%

50-1ogMc/MG-c VOLUMEI
OPERATION
Edition 0002 - 2OO4
 Warning s900-1

W ar ning!

It is important that all MAN B&W Diesel AIS engines are operated within the given
s p e c i f i c a t i o n sa n d p e r f o r m a n c et o l e r a n c e s s p e c i f i e di n t h e e n g i n e s ' T e c h n i c a lF i l e s
and are maintained according to the MAN B&W Diesel A/S maintenance instructions
in order to comply with given emissions regulations.

In accordance with Chapter I of the Code of Federal Regulations,Part 94, Subpart C,

5 9 4 . 2 1 1N O T I C Ei s h e r e b y g i v e n t h a t C h a p t e r I o f t h e C o d e o f F e d e r a lR e g u l a t i o n s ,
P a r t 9 4 , S u b p a r t K , 5 9 4 . 1 0 0 4r e q u i r e s t h a t t h e e m i s s i o n s r e l a t e d m a i n t e n a n c eo f t h e
diesel engine shall be performed as specified in MAN B&W Diesel A/S instructions,
including, but not limited to, the instructions to that effect included in the Technical
File.

When referring to this page, please quote lnstruction 5900 Edition0001 P a g e1 ( 1 )

MAN B&W DieselA/S
 /-a' Introduction 700-01

InstructionBook'Operation'

Engines
for 50-1O8MC/MC-C

GeneralEdition0002

In view of the continueddevelopmentof our dieselengines,the presentinstruction

book has been madeto apply generallyto our enginesof the types:

50 - 108 MC/MC-C
The differentsystemsare explainedon the basisof standardsystems,whereaseachpar-
ticularengineis builtto the specification
in the contractfor the plantin question,
i.e.the
informationin thisbookis for guidancepurposesonly.
All references bookshouldincludetitle,editionNo.,and possiblypage
to thisinstruction
No.
Example:Instruction Edition0002,Section701-O2,
bookOPERATION, Page3(12).
Fora specificengine,alsothe nameof thevessel,theenginenumberandthe enginebuild-
er shouldbe specified.
Furtherdetailsmay be foundin:

* Plantinstallation
drawings
i

. * Instruction
bookVol. I Operation
| * Instruction
bookVol. ll Maintenance
* lnstluction
bookVol. lll Components,
Descriptions
i

i_ ::::iff[:n-
for the engineconcerned.

, This bookis subjectto copyrightprotection.The bookshouldthereforenot,in wholeor in

I part,be copied,reproduced, madepublic,or in anyotherway madeavailable to anythird
r party,withoutthe writtenconsentto this effectfrom MAN B&W DieselA/S.

MAN B&W DieselA/S

T e g l h o l m s g a d4e1 T e l e p h . : + 43s3 8 5 1 1 0 0
D K - 2 4 5 0C o p e n h a g e n T e l e x : 1 6 5 9 2m a n b wd k
Denmark T e l e f a x : + 4 53 3 8 5 1 0 3 0

C V R .N o . 3 9 6 6 1 3 1 4

When referring to this page, please quote Operation 700-01, Edition 0002 Page 1 (3)
MAN B&W DieselA/S
700-01 lntroduction l,|AN
El&ult

Contents

bookis dividedintonine Chaptersand an Index- as listedbelow:

This instruction

Chapter Title
701 SafetyPrecautions
and EngineData
7O2 Periods
ChecksduringStandstill
7O3 Manoeuvring
Starting, and Running
704 SpecialRunningConditions
705 Fueland FuelTreatment
706 Performance
Evaluation& GeneralOperation
707 CylinderCondition
708 Bearingsand Circulating
Oil
709 WaterCoolingSystems
710 In d e x
EachChapteris subdivided intoseparate
sectionsandsub-sections.Forconvenience,
the
maintitlesandtopicsare summarized on thefirstpage(s)of eachchapter.
The Indexgivesa comprehensive
listof the subjectscovered.

Page2 (3) When referring to this page, please quote Operation 700-01, Edition 0002
MAN B&W DieselAVS
 },lAN
ET&Uv Introduction 700-01

ServiceLetters

In orderto ensurethe mostefficient,

economic,andup-to-date
operation
of the MANB&W
engines,we, andour licensees, regularly
sendout'ServiceLetters',
containingfirst-hand
information regardingaccumulated serviceexperience.
The ServiceLetterscaneitherdealwithspecificenginetypes,or containgeneralinstruc-
tionsandrecommendations for allenginetypes,andareusedas a referencewhenwe pre-
pareup-datedinstruction
bookeditions.
Therefore,sincenew ServiceLetterscouldbe of greatimportance to the operationof the
plant,we recommend thattheenginestafffilethemto supplement
the relevantchapters of
this instructionbook.

