segments in AHEAD direction were in average worn to 95.73. The nominal is
95.98-96.00 mm from new. During service the segments may wear to 95.01 mm. The
surface was in a very bad condition, and the high spots have ruined the oil film and
contributed to the low clearance measured. The white metal was replaced on all segments.
It is concluded that the thrust bearing was damaged as a consequence of spark erosion.
FLUSHING
Please refer to appendix: #14
The engine was flushed for 75 hours, bypassing the bearings, chain drive and camshaft, and
then another 115 hours of flushing including the lower chain drive and subsequently the
remaining bearings. Oil sample was sent to Mobil for analysis according to ISO4406
XX/19/15 after 24 hours of flushing. However, the received analyse result did not comply as
there is no particle counting included.
DISMANTLING AND ASSEMBLING OF INTERMEDIATE SHAFT
Please refer to appendix: #15
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M.T. ENERGY CONQUEROR IMO No. 9275660
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MDT was not involved in this task. We recommended pulling the fitted bolts rather than
pushing towards the crankshaft. A contractor carried out tag welding on the crank shaft
during his machining of the holes for the fitted bolts at the flange between crankshaft and
intermediate shaft. MDT urged to abandon the welding, suggested an alternative method for
keeping the milling machine in position, and made a repair procedure for the welded areas.
ENGINE TEST
Please refer to appendix: #16, 17, 18
The function of the oil mist detecting system was verified by a contractor prior to starting the
engine.
The engine was tested in accordance with the agreed program, and the bearing #1 was
found in an acceptable condition. MDT will produce the spare bearing in accordance with the
findings.

CRANKSHAFT DAMAGE - ROOT CAUSE

Please refer to appendix: #19, 20
Following inspection of the damage and identifying all the characteristics it would appear
that the most likely cause was spark erosion.
The present shaft earthing system was overhauled by the crew, and appeared to be
equalizing the shaft to hull potential during the engine test. However, to prevent a
reoccurrence, it should be considered to install a shaft earthing system made by MDT
approved makers, as per our latest recommendations found in SL-2008-498.

INDEX OF APPENDIX
Appendix 01 - determining the geometry of saddle and bearing cap #1
Appendix 02 - determining the geometry of bearing cap #1
Appendix 03 - inspection of crossheads
Appendix 04 - inspection of main bearing journals
Appendix 05 - inspection of main bearing shells
Appendix 06 - fitting of new bearing shell
Appendix 07 - bearing cap landings – x-y off malta
Appendix 08 - deflection in preparation to main bearing #1 support machining
Appendix 09 - bearing cap landings - type of damage
Appendix 10 - journals and pins after repair
Appendix 11 - inspection of thrust collars
Appendix 12 - inspection of thrust segments
Appendix 13 - specification of babbit
Appendix 14 - flushing
Appendix 15 - inspection crank shaft flange flywheel end
Appendix 16 - dismantling and assembling of intermediate shaft
Appendix 17 - oil mist detector report
Appendix 18 - engine test
Appendix 19 - crankshaft damage - root cause
Appendix 20 - sl2008-498

PEMC/CLL
2011-04-11
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M.T. ENERGY CONQUEROR IMO No. 9275660
6S60MC-C Engine No. SB3055 Run. hours 37700

APPENDIX 1 - DETERMINING THE GEOMETRY OF SADDLE AND BEARING CAP #1

The saddle and cap bore, and mating surfaces were mapped by means of a 3D
meassuring device and the results are listed below.

Bearing support measurements

All measurements in ° Nominal Actual

A Angle between bed plate top and vertical landing 65 64,9944
surface exhaust side
B Angle between vertical and horizontal landing 90 89,7951
surfaces, exhaust side
C Angle between guide plan and horizontal surface 25 25,0986
in exhaust side
D Angle between bedplate top and vertical landing 65 65,0054
surface cam side
E Angle between vertical and horizontal landing 90 89,6611
surfaces, can side
F Angle between bed plate forward vertical and 90 89,8882
horizontal landing surface aft/forward direction
All measurements in mm
G Centre to centre distance for forward stud holes 834 835,7132
H Centre to centre distance for aft stud holes 834 835,7994
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M.T. ENERGY CONQUEROR IMO No. 9275660
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APPENDIX 2 - DETERMINING THE GEOMETRY OF BEARING CAP #1

Data: FARO report 17 January 2011 at 14:23:10

The cap bore and mating surfaces were mapped by means of a 3D measuring
device and the results are listed below.

Bearing support measurements

All measurements in ° Nominal Actual

A Angle between cap top and vertical 25 (115-90) 25.0915
landing surface cam side
B Angle between vertical and horizontal 90 89.9294
landing surfaces, cam side
C Angle between cap top and vertical 25 (115-90) 24.9900
landing surface exhaust side
D Angle between bedplate top and 90 89.9910
vertical landing surface cam side
E Angle between horizontal landing
surfaces top cap top in axial direction,
exhaust side
F Angle between horizontal landing
surfaces top cap top in axial direction,
cam side
All measurements in mm
G Centre to centre distance for lower 834 833.2367
forward stud holes
H Centre to centre distance for aft lower 834 833.3115
stud holes
I Centre to centre distance for forward 834 833.9255
upper stud holes
J Centre to centre distance for aft upper 834 833.9406
stud holes
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M.T. ENERGY CONQUEROR IMO No. 9275660
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APPENDIX 3 - INSPECTION OF CROSSHEADS

The crosshead bearings were inspected after removing the connecting rods.

Unit # 3 Unit # 5
Aft Shoe, cam side Aft Shoe, cam side

This surface is white metal lined. The bearing material has been
exposed to a local overload as a
result of a protruding corner of a
misaligned bearing shell.

The local high force makes the

white metal crack due to fatigue.
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M.T. ENERGY CONQUEROR IMO No. 9275660
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Cam side aft Exh side aft Cam side aft Exh side aft

The bearing shell The shell is toutching the pin screw

must be free of towards outer side. Another
the connecting indication that the shell has not
rod edge by 1 been aligned during assembly and
mm during or inspection carried out during the
assembling lifetime of the engine

Recommendation:
1. Replace x-head shoe #3 and #5 aft.
2. Ensure 1 mm clearance at the end of the bearing shell during assembling
3. Remove any high spots on bearing shells as a result of stamped in
numbers
4. Remove any high areas on the other crosshead shoes in the vicinity of
the shell edge.

Item 2, 3 & 4 were done during assembling. Item 1 can be done during the next
dry dock. Crew to monitor the crosshead shoe bearing, i.a. by looking for debris
in the crank case compartment and the lubrication oil backflush filter.
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M.T. ENERGY CONQUEROR IMO No. 9275660
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APPENDIX 4 - INSPECTION OF MAIN BEARING JOURNALS

Main Bearing Journal #1
Any signs of spark erosion were
destroyed during the incident. The
journal was found with cracked and
hardened areas in the surface.
Main Bearing Journal #2
0° 95° 180° 270°

Main Bearing Journal #3

?° ?°
The flywheel positions of the spark
erosion for this bearing were not
logged.

Main Bearing Journal #4

320° 230° 160° 53°

Areas with Sn
adhered to the
journal due to
Spark erosion
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M.T. ENERGY CONQUEROR IMO No. 9275660
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Main Bearing Journal #5

300° 270° 190° 120°

Main Bearing Journal #6

160° 180° 260° 340°
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M.T. ENERGY CONQUEROR IMO No. 9275660
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Main Bearing Journal #7

300° 210° 125° 35°

Initial stage of Evolved spark

spark erosion erosion

Main Bearing Journal #8 (Journal Bearing)

205° 300° 20° 0°
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M.T. ENERGY CONQUEROR IMO No. 9275660
6S60MC-C Engine No. SB3055 Run. hours 37700

APPENDIX 5 - INSPECTION OF MAIN BEARING SHELLS

1 2 3 4 5 6 7 8

All measurements in [mm] (Nominal 18.00 (-0.24/-0.26 mm))

1 2 3 4 5 6 7 8
- 17.634 17.703 17.712 17.640 17.701 17.704 17.716

The values represent the lowest bearing shell thickness measurements. In

areas with spark erosion slightly higher values are frequently obtained.
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M.T. ENERGY CONQUEROR IMO No. 9275660
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APPENDIX 6 –FITTING OF NEW BEARING SHELL IN #1 MAIN BEARING

Bearing crush: (0 mm shim)

CAM EXH CAM EXH CAM EXH

FWD AFT FWD AFT FWD AFT
1 1 1 1 1 1
bar / 100 / 100 bar / 100 / 100 bar / 100 / 100
mm mm mm mm mm mm
50 0 0 550 29 69 1050 47 88
100 8 18 600 31 72 1100 48 90
150 10 31 650 33 74 1150 50 92
200 12 44 700 35 75 1200 51 93
250 16 53 750 36 77 1250 52 95
300 19 57 800 38 79 1300 53 96
350 21 61 850 40 81 1350 54 98
400 24 63 900 42 83 1400 56 100
450 25 65 950 43 84 1450 57 102
500 28 67 1000 45 86 1500 58 104
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M.T. ENERGY CONQUEROR IMO No. 9275660
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Side clearance between upper shell and bearing support:

CAM EXH CAM EXH CAM EXH

F/A F/A F/A F/A F/A F/A
1 1 1 1 1 1
bar / 100 / 100 bar / 100 / 100 bar / 100 / 100
mm mm mm mm mm mm
0 <5 <5 - - - - - -
50 <5 <5 550 <5 <5 1050 <5 <5
100 <5 <5 600 <5 <5 1100 <5 <5
150 <5 <5 650 <5 <5 1150 <5 <5
200 <5 <5 700 <5 <5 1200 <5 <5
250 <5 <5 750 <5 <5 1250 <5 <5
300 <5 <5 800 <5 <5 1300 <5 <5
350 <5 <5 850 <5 <5 1350 <5 <5
400 <5 <5 900 <5 <5 1400 <5 <5
450 <5 <5 950 <5 <5 1450 <5 <5
500 <5 <5 1000 <5 <5 1500 <5 <5

Check the clearance between upper shell and bearing cap and lower shell and
bearing support at full perimeter by 0.05 mm Kjær Feeler. Result – no
clearance.
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M.T. ENERGY CONQUEROR IMO No. 9275660
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Bearing opened again:

Blue marking applied on journal, bearing support and bearing cap before
assembly.

Blue ink on upper and lower shell outer side. Pressure 700 bar.
Upper Lower

Blue ink on upper and lower shell end surface. Pressure 700 bar.
CAM EXH
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M.T. ENERGY CONQUEROR IMO No. 9275660
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Bearing opened again:

Blue marking applied on journal, bearing support and bearing cap before
assembly.

Blue marking on upper and lower shell outer side. Pressure 1500 bar.
Upper Lower

Blue ink on upper and lower shell end surface. Pressure 1500 bar.
Blue ink on vertical and horizontal mating surface of cap. Pressure 1500 bar.
CAM EXH

Lower bearing shell load picture after 720° turning @90° flywheel angle.
With blue After cleaning
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M.T. ENERGY CONQUEROR IMO No. 9275660
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Journal with blue ink after 720° turning @90° flywheel angle. Pressure 1500
bar.

At 1500 bar the bearing clearance was measured with below result:
Neck of the web is used as measuring point while turning with reference to
flywheel angle.
Flywheel angle [°] TDC 15 30 45 60 75
1
Forward / 100 mm - - - - - -
1
Aft / 100 mm 5 0 5 15 15 20
Flywheel angle [°] 90 105 120 135 150 165
1
Forward / 100 mm - - - - 25 30
1
Aft / 100 mm 30 20 30 25 25 30
Flywheel angle [°] 180 195 210 225 240 255
1
Forward / 100 mm 45 50 35 - - -
1
Aft / 100 mm 40 45 35 35 35 35
Flywheel angle [°] 270 285 300 315 330 345
1
Forward / 100 mm - - - - - -
1
Aft / 100 mm 35 30 20 15 5 5

Web is located at 90° flywheel angle while measuring the bearing cap:
Reference to TDC [°] -30 -15 TDC +15 +30
1
Forward / 100 mm 25 40 50 45 25
1
Aft / 100 mm 25 40 45 45 25

Deflection: All measurements in 1/100 mm

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M.T. ENERGY CONQUEROR IMO No. 9275660
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Deflection measured when temperature of crank shaft was 35°C and engine sump tank was
45°C.