When referring to this page, please quote Operation 700-01, Edition 0002 Page3 (3)
MAN B&W DieselA/S
/-*G| and EngineData
SafetyPrecautions Chapter701

Tableof Contents

701-01 SafetyPrecautions
S p e c i aDl a n g e r s .......1
Cleanliness.... .......2
Fire. ......2
Orderfl-idiness.. .......2
Spares .....2
Lighting ....3
LowTemperatures-freezing .......3
C h e c ka n d Ma i n ta i n. .. . . . . . " .3
EnteringtheCrankcaseorCylinder. .......3
TurningGear. ....3
Slow-turning.... .......3
Feelingover. .....4
S e a l i nM
g aterials . .. ... .4
SafetyCap in StartingAir Line . . . . . .4
Alarms .....4

7OFA2 GuidanceValueAutomation
Values
GeneralBasisfor Guidance :

701-03 lnstrumentation
1 . M e a s u r i nI gn s t r u m e n lt ds e
, ntification. .....1

2 . L i s t o fl n s t r u m e n t s . . . . .......3

3 . I n s t r u m e n ta tioonnE n g i n e . . . . .6

7O1-O4TestbedAdjustments
Testbedresultsscheme(tobe filledin by enginebuilder) . . . . .1

701-05 IMONOxComponents
1 . C h e c ko f I MO-IDMa , rki n gosn C o mponents . . . . .1
1 . 1 F u e lV a l v e N o z z l e .......2
1 . 2 F u e lP u m p P l u n g e r ......3
1 . 3 F u e lP u m pB a r r e l . .......4
1.4 CylinderLiner. .-..5
1.5 CylinderCover ....6

When referring to this page, please quote Operation Chapter 701 Edition 0002 Pano 1 /2\

MAN B&W DieselA/S

Chapter701 SafetyPrecautionsand EngineData r,|AN
EI&Yv

Tableof Contents

1.6 PistonCrown .....7

1.7 ExhaustCam. .....8
1 . 8 F u e lC a m ....9

g e tti n gV a l u e s
2 . C h e c k i nS . . . .10
2 . 1 C h e c ki nth ( Engines
g eV l T -a d j u stme nts withVIT) . . . . . . 10
2.2 CheckingtheShims. ....11

3 . N a m e p l a t e .s. . ......12
3 . 1 T u r b o c h a r g e r S p e c i f i c a( tNi oanmse p l a t e ) . . . .....12
3 . 2 A i r C oo l e Sr p e ci fi ca ti o(N
n sa meplate) . . . . .12
3.3 AuxiliaryBlowerSpecifications (Nameplate) . . . . .12

4 S u r v e y m e t h o idnsc l u d i n g o n - b o a r d v e r i f i c a t i o n .......13
4.1 lMOsurveys.. ...13
4 . 2 D e f i ni ti o nasn dC o rre cti o n s . . .13
4 . 2 . 1D e f i n i t i o n s .......13
4 . 2 . 2 'S ta n d a rd MA NB & Wp e for m ance check' .. .13
4 . 2 . 3T o l e ra n cefo s r'l o a dp o i nts' . . . .14
4 . 2 . 4P o w e r . . . . ......14
4 . 2 . 5B a c kp r e s s u r e ....14
4.3 Surveycases ....15
4 . 3 . 1L o a d - p o i n t ' c o r r e c t i o n
. s' ....15
4 . 3 . 2T e s t b e d s u r v e y - Aelnl g i n e s . . . .....15
4 . 3 . 3O n b o a r d - E n g i n e w i t h o u t v l T . . ....15
-
4 . 3 . 4On b o a rd E n g i n ew i thVlT. . . . 15
4 . 3 . 5S c a v e n g i n g - a i r t e m p e r a t u r e c o r r e cbt o i oanr sdo. n ......15
4 . 3 . 6 S e a - w a t e r c o o l i n g s y s t e m (. S W ) ....15
4 . 3 . 7C e n t r aclo o l i n g s y s t e-m O p t i m a cl o o l i n g
(CC-O) ......15
4 . 3 . 8C e n t r acl o o l i n g s y s t e-m F i x e d c o o l e r o u t t e m p e r a t(uCr e
C - F.). . ...16
4 . 3 . 9T e s t - b e d c o o l i n g s y s t e m ......16
4 . 4 C o r r ecti oto n IS Oa mb i e nco t nditions . . . . . .16
4.4.1 Pedormance parameters correction to ISOambientconditions. . . . . .16
4 . 4 . 2N Oxe mi ssi o co n rre cti on to ISOambientconditions . . . .16
4.5 Correction to reference performance conditions . . . . .18

MANB&Wsurveyprocedures... .......18
5.1 On-boardsurveycode ..... .19
5 . 2 M a n u apl r o c e d u r e . ....20
5 . 3 C o m m e n ts o n co mp o n e nch
t e cks . . .20
5.4 Surveyexample .. ....20
5 . 5 F l o wCh a rtfo r S u rve yMe th o ds( Fig 8.1 ) . . . .23

Pnaa ) l)\ When referring to this page, please quote Operation Chapter 701 Edition 0002
MAN B&W DieselA/S
 I,|A.N
Er&ut SafetyPrecautions 70 1- 01

General:
Correctoperationand maintenance,whichis the aim of thisbook,
are crucial pointsfor obtainingoptimumsafetyin the engineroom.
The generalmeasuresmentionedhere should thereforebe rou-
tine practice for the entire engine room staff.

SpecialDangers

Keep clear of space below crane with load.

The opening of cocks may cause discharge of hot liquids or
gases.
Think out beforehand which way liquids, gases or flames will
move, and keep clear.
The dismantling of parts may cause the release of springs.
The removal of fuel valves (or other valves in the cylinder
cover) may cause oilto run down onto the piston crown. lf the
piston is hot, an explosion might blow out the valve.
When testing fuel valves, do not touch the spray holes as the
jets may pierce the skin.
Do not stand near crankcase doors or relief valves - nor in
corridors near doors to the engine room casing when alarms
for oil mist,high lub. oiltemperature,no piston coolingoilflow,
or scavenge box fire is registered.
See also Chapter 704.