Position of web Cylinder 1 Cylinder 2 Cylinder 3 Cylinder 4 Cylinder 5 Cylinder 6

Bottom B1 0 0 0 0 0 0
Camshaft side C -9 -4 6 7 7 0
Top T -13 0 16 22 17 2
Exhaust side E -1 -1 8 10 8 -3
Bottom B2 3 1 0 4 3 0
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M.T. ENERGY CONQUEROR IMO No. 9275660
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Bearing crush: (0.4 mm shim each side between shells)

CAM EXH CAM EXH CAM EXH

FWD AFT FWD AFT FWD AFT
1 1 1 1 1 1
bar / 100 / 100 bar / 100 / 100 bar / 100 / 100
mm mm mm mm mm mm
50 0 0 550 99 62 1050 120 82
100 14 17 600 102 64 1100 122 83
150 27 27 650 104 67 1150 125 87
200 37 32 700 106 68 1200 126 87
250 49 40 750 107 70 1250 127 89
300 62 49 800 110 72 1300 129 90
350 74 53 850 112 74 1350 132 92
400 82 55 900 115 76 1400 133 95
450 91 58 950 116 78 1450 136 96
500 95 59 1000 118 79 1500 137 97
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M.T. ENERGY CONQUEROR IMO No. 9275660
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Bearing #1 opened after engine test at 100 % rpm.

As indicated on the photo below, the load pattern is distributed in an

acceptable manner for initial operation, considering the heavy detuning wheel
located in front of the bearing. Considerations should be made for optimizing
the spare bearing further, prior to its fabrication.
The load pattern has evidence of contact all the way along the length of the
shell in a 50-100 mm wide band starting from aft within the centreline. It follows
a trumpet shape with the most loaded area in the forward end.
Due to the profile of the load pattern, no scraping took place and the bearing
was installed after dressing up to virgin appearance.

Check the shape of the load pattern

General load pattern - Forward load pattern

Upper shell outer contact
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M.T. ENERGY CONQUEROR IMO No. 9275660
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Shell after dressing up to virgin appearance

Lower shell

Upper shell
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M.T. ENERGY CONQUEROR IMO No. 9275660
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CAM side bearing cap EXH side bearing cap

CAM side bearing cap

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M.T. ENERGY CONQUEROR IMO No. 9275660
6S60MC-C Engine No. SB3055 Run. hours 37700

APPENDIX 7 - BEARING CAP LANDINGS – X-Y OFF MALTA

x-y measurements logged off Malta, not tight!
Viggo Kjær feeler gauge utilized.

1. Main Bearing #4 with #1 Bearing Cap

Location X (cam) Y (exh)

[1/100 mm] [1/100 mm]
Forward 5 10
Aft 5 0
2. Main Bearing #1 with #4 Bearing Cap

Location X (cam) Y (exh)

[1/100 mm] [1/100 mm]
Forward 2.25 20
Aft NA 25
3. Main Bearing #4 with #4 Bearing Cap

Location X (cam) Y (exh)

[1/100 mm] [1/100 mm]
Forward 0 0
Aft 5 5
4. Main Bearing #1 with #1 Bearing Cap

Location X (cam) Y (exh)

[1/100 mm] [1/100 mm]
Forward 0.95 15/0
Aft 75 20
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M.T. ENERGY CONQUEROR IMO No. 9275660
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APPENDIX 8 - DEFLECTION IN PREPARATION TO MAIN BEARING #1 SUPPORT

MACHINING.
Deflection: All measurements in 1/100 mm
Deflection measured when temperature of crank shaft was 24°C and engine sump tank was
20°C.

Position of web Cylinder 1 Cylinder 2 Cylinder 3 Cylinder 4 Cylinder 5 Cylinder 6

Bottom B 0 0 0 0 0 0
Camshaft side C 0 -2 +4 +4 +6 -4
Top T -2 -6 +9 +8 +14 -9
Exhaust side E 0 -2 +4 +5 +9 -2
Bottom B 0 0 0 0 +1 0
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M.T. ENERGY CONQUEROR IMO No. 9275660
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APPENDIX 9 - BEARING CAP LANDINGS – TYPE OF DAMAGE

Two types of damage are evident at the horizontal landing surface.
1. Deformation due to heat
2. Grinding due to removal process of pin screws

Before dressing up After dressing up

1/10 mm below level with blue

marking
Straight bar used for blue marking

The surface has been dressed up by:

1. Emery cloth on straight bar
2. Scraper
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M.T. ENERGY CONQUEROR IMO No. 9275660
6S60MC-C Engine No. SB3055 Run. hours 37700

APPENDIX 10 – JOURNALS AND PINS AFTER REPAIR

Main bearing journal #1 has been machined in accordance with MDT repair procedure:
1. The surface hardness was verified to be less than 220 BH by an electronic
instrument.
2. The journal and fillet surface were verified free from any cracks by means of
Magnaflux testing.
3. The reduction in journal diameter is less than 1%. Diameter is 713.15 mm
4. The parallelism between main bearing journal #1 and 2 is within nominal 0.10/1000
mm.

Main bearing journal #2 through 8 have been polished and the original topography has been
established without altering the journal geometry. The geometry was verified by blue
marking and more than the nominal 70% contact was established.

Crank pin bearing journals #1 through 6 were all polished and the nominal 60% contact was
verified by blue marking.
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M.T. ENERGY CONQUEROR IMO No. 9275660
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Main Bearing #1 journal

0° 90°

180° 270°

Blue marking indicated more than 70% contact

Magnaflux testing. Hardness testing.

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M.T. ENERGY CONQUEROR IMO No. 9275660
6S60MC-C Engine No. SB3055 Run. hours 37700

The following roughness has been measured on completion of the polishing by means of our
instrument:
Make: Time Group
Type: TR110 Surface Roughness Tester
Calibration date: 29.01.2011

Surface measured Production After polishing Nominal diameter

drawing
[Ra] [Ra] [mm]
Main bearing journal #1 Max 0.4 0.3-0.4 Ø713.15 0/-0.07
Main bearing journal Max 0.4 0.3-0.4 Ø720 0/-0.08 h7
#2-8
Crank pin #1-6 Max 0.4 0.3-0.4 Ø720 0/-0.08 h7
Thrust collar AHEAD Max 0.8 Less than 0.8 NA
Thrust collar ASTERN Max 0.8 Less than 0.8 NA

The following roughness has been measured on request from DNV by means of our
instrument:
Make: Mahr Gmbh
Type: MarSurf PS1 Surface Roughness Tester
Calibration date: 01.03.2011

Surface measured Production Acceptable during Actual

drawing service
[Ra] [Ra] [Ra]
Crosshead pin #1-6 Max 0.05 Max 0.10 0.04-0.09

The measured values are all fully acceptable for an engine in service. Visible scratches were
observed and they are considered normal and acceptable in view of the actual running hours
of the engine.
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M.T. ENERGY CONQUEROR IMO No. 9275660
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APPENDIX 11 - INSPECTION OF THRUST COLLARS

Data: Nominal roughness measured in Ra is max 0.8
Thrust collar AHEAD
1
210° 125° 35° 0°

Clear signs of spark erosion

Thrust collar ASTERN
20° 85° 205° 300°

AHEAD and ASTERN thrust collar were found with excessive Sn adhered to
them as a consequence of spark erosion.
Repair proposal: AHEAD collar to be machined using a superfiner. AHEAD and
ASTERN collar to be polished by hand to a roughness less than 0.8 Ra.

The repair proposal was accepted and carried out.

1
Flywheel angle. 0° is cylinder #1 in TDC (Top Dead Centre)
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M.T. ENERGY CONQUEROR IMO No. 9275660
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Sn adhered to the thrust collar as a result of spark erosion.

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M.T. ENERGY CONQUEROR IMO No. 9275660
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APPENDIX 12 – INSPECTION OF THRUST SEGMENTS

Data:
Nominal roughness is max 0.8 Ra.
Nominal segment thickness is 96 (0/-0.02 h6) mm.

AHEAD and ASTERN bearing segments were found with excessive damage
and wear as a consequence of spark erosion.

Repair proposal: AHEAD and ASTERN thrust segments be replaced by new or

refurbished with new white metal

The repair proposal was accepted and carried out.

Please refer to the next page for measurements Top, Mid and Bottom.
PrimeServ Copenhagen
2/5
M.T. ENERGY CONQUEROR IMO No. 9275660
6S60MC-C Engine No. SB3055 Run. hours 37700

Thrust segments AHEAD

1
F1 F2 F3 F4

F5 F6 F7 F8

Clear signs of spark erosion and relocated bearing material.

All measurements in [mm] (Nominal 96.00 +0.00/-0.02 mm)

Nominal values are relevant for new segments. A total wear of 0.9 mm is
acceptable.
1 2 3 4 5 6 7 8
Top 95.38 95.63 95.79 95.83 95.81 95.81 95.65 95.50
Mid 95.49 95.66 95.81 95.84 95.83 95.85 95.71 95.59
Bottom 95.68 95.68 95.83 95.89 95.87 95.87 95.77 95.73

1
Flywheel angle. 0° is cylinder #1 in TDC (Top Dead Centre)
PrimeServ Copenhagen
3/5
M.T. ENERGY CONQUEROR IMO No. 9275660
6S60MC-C Engine No. SB3055 Run. hours 37700

Thrust segments ASTERN

A1 A2 A3 A4

A5 A6 A7 A8

All measurements in [mm] (Nominal 96.00 +0.00/-0.02 mm)

Nominal values are relevant for new segments. A total wear of 0.9 mm is
acceptable.

1 2 3 4 5 6 7 8
Top 95.99 96.00 96.00 96.00 95.99 96.00 95.65 95.50
Mid 95.98 95.99 95.98 95.98 95.97 95.98 95.71 95.59
Bottom 95.97 95.97 95.89 95.92 95.86 95,86 95.77 95.73
PrimeServ Copenhagen
4/5
M.T. ENERGY CONQUEROR IMO No. 9275660
6S60MC-C Engine No. SB3055 Run. hours 37700

Examples of damage to the segment white metal surface:

Typical pattern of spark erosion.

White metal bearing material is

roughened an worn as a
consequence of spark erosion
and the topography is altered.

Material eroded.
PrimeServ Copenhagen
5/5
M.T. ENERGY CONQUEROR IMO No. 9275660
6S60MC-C Engine No. SB3055 Run. hours 37700

Material wiped from one area to

another and thus reducing the
bearing clearance.
BOLIIIDEN Appendix 13

A than. & 111em. Antoniades O.E.

16 Asklipiou &. Kastoros Str.
185 45 Piraeus
Greece

Certificate of analysis

Your Ref.:E~-maii 05.01.11 Our Ref.: 614575 Date: 12.01.2011

Materlal: Whitemetal BERA X

Batch. No.: 5354

S11 Balance
Sb 7,55%
Cu 3,24%
Pb 0,075%
Fe 0,042%
Zn 0,003%
As 0,024%
Al 0,001%
Ni 0,212%
Bi 0,025%
Cd 0,891%)
Ag 0,095%

Boliden Bergsoc A/S

Kim J0rgensen
 Appendix 14

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 Page 1 of]

SIGNUM
30242053 Normal
Account NumbE,r 12690:3 Date 22-Mar-2011
Account Name Enterprises Shipping & Trading SA Description Main Engine (Before Purifier)
Application MARINE - ENGINE
IMO Number 9275660 Manufacturer MAN/B&WNS
Vessel Name Energy Conqueror Model S60MC
Equipment Number 001 RegisterE~d Lubricant MOBILGARD 300

~;ments: No action is required on oil or enlline. - Results are within acceptable ranges. - Examine progressive changes and monitor results for Changin911
trends. - Sample at next scheduled interval. I,

Results and comments of this analysis are advisor( only; the validity of the data

I
may be impaired by a non-representative sample or incorrect data. This analysis is •
provided for the confidential information of the partv subm~ting ij. Any use by any EJf(onMobli
...
[_N_o_r_m_a_I...I.._+_G,aution 'Alert I other person is prohibited. © Copyright 2003 Exxon Mobil Corporation. Exxon,
Esso, Mobil, ExxonMobil and Signum are trademarks of ExxonMobii Corporation or .
one of its subsidiaries. Marketing Affiliate -
PrimeServ Copenhagen
1/2
M.T. ENERGY CONQUEROR IMO No. 9275660
6S60MC-C Engine No. SB3055 Run. hours 37700

APPENDIX 15 - INSPECTION CRANK SHAFT FLANGE FLYWHEEL END

EST dismantled the intermediate shaft from the crank shaft at the flywheel
flange. The 10 (ten) fitted bolts ø85mm were removed.
Initial EST contractor tried to push the
fitted bolt out using a ram.

MDT objected as this method could

cause damage to the crankshaft
flange.

MDT recommended a pulling force

towards the intermediate shaft.

A new tool was therefore developed

and applied with success. All ten
bolts were removed by pulling.

Hydraulic tool in position.

No damage to the crankshaft flange

holes.

Minor rusty areas visible at the end of

both flanges.
PrimeServ Copenhagen
2/2
M.T. ENERGY CONQUEROR IMO No. 9275660
6S60MC-C Engine No. SB3055 Run. hours 37700

Damage to the intermediate shaft

flange.