When referring to this page, please quote Operation 701-01, Edition 0002 Page 1 (4)
MAN B&W DieseltuS
701-01 SafetyPrecautions /-=T\
Gleanliness
The engineroomshouldbe keptcleanbothaboveand belowthefloorplates.

lf thereis a riskof gritor sandblowingintothe engineroomwhenthe shipis in

potl,theventilation shouldbe stoppedandventilatingducts,skylights
andengine
roomdoorsclosed.

Welding,or otherworkwhichcausesspreading of gritand/orswar{,mustnot be

carriedout nearthe engineunlessit is closedor protected,andthe turbocharger
air intakefilterscovered.

Theexteriorof the engineshouldbe keptclean,andthe paintwork

maintained,
so
that leakagescan be easilydetected.

Fire

Keep the areas around the relief valves free of oil, grease, etc.
to prevent the risk of fire caused by the emitted hot air/gas in
the event that the relief valves open.

Do not weld or use naked lights in the engineroom, until it hasbeen ascertained
that no explosivegases, vapour or liquidsare present.

lf the crankcaseis openedbeforetheengineis cold,weldingandthe useof naked

flameswillinvolvethe riskof explosionsandfire.The sameappliesto inspection
of oil tanksand of the soacesbelowthe floor.

Attention drawnto the dangerof firewhenusingpaintandsolvents

is furthermore
havinga lowflashpoint.

Porousinsulatingmaterial,
soakedwithoilfromleakages, is easilyinflammable
and shouldbe renewed.See also Sections704-01,02 and 'SealingMaterials'in
thisSection.

Order/Tidiness
Ha n dto o l ssh o u l db e p l a cedon easilyaccessible
toolpanels.
Specialtools
shoul d
be fastenedin the engineroom,closeto the areaof application.

andthe floorand passages

No majorobjectsmustbe leftunfastened, shouldbe
keptclear.

Spares
Largesparepartsshould,as far as possible, be placednearthe areaof applica-
t i o n ,w e l lse cu re da, n da ccessible
by cr ane.

Page 2 (4) When referring to this page, please quote Operation 701-01, Edition 0002
MAN B&W DieselfuS
 I,|AN
B&UI' SafetyPrecautions 70 1- 01

All sparesshouldbe protected

againstcorrosion
and mechanicaldamage.The
stockshouldbe checkedat intervals in goodtime.
and replenished

Lighting
Ampleworkinglightshouldbe permanentlyinstalled placesin the
at appropriate
room,andportable
engine working lightshould
beobtainableeverywhere.
Special
lampsshouldbe available
forinsertionthroughthescavenge ports.

Low Temperatures- freezing

lf thereis a riskof freezing, pumps,
thenallengines, andpipesystems
coolers,
shouldbeemptied water,orthecooling
of cooling watertreated
to avoidfreezing.

Checkand Maintain
Measuring filterelements,
equipment, andlubricating
oilcondition.

Enteringthe Crankcaseor Cylinder

Always ensure that the turning gear is engaged; even at the

quay, the wake from other ships may turn the propeller and
thus the engine.

Checkbeforehand thatthe startingairsupplyto theengineandthestartingairdis-

tributor.is shut'off.

In caseof oil mistalarm,precautions

mustbe takenbeforeopeningto crankcase
(see Section 704-02).

Turning Gear
Beforeengagingthe turninggear, check that the startingair supplyis shut off, and
that the indicatorcocks are open.

lamp"Turning
Whentheturninggearis engaged,checkthatthe indicator gearin"
hasswitchedon. Checkturninggearstartingblockingonceeveryyear.

Slow-turning
lf the enginehas beenstoppedfor morethan30 minutes,slow-turning shouldal-
waysbe effected,just beforestartingin orderto safeguardfree rotationof the en-
gine,see Chapter703.

When referring to this page, please quote Operation 701-01, Edition 0002 Page3 (4)
MAN B&W DieselA/S
 lrtAN
70 1 - 0 1 SafetyPrecautions Er&ut

Feeling over
Wheneverrepairsor alterations havebeenmadeto movingparts,bearings, etc.,
applythe "Feel-over
sequence"(seeSection703-03)untilsatisfiedthatthereis no
undueheating(friction, formation,
oil-mist failureof coolingwateror lubri-
blow-by,
catingoil systems,etc.).

Fe e lo ve ra fte 1
r 0 -1 5mi nutes' r unning,
againaftert hour ' sr unning,
andfinal l y
shortlyafterthe enginehas reachedfull load.See Section703-03.

SealingMaterials
Useqloveswhenremoving
O-rings
andotherrubber/plastic-based
sealing
mate-
rialswhichhavebeensubjected
to abnormallyhigh temperatures.

Thesematerials
may havea causticeffectwhenbeingtoucheddirectly.

The glovesshouldbe madeof neopreneor PVC.

Usedglovesmustbe discarded.

Safety Cap in Starting Air Line

lf the burstingdiscof the safetycap is damageddue to excessivepressurein the
startingairline,overhaulor replacethestartingvalvewhichcausedthe burst,and
mo u n ta n e wd i sc.

lf a new disc is not availableimmediately,

turn the coverin relationto the cylinder,
in orderto reducethe leakageof startingair.

Mount a new burstingdisc and return the cover to the open positionat
the first opportunity.

Alarms
thatall alarmsleadto promptinvestigation
It is important andremedyof theerror.
No alarmis insignificant.
The mostseriousalarmsare equippedwithslow-down
and/orshut-down functions.
lt is therefore
important
thatallenginecrewmembers
are familiarwithandwelltrainedin the useand importance of the alarmsvstem.