Recommendation: Machine the holes and fit oversize fitted bolts in accordance
with class rules and the necessary calculations.
 Appendix 16
Peter Melgaard Christensen
From: Flemming Olsen
Sent: 7. marts 2011 15:21
To: '[email protected]'
Cc: Post-DT-CPH; Peter Melgaard Christensen; Martin Jakobsen
Subject: RE: M/T ENERGY CONQUEROR - Connecting intermediate shaft to crank shaft
Attachments: image001.gif

MAN Diesel & Turbo l PrimeServ Copenhagen

DT-CPH Technical Service [email protected]
Teglholmsgade 41 Phone: + 45 33 85 11 00 Fax: + 45 33 85 10 49
DK-2450 Copenhagen SV Mobile: + 45 40 19 35 01 (Spare Parts, after working hours)
Denmark Mobile: + 45 20 48 94 40 (Technical Service, after working hours)

Company: Enterprises Shipping and Trading S.A

Our dept./ref.: DT-CPH/FMO/
M/V: Energy Conqueror
IMO/Lloyds No.: 9275660
Engine Type: 6S60MC-C.

Dear Mr George Magleos.

As outlined it is not acceptable to weld on the crankshaft due to risk for hydrogen cracks and hardening of the
material.

The welded spot have to be machined off in following steps.

1) The welding should be machined away planar to the flange. The surface should be checked for cracks with
fluorescent magnaflux. For reference the hardness is measured at the welding spot and out in the base
material.
2)
a. If no cracks are found in step 1), the heat affected zone is removed by machining to a depth of 2 mm
(and 3 mm outside of each welding spot). A smooth transition to the surface should be made with a
radius of minimum r=4 mm. To have sufficient contact area for the nut, the grinding should be limited
to the immediate area around the welding.
b. If there are cracks in step 1) the 2 mm are machined of in steps off 0.5 mm (and 3 mm outside of
each welding spot) until crack free zone is reach and from there the remaining (minimum 0.5 mm)
down to total 2 mm is machined off (If more than total 2 mm need to be machined off we should be
contacted first). A smooth transition to the surface should be made in same way as in 2a.
3) Hardness is measured at the welding spot. The surface should be checked for cracks with fluorescent
magnaflux
4) Diagram with the dimension of grindings relative to the bolt hole is made.

Please return with above data for our acceptance of the repair.

Kind regards

Flemming Olsen
Marine & Project Engineer
Large Repairs

MAN Diesel & Turbo | PrimeServ Copenhagen

DT3-CPH Technical Service 1
Teglholmsgade 41 DK-2450 Copenhagen SV DENMARK

1
Phone: +45 33 85 11 00
Direct: +45 33 85 28 73
Mob: +45 24 66 48 17

[email protected]
[email protected]

www.mandieselturbo.com

From: Martin Jakobsen

Sent: 7. marts 2011 14:31
To: [email protected]
Cc: Post-DT-CPH; Peter Melgaard Christensen
Subject: FW: M/T ENERGY CONQUEROR - Connecting intermediate shaft to crank shaft

MAN Diesel & Turbo l PrimeServ Copenhagen

DT-CPH Technical Service [email protected]
Teglholmsgade 41 Phone: + 45 33 85 11 00 Fax: + 45 33 85 10 49
DK-2450 Copenhagen SV Mobile: + 45 40 19 35 01 (Spare Parts, after working hours)
Denmark Mobile: + 45 20 48 94 40 (Technical Service, after working
hours)

Company: Enterprises Shipping and Trading S.A

Our dept./ref.: DT-CPH/PEMC/
M/V: Energy Conqueror
IMO/Lloyds No.: 9275660
Engine Type: 6S60MC-C

Att: Superintendent Mr George Megaleos

Kindly note that MAN DIESEL TURBO can not accept welding on crankshaft.

We kindly ask you to take contact to local Superintendent and inform him accordingly.

We will return with our suggestions to save the crankshaft later today.

Kind regards

Flemming Olsen

Marine & Project Engineer

Large Repairs

MAN Diesel & Turbo | PrimeServ Copenhagen

DT3-CPH Technical Service 1

Teglholmsgade 41 DK-2450 Copenhagen SV DENMARK

2
Phone: +45 33 85 11 00

Direct: +45 33 85 28 73

Mob: +45 24 66 48 17

[email protected]
[email protected]

www.mandieselturbo.com

3
Appendix 17
PrimeServ Copenhagen
1/3
M.T. ENERGY CONQUEROR IMO No. 9275660
6S60MC-C Engine No. SB3055 Run. hours 37700

APPENDIX 18 – ENGINE TEST

Bearing clearance before engine repair (1/100 mm):

Unit 1 2 3 4 5 6 7 8
FWD/AFT FWD/AFT FWD/AFT FWD/AFT FWD/AFT FWD/AFT FWD/AFT FWD/AFT
Main damaged 65/50 55/55 55/50 60/55 55/55 55/55 50/50
Bearing
X-Head 35/35 30/30 30/30 30/30 30/30 35/35
Crank Pin 45/45 50/50 50/50 50/50 50/50 50/50

Unit 1 2 3 4 5 6
FWD/AFT FWD/AFT FWD/AFT FWD/AFT FWD/AFT FWD/AFT
CAM top 0/0 0/0 0/0 0/0 0/0 0/0
FWD bottom 0/0 3/3 5/5 0/0 5/5 0/0
EXH top 35/35 35/35 30/30 25/25 30/35 30/45
X-head shoe FWD bottom 25/25 40/40 40/40 45/45 40/45 40/45
CAM top 0/0 0/0 0/0 0/0 0/0 0/0
AFT bottom 0/0 0/0 0/0 0/0 0/0 0/0
EXH top 20/20 30/35 25/25 25/25 25/25 30/30
AFT bottom 45/40 40/40 40/40 45/45 35/35 35/40

Bearing clearance before engine test (1/100 mm):

Unit 1 2 3 4 5 6 7 8
FWD/AFT FWD/AFT FWD/AFT FWD/AFT FWD/AFT FWD/AFT FWD/AFT FWD/AFT
Main 50/45 50/50 45/45 50/50 45/45 45/45 50/50 50/50
Bearing
X-Head 25/25 25/25 20/20 25/25 20/20 25/25
Crank Pin 50/50 45/45 50/50 35/35 50/50 45/45

Nominal (1/100 mm):

Main 45-75
Bearing
X-Head 20-55
Crank Pin 20-55

Thrust bearing clearance forward to astern is 58 (1/100 mm).

PrimeServ Copenhagen
2/3
M.T. ENERGY CONQUEROR IMO No. 9275660
6S60MC-C Engine No. SB3055 Run. hours 37700

Monday: 28 March 2011

09:00AM OK - Pilot
10:23AM OK - Vessel to be towed to safe manoeuvring area.
10:24AM OK - Engine blown by air
10:26AM OK - Engine started in AHEAD and operated for 5 minutes at DEAD SLOW.
10:35AM OK - When engine is at STOP – the crank case doors were opened and the oil
flow and component temperature was evaluated:
Main bearing #1 Main bearing Guide plans unit Crankpin #1 X-head #1
#2 #1
40°C 40°C 40°C 40°C 40°C
Engine was started shortly in ASTERN.
Engine started in AHEAD and load was kept below 25% for 30 minutes. An inspection of
crankcase must took place:
Main bearing #1 Main bearing Guide plans unit Crankpin #1 X-head #1
#2 #1
42°C 42°C 42/45°C 41°C 41°C
The engine was started again and ran in 50% load for 30 minutes. An inspection of
crankcase took place.
Main bearing #1-8 Guide plans unit #1- Crankpin #1-6 X-head #1-6
6
44°C 48/58°C 44°C 44°C

Engine was started and operated for 5 hours at 100% rpm. A set of indicator diagrams were
taken.
Main bearing #1-8 Guide plans unit #1- Crankpin #1-6 X-head #1-6
6
44°C 48/58°C 44°C 44°C
PrimeServ Copenhagen
3/3
M.T. ENERGY CONQUEROR IMO No. 9275660
6S60MC-C Engine No. SB3055 Run. hours 37700

After the Engine test:

1. Crankshaft deflection in warm condition
Deflection measured when temperature of crank shaft was 40°C and engine sump tank was
45°C.

Position of web Cylinder 1 Cylinder 2 Cylinder 3 Cylinder 4 Cylinder 5 Cylinder 6

Bottom B1 0 0 0 0 0 0
Camshaft side C -11 -5 3 3 5 -1
Top T -14 -3 14 15 15 0
Exhaust side E -5 -4 6 8 11 -2
Bottom B2 2 2 1 5 6 0
Forward: 6m, Aft: 8m

2. Bearing #1 was opened for inspection – it was not deemed necessary to scrape the
bearing as the load pattern appeared as expected.
3. Checking lube oil outlets from crossheads - OK
4. Scavenging port inspection – carried out by crew

Closing remark:
A crankshaft deflection was carried out after loading the vessel with cargo at first loading
port. This deflection is listed below:.

Position of web Cylinder 1 Cylinder 2 Cylinder 3 Cylinder 4 Cylinder 5 Cylinder 6

Bottom B1 0 0 0 0 0 0
Camshaft side C -10 -7 4 4 1 -1
Top T -12 -2 16 19 16 0
Exhaust side E -2 -3 9 10 11 -1
Bottom B2 3 -1 1 2 2 0
Forward:11.65 m, Aft: 11.65 m
 Appendix 19

Peter Melgaard Christensen

From: Martin Jakobsen
Sent: 10. marts 2011 13:00
To: [email protected]
Cc: Post-DT-CPH
Subject: FW: Main journal and bearing saddle damage unit 1
Attachments: image001.gif; image002.jpg; image003.jpg; image004.jpg; image005.jpg

MAN Diesel & Turbo l PrimeServ Copenhagen

DT-CPH Technical Service [email protected]
Teglholmsgade 41 Phone: + 45 33 85 11 00 Fax: + 45 33 85 10 49
DK-2450 Copenhagen SV Mobile: + 45 40 19 35 01 (Spare Parts, after working hours)
Denmark Mobile: + 45 20 48 94 40 (Technical Service, after working hours)

Company: Enterprises Shipping and Trading S.A

Our dept./ref.: DT-CPH/NFS/HLH/19516-2011

M/V: Energy Conqueror

IMO/Lloyds No.: 9275660
Engine Type: 6S60MC-C

Dear Mr D.Drobonis,

With reference to your e-mail dated 8.March 2011 regarding damage to crankshaft main journal 1 and the bearing
saddle we have the following comments.

There are the following four reasons for bearing failure in a two stroke engine of our design.

1) Human error.

If, after an inspection, the bearing has not been correctly assembled which means that the bearing shells
have not been positioned according to the instructions given in the instruction book, Volume
II.

Such a mistake will cause bearing failure after few hours of running. We have not received any information
from your representatives onboard that bearing No.1 was inspected shortly before the bearing damage, so this
must be excluded as a root cause for this damage.

2) Geometrically tolerances, misalignment and bearing fatigue.

In case the crankshaft journals from when they are new exceed our specifications for ovality, conicity,
diameter and roughness or the bearing saddle/bearing cap should deviate from the given design, it is our
experience that breakdown of the component in question will occur in a period of the first 0-3000 hours after
the engine is put in operation and it is the same for possible fatigue of the bearing material. Due to the fact
that the vessel was delivered in 2004, and without any reported problems during the garantee period, this
reason for the bearing failure can be eliminated.

3) Foreign particles in the lubrication oil.

1
 A commonly occuring reason which causes damage to the journal surfaces and the bearing material is the
contents of particles in the lub.oil with a size bigger than acceptable according to MAN Diesel & Turbo’s
specification which is an absolute filter fineness of maximum 50 micron.

There can be many reasons for contamination of the lub.oil. The most common one is sludge from the
scavenge air boxes falling into the crankshaft housing during piston overhaul, or sandblasting material
entering into the engine room during dry docking. However, a properly working filter will trap these impurities
before the oil enters into the bearings. In case the lub.oil filter elements are damaged or missing the
impurities will be carried by the lub. oil into the engine, and the risk for bearing failure is then present. The first
indication of particle contamination of the lub. oil is round going scratches on the crankshaft journals and
scratches on the cross pins and imbedded particles in the bearing material.

We have not found any indication of contaminated lub. oil onboard M/V Energy Conqueror. All journals were
found without any scratches, the surface roughness was measured on all cross pins with an electronic gauge
and found in order (surface roughness less than Ra 0.09). There has not been found any bearing shells (main
bearing, crankshaft bearing or crosshead bearing) with embetted particles. As no indications of particle
contamination of the lub.oil were found, we can acquit the lub.oil as root of the failure of main bearing No.1.

4) Spark erosion.

Spark erosion can occur if electrical potential in the crankshaft discharges through the main or thrust bearings
instead of via the earthing device mounted on the propeller shaft.

Please find attached our ServiceLetter SL08 – 2008/498/AAB which describes, on pages 3-4-5, bearing
damage caused by spark erosion. Please compare the photos shown in the service letter with the photos
below taken onboard M/V Energy Conqueror.

Ahead side of the thrust collar was found with excessive Sn adhered to the surface as a consequence of
spark erosion.