'P a" va "o L' \l A

'/
\ When referring to this page, please quote Operation 701-01, Edition 0002
MAN B&W DieselAJS
 },|AN
El&vlt GuidanceValueAutomation 741-02

General Basis for Guidance Values

The values stated in the list on the following pages refer to layout point L1.
(Nominal max. continuous rating).

Thevaluesmustonlybe usedas a guidancein connection withthe 'Listof Capac-

itiesof Auxiliary
Machinery'for
dimensioning of auxiliary
systems,andmustnotbe
usedfor determiningthe extentof the alarmsor actions.

The itemnumbersreferto the drawings showingthe extentandplacement of sen-

sorsfor standardalarmsand indicatorson the engine,if the signalequipmentis
fitted.See Section701-03,furtheron.

Forsensorsplacedin the systemsoutsidethe engine,seetheactualpipearrange-

mentsin the appropriate
chapters.
lf the engineis provided
withspecialequipment, somevaluesmaydifferfromthis
list.The correctvaluesshallin sucha casebe obtained
fromthe PlantInstallation
Drawings.

The engineslow-down
levelcorresponds
to 4OY"of nominalMCRr/min.
Enginesspecified
andoptimisedat deratedpowermayhaveothernormalservice
valuesdependingon layoutpower/revolutions
and application.
For deratedengines,the testbed/trialvaluesshould be used.

Attentionmust be paid to the temperaturelevelsstatedunder Nos.8120

to 8125 (incl.),as two differentvalueshave been indicated,ane value for
metal temperature and another for oil outlet temperature.

Whensettingthe limits,maximumlimitsmustbe set at risingparameter

and min-
imumlimitsat fallingparameter.

When referring to this page, please quote Operation 701-02, Edition 0003 P a g e1 ( 1 7 )
MAN B&W DieselA/S
 Ir'|AN
701-O2 GuidanceValueAutomation El&ult

GuidanceAlarm Limits and MeasuringValues (atmax.continuous ratingwithenginerunning steadily)

The listappliesto MC/MC-CEngines.Foritemsmarkedwithan *, furlherdetailsaregivenin a footnote.

FuelOilSystem

Normal Set
SensorCode Function Designation Unil SLD SHD
ServiceValue point

PT BOO1 I_AL Fueloil Inlet(afterfilter) 7-B 6.5 Bar

PT BOO2 AL Fueloil beforefilter 6.5 Bar

PDT BOO3 AH Fueloil filter 0 . 2- 0 . 5 Bar

w 8004 AH Fuel oil viscositv 10-15 <v cST

AL 7

TE BOO5 I Fuel oil inlet (afterfilter) T

LS 8006 AH Leakagefrom high pressurepipes Level
high

PT BOOT I- AH Fuelpump rollerguidegearactivated.

K8OMC-C,L8OMC,S8OMC,SEOMC-C, 0 2.0 Bar
K90MC-C,K90MC,LgoMC-C,
S9OMC-C.KgBMC-C.KgBMC

PT 8001 Fuelviscositymax. 700 cST.at 50 "C measuredat fuel pump level.

PT BOO2 Yardsupply.Fuelviscositymax.700 cST at 50 'C.

PDT 8OO3 Yardsupply.

W BOO4 Yardsupply.Viscosityto be monitoredand alarmgivenoff by sensorbuiltintothe Viscorator

TE BOO5 T = See chapter705 Vol l Operationbook

Page2 (17) When referring to this page, please quote Operation 701-02,Edition 0003
MAN B&W DieselAJS
 GuidanceValueAutomation 701-O2

- LubricatingOilSystem

Normal Set
SensorCode Function Designation Unit SLD SHD
ServiceValue pornt

PT8103 I-AL Lub.oil inletto turbocharqer 1 . 5- 2 . 2 1a

t-a Bar

TE 8106 AH Thrustbearingsegment 55-70 75

BO t-{

T E 8 10 7 Z Thrustbearingsegment 55-70 90 H
PT 81OB I-AL Lubrication
oil inlet Bar
L5OMC 1 . 9- 2 . 2 t.c
S5OMC.SsOMC-C.L6OMC 2 . O- 2 . 3 1.6
S6OMC-C,L6OMC-C,S6OMC, z-t - z.+
't.7
L70MC,L70MC-C,S70MC,
K80MC-C
s70Mc-c,
L80Mc,
s80Mc-c, 2 . 2- 2 . 5 1.8
KgoMC-C,L90MC-C,KgBMC-C,
K98MC
S8OMC,KgOMC 2 . 3- 2 . 6 1.9
S9OMC-C 2 . 4- 2 . 7 2.O

L5OMC 1.3 L
SsOMC.SsOMC-C.L6OMC 1.4
s60Mc-c, L60MC-C,S60MC, t.3
L70MC,L70MC-C,S70MC,
K80MC-C
s70Mc-c, L80MC,S80MC-C, 1.6
KgOMC-C,LgOMC-C,Kg8MC-C,
K98MC
S8OMC,KgOMC 1.7
S9OMC-C 1.8

PT 8109 Z Lubrication
oil inlet Bar L
LsOMC 1.1
SsOMC.SsOMC-C.L6OMC 1.2
S6OMC-C,L6OMC-C,S6OMC, 1.3
L7OMC,LTOMC-C, S7OMC,
KSOMC-C
s70Mc-c,L80Mc,
s8oMc-c, AA