Close-up of the surface.

2
On all main journals clear sign of spark erosion was found. Below some examples of the main journal surface.

Journal 4 Sn from the bearing material smeared on the surface.

Journal 5

As can be seen on the above photos it is evident that the bearings and thrust segments have been exposed
to severe spark erosion.

As mentioned in your mail several bearings were opened up during the vessel’s dry docking March 2009 for
class survey and no signs of spark erosion was observed.

It requires a ”trained eye“ to spot spark erosion in its early stage, so it is understandable if the DNV inspector
overlooked signs of spark erosion, in case the erosion had started at that time.

It is not possible to predict a precise time frame from erosion begins and to the a severe damage takes place,
but we have experienced that insufficient earthing of the crankshaft and propeller arrangement are able to
generate deterioration of the bearing material in less than six months with severe damage as a result.

Hope the above explanation has answered your questions regarding the damage to main bearing No.1

3
Kind regards

Niels Semdahl
Superintendent Engineer

MAN Diesel & Turbo | PrimeServ Copenhagen

AE1-CPH Technical Service 1
Teglholmsgade 41 DK-2450 Copenhagen SV DENMARK

Phone: +45 33 85 11 00
Direct: +45 33 85 15 71
Mob: +45 21 43 79 45
[email protected]
[email protected]
www.mandieselturbo.com

4
 Appendix 20

Service Letter SL08-498/AAB

Action code: Immediately

Spark Erosion Update

August 2008
SL08-498/AAB

Concerns
Owners and operators of all MAN B&W
two-stroke marine diesel engines.

Contents
Dear Sirs About Spark Erosion page 2
Shaftline Earthing Device,
This is an update on spark erosion, and how to discover and prevent it. installation & maintenance page 2
Spark erosion can occur if electrical potential in the crankshaft discharg- Discover Spark Erosion page 3
es through the main or thrust bearings. If undiscovered, spark erosion Incorrect Installation page 6
can cause critical wear on the main bearings, and consequently severe Insufficient Maintenance page 7
crank train damage.
Spec. No. 0792182-1 Appendix
From practical experience and testing, we know that the best protection
against spark erosion is to use a correctly installed and well-maintained
shaftline earthing device.

Therefore, MAN Diesel now recommends all MAN B&W two-stroke en-
gine operators to:
• Equip all newly ordered engines with a shaftline earthing device with
specifications according to MAN Diesel specification No.Propeller
0792182-1.
Shaftline
• Equip all engines in operation without a shaft monitoring system with Earthing Device
such a shaftline earthing device.
• Inspect and evaluate all existing shaft monitoring systems on engines
V
in operation. Update and overhaul if necessary.

Please direct any questions about this service letter to our Operation
Department: [email protected]

Yours faithfully
Propeller Shaft mounted Current Thrust Main bearings
shaft alternator bearing

Mikael C. Jensen Stig B. Jakobsen

Vice President, engineering Senior Manager, operation

Head office (& postal address) PrimeServ Production Forwarding & Receiving MAN Diesel A/S
MAN Diesel A/S Teglholmsgade 41 Teglholmsgade 35 Teglholmsgade 35 Denmark
Teglholmsgade 41 2450 Copenhagen SV 2450 Copenhagen SV 2450 Copenhagen SV Reg. No. 39661314
2450 Copenhagen SV Denmark Denmark Denmark
Denmark Phone: +45 33 85 11 00 Phone: +45 33 85 11 00 Phone: +45 33 85 11 00
Phone: +45 33 85 11 00 Fax: +45 33 85 10 49 Fax: +45 33 85 10 17 Fax: +45 33 85 10 16
Fax: +45 33 85 10 30 [email protected] [email protected]
[email protected]
www.mandiesel.com MAN Diesel – a member of the MAN Group
Service Letter SL08-498/AAB

About Spark Erosion Shaftline Earthing Device

Unfortunately, spark erosion is still a problem on some ves- The best spark erosion cure is to prevent it. So, MAN Diesel
sels with two-stroke marine diesel engines. However; engine still strongly recommends these precautionary measures
design and our recommendations for service and mainte- against spark erosion:
nance procedures have changed since our last service letter
on spark erosion. • Correct installation of a shaftline earthing device.
• Follow maintenance instructions carefully.
Former MAN Diesel service letters on spark erosion:
SL 83-193, SL 86-213, and SL 08-495 A full and updated shaftline earthing device specification,
including installation and maintenance instructions, is en-
closed (see appendix).
Engine Developments
To meet new market demands we continuously develop and Installation
improve our main bearing design, lining material, and service We recommend installing the shaftline earthing device in as
recommendations. As a consequence, particularly three dry, warm, well-ventilated, and easy-to-access environ-
recent developments have, unfortunately, also affected our ment as possible, preferably close to the engine. If a shaft
engines’ resistibility to spark erosion adversely: generator is installed, install the device forward of the gen-
erator, i.e. between the generator and the engine flywheel.
Lining thickness
To improve lining fatigue strength, white metal bearing lining When installing and maintaining the device, remember:
thickness has been reduced from about 2.5 mm to 1.5 mm. • Install slip rings, brushes, brush holders, and cables that
When lining thickness is reduced, the time from spark ero- meet MAN Diesel’s specifications.
sion onset until the situation becomes critical will also be • Install brushes to run on a slip ring, never directly on the
reduced. shaft.
• Fit slip rings on a clean, polished shaft.
Tin/aluminium lining • Apply rust protection between shaft and slip ring.
A tin/aluminium lining is used on small and medium bore • Adjust brush holders precisely.
engines to improve lining fatigue strength. • Install a monitoring voltmeter and connect output to the
A few case studies suggest that in case of spark erosion alarm system. Always use a separate and dedicated slip
a tin/aluminium lining may wear through to the steel-back ring and brush system for the voltmeter.
faster than a white metal lining. • Follow installation and maintenance instructions.

Oil film thickness Maintenance

Over the years, higher engine rating has led to a reduced Be particularly cautious with maintenance if the shaftline
minimum oil film thickness in our main bearings. earthing device is located in the far aft end of the shaft or
A reduced oil film thickness can make an engine more sensi- other exposed place.
tive to spark erosion.
Always overhaul and replace worn parts in due time:
• Replace the slip ring before the silver layer is worn
through.
• Replace worn out brushes.
Brush holder Cable connected
arrangement to the hull • Keep the slip ring clean and dry.