KgOMC-C,LgOMC.C,KgBMC-C,
K98MC
S8OMC.KgOMC LC

S9OMC-C t^o

TE8112 I-AH Lubrication

oil inlet 40-47

AL 35

Y 60 TJ

TE8113 AH PistoncoolingoutleVcylinder 50 65

75 H

F S 8 11 4 Y Pistoncoolingoutlet/cyli
nder No flow L

When referring to this page, please quote Operation 701-02, Edition 0003 P a g e3 ( 1 7 )
MAN B&W DieselA/S
 701-O2 GuidanceValueAutomation },IAh|
E &Ut

Normal Set
SensorCode Function Designation Unit SLD SHD
ServiceValue polnt

TE8117 I- AH Lub.oil outletfrom turbocharger/TC

MAN/TCACOM 70-90 95

MAN/NACOM 70-90 95 'c

MHI/METCOM 70-90 85

ABB/TPLCOM/ABBA/TRCOM 70-90 110

120 H

TE8118 IAH Lub.oil outletfrom enoine 50-60 65

TE8120 I-AH *
Mainbearingmetaltemperature 50-70 .C

80

TE8121 I- AH Crankpinbearingmetal 50-70 75

temperature*

BO

TE8122 I_ AH Crossheadbearingmetal 50-70 75

temperature*

BO

TE 8123 AH Mainbearingoil outlet* 50-60 65

70 H

AH Deviationfrom average +l- 5

+l- 7 H

TE 8124 AH Crankpinbearing* 50-60 65

ai
H

AH Deviationfrom average +l- 5

TE8125 AH Crossheadbearingoil outlet,fore* 50-60 65

70 H

AH Deviationfrom average +l- 5

+l- | H

LSB130 AL_Y Lub.oil levelin tank Low

level
.l
PT 8108,PT 8109. Measuredby pressuregaugeplaced .B m abovecrankshaftcentreline. For Lub.oil pumpsof cen
trifugaltype,the pressureat stoppedenginewillbe about0.2 bar lower.(Thedifferencein pressure
at stoppedand runningengineis mainlycausedby influenceof oscillation forces,especiallyin pis
l o n c o o l i n gs p a c e . ) .

T E 8 11 7 I n l e tr e f e r e n c es,e e s e n s o rT E 8 11 2 .
TE 8121- TE B125 * Pleasenotethat the "Normalservicevalue"is to be statedat sea trial,but,in betweenthe range
stated.With regardto the "Alarm","Slowdown"and "Shutdown"levelsthey shouldbe 5'C, 10"C
and 20"C abovethe sea trialfindingrespectively, however,maximumthe valuestated.

T E 8 1 2 4a n d T E 8 12 5 C u t o l f a l s t o p p e de n g i n e C u t o f f 1 or e m a i nu n t i l3 mj n u t e sa f t e rs t a r t .

LS 8130 For separatelubricating

systemof the turbochargers

P a g e4 ( 1 7 ) When referring to this page, please quote Operation 701-02, Edition 0003
MAN B&W DieselAJS
 1l,|AN
B&tv GuidanceValueAutomation 701-O2

Cylinder LubricatingOil System

Normal
SensorCode Function Designation Set point Unit SLD SHD
ServiceValue

PT 8201 AH CylinderLub.oilinletpressure 40-50 60 Bar

AL

TEB2O2 AH CylinderLub.oil temperature 40-60 70

PDI 8206 AH Pressuredroo acrossfilter high

xc 8220 Alphacylinderlubrication
systemMCU failure
commonalarm

xc 8221 Alphacylinderlubrication
systemBCUin failure
control

xc 8222 Alphacylinderlubrication
systemMCU failure
failure

XC 8223 A Alphacylinderlubrication
systemBCU failure
failure

xc 8224 Alphacylinderlubrication
systemMCU failure
oowerfailure

xc 8226 A Alphacylinderlubrication
systemBCU failure
powerfailure

xc 8227 Alphacylinderlubrication
systemslow X
down

LS B25O AL Cylinderlubricators
buildin Low
switches(HansJensen) Level

PS82s1 AL- Y Cylinderlubricators

buildin No X
switches(HansJensen) Flow

xc 8227 The delavis between50 to 120 seconds.

When referring to this page, please quote Operation 701-02, Edition 0003 P a g e5 ( 1 7 )
MAN B&W DieselA/S
701-02 GuidanceValueAutomation tl,|AN
Et&ult

Cooling Water System

Normal
SensorCode Function Designation Set point Unit SLD SHD
ServiceValue

PT 8401 I_ AL Jacketcoolinqwaterinlet 3 . 5- 4 . 5 2.0 Bar

Bar t
L

PS 8402 Z Jacketcoolingwaterinlet 3 . 5- 4 . 5 X Bar I

L

PDT 8403 I-AL Jacket coolingwater pressureloss 0 . 8- 1 . 4 X Bar

acrossengine

x 0.2 Bar x 0.4

TE 8407 I- AL Jacket coolinowater inlet 65-70

TE 8408 I- AH Jacket coolingwater outleVcyl.

LsOMC.S5OMC.SsOMC-C 75-80 B5
s60MC-C,L60MC,L60MC-C, BO_85 90
s60MC, L70MC,L7oMC-C,
S7OMC,STOMC-C, K8OMC-C,
LBOMC,SBOMC,SBOMC-C,
KgOMC-C,KgOMC,LgOMC.C,
SgOMC-C.K98MC-C.KgBMC

L50MC.S50MC.S50MC-C 90 H
s60Mc-c, L60Mc, L60MC-C,
S6OMC,L7OMC,LTOMC-C, 95
S7OMC,S7OMC.C,KBOMC.C,
L 8 O M CS, 8 O M CS, 8 O M C . C ,
K90MC-C,K90MC,L90MC-C,
SgOMC-C.KgBMC-C.KgBMC

TE 8409 I- AH Jacket coolingwater outlettemp,

at turbocharger

LsOMC,SsOMC,SsOMC-C 75-80 B5
560MC-C,L6OMC,L6OMC-C, BO_85 90
360MC,L7OMC,LTOMC-C,
S7OMC,STOMC-C,KBOMC-C,
LBOMC,SBOMC,SBOMC.C,
KgOMC-C,KgOMC,LgOMC-C,
SgOMC-C.KgBMC.C.KgBMC

TE 8411 Jacketcoolingwateroutlettemp, B 0- 1 2 0 "C

exhaustvalve

LS 8412 AL Jacket coolingwater de-aeratingtank Low

device level

Pl8413 Jacketcoolingwateroutletcommon z.t - J.l Bar

pipe

Pr 8421 I- AH Coolingwaterinletto air cooler(s)

Sea watercoolingsystem 2 . 0- 2 . 5X 3.5 Bar

qq
Centralcoolingwatersystem 2 . O 4 . 5X
AI 1.0 Bar
l L 6+21 -AH Coolingwaterinletto air cooler(s)

Sea watercoolingsystem > t0 32 .C

C e n t r acl o o l i n gw a t e rs y s t e m >10 36 40

P a g e6 ( 1 7 ) When referring to this page, please quote Operation 701-02, Edition 0003
MAN B&W DieselA/S
 GuidanceValueAutomation 701-O2

Normal
SensorCode Function Designation Set point Unit SLD SHD
ServiceValue

Tl 8423 I Coolingwateroutletfrom air cool.

Sea water coolingsystem >10-50 'c

Centralcoolingwater system >tu-oJ

PDr 8424 Pressuredrop of coolingwater across 0 . 2 5- 0 . 5 Bar

air cooler/aircooler

TE 8431 I_ AL Coolingwaterinletto lub.oil cool. > 1 0- 3 2 10

PT 8401, Pl 8413 lf the expansiontank is locatedmorethan5 m abovethe engineoutlet,the resultingincreasein

the staticpressuremust be addedto the "normalservicevalue"indicatedhere.
PS 8402 X = Withstoppedcoolingwaterpump,the set pointfor the sensoris the staticpressureplusthe
statedvalue.
PDT 8403 X = To be statedon sea-trial.Set ooint0.2 and 0.4 bar lower.
Pf 8421 X = To be statedon sea-trial

When referring to this page, please guote Operation 701-02, Edition 0003 P a g e7 ( 1 7 )
MAN B&W DieselA/S
701-02 GuidanceValueAutomation

Compressed Air System

Normal
SensorCode Function Designation Set poinl Unit JLI.J SHD
ServiceValue

PT B5O.I I-AL Startingair inletpressure JU Bar

PT B5O3 t-c-AH Controlair inlet 6 . 5- 7 . 5 0.5x Bar

AL E( Bar

PT B5O4 I-C.AH Safetyair inlet 6 . 5- 7 . 5 0.5x Bar

AL 5.5 Bar

PT B5O5 I_ AL Air inletto air cylinderfor exhaustvalve 6 . 5- 7 . 5 5.5 Bar

PT 8503,PT B5O4 X = AH at finishedwith enoine.

Page 8 (17) Whenreferringto thispage, please quote Operation701-02,Edition0003

MAN B&W DieselA/S
 GuidanceValueAutomation 701-O2

Scavenge Air System

Normal
SensorCode Function Designation Set point Unit SLD SHD
ServiceValue

PT 8601 Scavengeair receiverpressure Bar

LsOMC,L6OMC,L6OMC-C, x - 3.50
L7OMC,LTOMC-C,L8OMC,
LgOMC-C,S9OMC-C
S5OMC,S6OMC,S7OMC,SBOMC, x - 3.55
SBOMC-C
K80MC-C,K90MC-C,K90MC, x - 3.60
K98MC-C,K98MC
s60Mc-c.s7oMc-c
ssoMC-c. x - 3.65
PS 8603 Scavengeair receiver,auxiliaryblower Bar
control
L50MC,S50MC,S60MC-C, 0 . 5 5- 0 . 7
L60MC,L60MC-C,S60MC,
L7OMC,LTOMC-C,S7OMC,
s70Mc-c,K8oMc-c,
L80Mc,
S8OMC,SsOMC-C,KgOMC-C,
K90MC,L90MC-C,SgoMC-C,
K98MC-C,K98MC
s50Mc-c 0 . 4 5- 0 . 7

PS 8604 AH Scavengeair receiver,auxiliaryblower Bar

control

LsOMC,SsOMC,S6OMC-C, 0.56
L6OMC,L6OMC-C,S6OMC,
L7OMC,L7OMC.C,S7OMC,
s70Mc-c,KBoMc-c,
LBoMc,
S8OMC,SBOMC.C,KgOMC.C,
KgOMC,LgOMC-C,S9OMC-C,
KgBMC-C,KgBMC
s50Mc-c 0.50
AL LsoMC,S50MC,S6oMC-C, 0.45
L6OMC,L6OMC-C,S6OMC,
L7OMC,LTOMC-C,S7OMC,
STOMC-C,KBOMC-C,LBOMC,
S8OMC,S8OMC-C,KgOMC.C,
KgOMC,LgOMC-C,SgOMC-C,
KgBMC-C,K98MC
ssoMc-c 0.39
TE 8605 I Scavengeair temp. beforeeachcooler 1 7 0- 2 1 0 "(,