Monitoring
equipment Corrosion between the slip ring and the shaft can be difficult
Cable connected
with mV-meter to the hull to detect. We recommend these procedures:
• No monitoring voltmeter installed:
Cable to
Slip ring
alarm system
Measure electrical contact between slip ring and shaft at
Slip ring for
least monthly to reveal any concealed corrosion.
monitoring Brush holder If resistance exceeds 5 mΩ: Overhaul the slip ring.
equipment arrangement
• Monitoring voltmeter installed:
Shaftline earthing device parts Check shaftline earthing device monitoring monthly.

Brush holder Cable connected

arrangement to the hull
Spark Erosion Update. Page 2 of 7
Service Letter SL08-498/AAB

Discover Spark Erosion

A few spark erosion situations have developed dramatically Measurement procedures and intervals are specified in the
because severe main bearing wear was not discovered in instruction manual. More frequent measurements will im-
time. The wear was discovered
Journaltoowith
late, because the main
clear indications prove condition monitoring considerably.
bearing top clearance and crankshaft deflection measures
were compared to the maximum values in the manual, in- Signs of spark erosion can be difficult to discover and recog-
stead of the reference values for the particular engine. nise, even during open-up inspections of main bearings and
thrust bearing cam. To help you discover and recognise
Our minimum recommendation is to perform yearly main signs of spark erosion and spark erosion risk situations in
bearing top clearance measurements and crankshaft time, we have prepared a series of photos showing where to
deflection readings. Store the values for future reference. look and what to look for.

AlSn40 Lining
This is a journal, main bearings and thrust collar with clear
signs of spark erosion. Spark erosion signs are obvious,
even in the upper main bearing shell.

The bearing damage is irreparable: This bearing cannot be

re-used, it has to be replaced.

Upper main bearing shell

AlSn40 type main bearing and journal. Indications of Spark erosion even in the upper
shell.

This journal MUST be polished to meet surface roughness specifications.

Spark Erosion Update. Page 3 of 7

Service Letter SL08-498/AAB

White Metal, Severe

Main bearing journal with signs of severe spark erosion. The consequences of undiscovered spark erosion are shown
The condition was not discovered in time, so this main bear- below. The best protection against severe spark erosion in-
ing cannot be saved; is has to be replaced. The journal can cidents like this, is to use a correctly installed and well-main-
be-used, but has to be polished to meet surface roughness tained shaftline earthing device.
specifications.

This journal MUST be polished to meet surface roughness specifications

Corresponding main bearing lower shell with wide spread journal imprint.
0.5 mm of the shell is worn off between the two distinct, visible lines.

Spark Erosion Update. Page 4 of 7

Service Letter SL08-498/AAB

White Metal, Moderate Thrust Collar Face

Main bearing with moderate spark erosion, discovered in This is a thrust collar face with clear signs of spark erosion.
time to save the bearing shell. Spark erosion may not be visible on the entire surface.

This bearing can be re-used after dressing up. The journal When inspecting the thrust collar surface or the main bear-
must be polished to meet surface roughness specifications. ing journal, remember:
Slowly turn the engine 360˚/1 revolution, and inspect the en-
tire surface very carefully.

Main bearing journal

The greyish stripes on this thrust collar face

indicate spark erosion

Corresponding lower bearing shell. Visible spark erosion,

but no or limited wear can be measured.

Spark Erosion Update. Page 5 of 7

Service Letter SL08-498/AAB

Incorrect installation Poor Hardware Quality

Incorrect shaftline earthing device installation can increase 3-year-old vessel, incorrect installation.
the risk of spark erosion dramatically. The photos on this
page show how incorrect installation has increased the risk These pictures show a severe rust attack causing poor con-
of spark erosion. tact between the slip ring and the shaft. The installed cables
are incorrectly dimensioned. Cables, Ag/carbon brushes,
DO NOT copy these incorrect installations! and slip ring are of poor quality that do not meet MAN Diesel
Correct installation and maintenance procedures are de- specifications.
scribed in specification No. 0792182-1.
ALWAYS install slip ring, cables and brushes that meet MAN
Diesel specifications (see appendix for details).
No Slip Ring
2-year-old vessel, incorrect installation.

Here, the carbon brushes run directly on the propeller shaft,

and so electrical contact between brushes and shaft is re-
duced.

Note:
• Install a silver covered slip ring between the brushes and
the shaft to ensure sufficient electrical contact
• Replace the slip ring before the silver layer is worn
through.
• Inspect brushes regularly, and re-adjust brushes when
necessary. Poor hardware quality

No seperate slip ring installed

Brushes and cables that do not meet MAN specifications

Spark Erosion Update. Page 6 of 7

opposite condition. SKAL SKIFTES UD below.

Service Letter SL08-498/AAB

Insufficient Maintenance Corroded Slip Ring

Insufficient maintenance is a severe spark erosion risk factor. Here, the voltmeter readings were ok, so the shaftline earth-
The slip
The pictures on this page show how incorrect ring round the ing
maintenance propeller shaft has
device appeared to betoinhave good contact
an acceptable condition.
can increase the risk of spark erosion.to the shaft. The one pictured above was not in order.
The resistance between the slip
However: ring
High and shaft
electrical found
resistance washigh. When
measured between
ALWAYS follow maintenance instructions thecarefully.
slip ring was
See en- removed, heavy
the slip ring andcorrosion was found
the shaft, indicating on theelectrical
insufficient
shaft. for details.
closed MAN Diesel specification No. 0792182-1 contact between slip ring and shaft. Removing the slip ring
revealed heavy corrosion on the shaft and on the back side of
During assembly/overhaul remember to apply rust
the slip ring.
Poor Brush Adjustment protection “Dinitrol ML 300” or similar between the Ag band
This picture shows a set of incorrectlyand thebrushes.
adjusted shaft.
The brushes have slipped out, and so the distance between
brushes and slip ring is too long. The readout to the Voltmeter of the SEGD device did not show
any fault in the above case.
The condition of the brushes is another
important issue and easy to inspect.

Here the brushes had slipped out due to

incorrect adjustment - resulting in too large
distance to the slip ring.

This kind of fault is easy recognisable and

is also seen at the readout of the Voltmeter
of the SEGD device.

Fig 1.adjusted
Poorly – Overhaul
brushesand inspections

Note:
• Inspect the brushes if the voltmeter reads more than
50 mV.
• Re-adjust the brushes if they have insufficient contact
with the slip ring. Corrosion hiding behind the slip ring

Heavy corrosion on the back side of the slip ring

Note:
ALWAYS polish the propeller shaft carefully and apply rust
protection (e.g. Dinitrol 300) between the Ag band and the
shaft when assembling and overhauling.

Spark Erosion Update. Page 7 of 7