PDT 8606 I_ AH Scavengeair pressuredropacrosseach X XX Bar

air cooler

PDT 8607 I_ AH Scavengeair pressuredrop acrossfilte X XX Bar

TE 8608 I Scavengeair temperatureaftereachair X

cooler

TE 8609 I* AH Scavengeair lemperaturein receiver

Sea water coolingsystem

>25 - 47 55X 'c
Centralcoolingwatersystem
-t-
>25 5l 55x

When referring to this page, please quote Operation 701-02, Edition 0003 Pano O 117\
MAN B&W DieselA/S
701-O2 GuidanceValueAutomation

Normal
SensorCode Function Designation Set poinl Unit SLD SHD
ServiceValue

65X

TE 8610 AH Scavengeair box-firealarm/cyl. BO

120

LS 8611 AH Water mist catcher- water level High

T E 8 6 12 Compressorinlettemperaturei 1 0- + 4 5
turbocharger

PT8613 I Compressor scrollhousing,pressureat 0-3.0 Bar

outletfor eachturbocharger(NAtype)

P D T8 6 1 4 I Differentialpressureacrosscompressor 0-0.3 Bar

scrollhousing/each (NA
turbocharger
tvpe)

PT 8601 The set pointof scavengeair pressuredependson the engineloadand shallbe set duringsea
trial.

PS 8603 Makesat normalminimum.Breaksat normalmaximum.

PS 8604 Alarmcontactbrakesat alarmminimum.Alarmcontactmakesat alarmmaximum.

TE 8605 Valuebasedon MCR,dependingon engineloadand ambientconditions,

PDT 8606,PDT 8607 X = Accordinqto shop-trialresults.XX = at 50 % increase

TE 8608 X = c o o l a n itn l e t, 1 2 " C

TE 8609 X = T o b e c u t o f f d u r i n gs t o p .T o r e m a i nc u to u l u n t i l3 5 m i n u t e sa f t e rs t a r t

P a g e1 0 ( 1 7 ) When referring to this page, please quote Operation 701-02,Edition 0003

MAN B&W DieselA/S
/-G' GuidanceValueAutomation 701-02

Exhaust Gas System

Normal
SensorCode Function Designation Set point Unit SLD SHD
ServiceValue

TC 8701 I- AH Exhaustgas temperaturebefore X L/

turbocharger

LsOMC,SsOMC,SsOMC-C, 380 - 500

L6OMC,S6OMC-C,L6OMC-C,
560MC,LTOMC-C, S7OMC,
s 7 0 M C - CS
. 80MC.
L7OMC,KSOMC-C, L8OMC, 380- 460
SBOMC-C, KgOMC.C,KgOMC,
LgOMC-C, SgOMC-C,Kg8MC-C,
KgBMC

X H

rc 8702 I-AH Exhaustgas temperatureaftervalves. "C

Average.

L50MCS , 5 0 M C ,S 5 0 M C - C , 320- 390 430

L6OMC,S6OMC-C,L6OMC.C,
s60Mc, L70MC,L70MC-C,
s70Mc,s70Mc-c,K80Mc-c,
LBOMC,SBOMC,SsOMC-C,
K90MC-C,K90MC,L90MC-C,
s90Mc-c. KgBMC-C.KgBMC

450 H

Deviationfrom averaoe +/-50 +160

rc 8704 Exhaustgas temperaturein receiver 1 0 0- 5 0 0 "c
PT 8706 Exhaustgas pressurein receiver Bar
LgOMC-C, SgOMC.C 3-25
LsOMC,L6OMC,L6OMC-C, 3.30
L7OMC,LTOMC-C, L8OMC,
S s O M CS
, 6 O M CS, 7 O M C , 3.35
SBOMC,SBOMC-C
KBOMC-C, KgOMC-C,KgOMC, 3.40
KgBMC-C,KgBMC
S5OMC-C. S6OMC-C,STOMC-C 3.45

TC B7O7 I- AH Exhaustgas temperatureafter each 220 - 300 JJU "C

turbocharger

PT 8708 I-AH Exhaustgas pressureafter each 300 450 mm-

T/C at MCR
WC

PDI B7O9 Exhaustgas pressuredropacrossboiler 150 mm-

at MCR
WC

zr 8721 Exhaustgas by-passvalveangle 0-90

oosition

Whenreferringto thispage, please quote Operation701-02,Edition0003 Page 11 (17)

MAN B&W DieselA/S
701-O2 GuidanceValueAutomation

Normal
SensorCode Function Designation Set point Unil SLD SHD
ServiceValue

TC 8701 Normalexhaustgas temperatures

dependon the actualengineloadand ambientcondition.

X = turbocharger
dependent.

f C 8702 Normalexhaustgas temperaturesdependon lhe actualengineloadand ambientcondition.

When operatingbelow200 "C averagetemperaturedeviationalarmis cut off.

PT 8706 Normalexhaustgas temperatures

dependon the actualengineloadand ambientcondition.

TC B7O7 The servicevaluesapplyunderthe followingconditions: in engineroom

Ambienttemperature
25 "C. Scavengeair temperaturein receiver35 "C.

P a g e1 2 ( 1 7 ) When referring to this page, please quote Operation 701-02,Edition 0003

MAN B&W DieselAJS
 rl'AN
EI&Uv GuidanceValueAutomation 701-O2

Tacho / Crankshaft Position System

Normal
SensorCode Function Designation Set poinl Unit SLD SHD
ServiceValue

zr 4020 Z Tachofor safetu r/min MCR x

1.09

When referring to this page, please quote Operation 701-02, Edition 0003 P a g e1 3 ( 1 7 )
MAN B&W DieselA/S
701-O2 GuidanceValueAutomation /-*G'
Miscellaneous

Normal
SensorCode Function Designation Set point Unil 5LU SHD
ServiceValue

zT 8801 I-AH Turbocharger

speed,each unit X X r/min

PT BBO2 Engineroom pressure(barabs.) 0 . 9 5- 1 . 0 5 Bar

Pt 8803 Air inletfor dry cleaning,turbocharger 4 . 5- 1 0 Bar

PI BBO4 Waterfor cleaning,inletturbocharger m i n .0 . 5 X Bar

wT 8805 AH Vibrationof turbocharger,

each unit high mm
(option)

Pt 8806 Speed settingto governor(air pressure 0 . 5- 5 . 0 Bar

XC BBOT I Pmax.controlpressure 0.0- 5.0 Bar

XC BBOB Fuelinjectionpumpindex,eachcylinde X

XC BBO9 I VIT index,each cylinder X

xc 8810 I Governorindex X
XC BB11 I Enginetorque X Nm

wT 8812 I- AH Crankshaftlongitudinal vibration

Axial vibrationmonitor
Peakto peak

6KgBMC o . o* 2.28 3.05 mm 3.81

7K98MC 0 . 0- 2.66 QEE 4.43
8K98MC 0 . 0- 3.03 4.05 5.06
9K98MC 0 . 0- 3.41 4-55 5.68
1OK98MC 0 . 0* 3.78 5.05 6.31
1I K9BMCMonitoring
equip.required 0 . 0- 4.16 5.55 6.93
12KgBMC 0 . 0- 4.54 6.06
14K98MCMonitoring
equip.required 0 . 0- 5.30 7.06 B.83

6K98MC-C 0 . 0- 1.88 2.51 J. IJ

7K98MC.C 0 . 0- 2.19 2.92 3.65

BK98MC-C 0 . 0- 2.49 +. to
9K98MC-C 0 . 0- 2.80 J.t1 4.67
lOKgBMC-C 0 . 0- 3 . 11 4.15 5.18
11K9BMC-CMonitoring
equip.required v-v - J-+z 4.56 5.70
12KgBMC-C 0 . 0- 3 . 7 2 4.97 o.zl
14K98MC-C 0 . 0- 4 . 3 4 5.79 7.24

6590MC-CMonitoring
equip.required 0 . 0- 3.24 4.33 5.41
7S9OMC.C 0 . 0- 3.78 5.04 6.30
BS90MC-C o . o- 4.32 5.76 7.20
9S90MC-C 0 . 0- 4.86 o.+o 8.10

P a g e' 1 4( 1 7 ) When referring to this page, please quote Operation 701-02,Edition 0003
MAN B&W DieselfuS
/-G\ GuidanceValueAutomation 701-02

Normal
SensorCode Function Designation Set point Unit SLD SHD
ServiceValue

6L90MC-CMonitoring
equip.required o . o* 2.45 3.26 4.08
7L9OMC-C 0 . 0- 2.85 3.80 4.75
8L9OMC-C 0 . 0- 3.26 4.34 5.43
9L90MC-C 0 - 0- 3.86 4.90 6.13
10L90MC-C 0 . 0- 4.08 5.44 6.80
11L90MC-CMonitoring
equip.required 0 . 0- 4.49 5.98 7.48
12LgOMC.C 0 . 0- 4.89 6.52 8.15

4K90MC 0 . 0- 1.44 1.92 2.40

5KgOMC 0 . 0- 1.80 2.40 3.00
6K90MC 0 . 0- 2.16 2.88 J.OU

7KgOMC o.o - 2.54 3.38 4.23

BKgOMC 0 . 0- 2.90 3.86 4.83
9KgOMC 0 . 0- 3.26 4.34 5.43
10K90MC 0 . 0- 3.62 4.82 6.03
11K90MCMonitoring
equip.required 0 . 0- 3.98 5.30 6.63
12KgOMC 0 . 0- 4.34 5.78 7.23

6K90MC-C 0 . 0- 1.95 2.60 .t.zc

7KgOMC-C o . o- 2.28 3.04 3.80
BK9OMC-C 0 . 0- 2.61 3.48 4.35
9K9OMC-C 0 - 0- 2.94 3.92 4.90
10K90MC-C 0 . 0- 3.26 4.34 5.43
11K90MC-CMonitoring
equip.required 0 . 0- 3.59 4.78 5.98
12K90MC-C 0 . 0- 3.92 5.22 6.53

6580MC-CMonitoring
equip.required 0 . 0- 2 . 9 9 3.98 4.98
7SB0MC-C 0 . 0- 3 . 4 5 4.59 5.74
BSBOMC-C 0 . 0- 4 . 0 6 5.40 6.75

4S8OMC 0 . 0- 1.95 2.60 3.25

5S80MCMonitoring
equip.required 0 . o- 2.45 3.26 4.08
6580MC 0 . 0- 2.93 3.90 4.BB
TSBOMC 0 . 0- 3.42 4.56 5.70
SSBOMC 0 . 0- 3.90 5.20 6.50
9S8OMC 0.0 - 4.40 5.86 7.33
lOSBOMC 0 . 0- 4.BB 6.50 8.13
11SBOMCMonitoring
equip.required 0 . 0- 5.37 7.16 d.Y5
l2SBOMC 0 . 0- 5.87 7.82 9.78

4L80MC 0.0 1.44 1.92 2.40

5L8OMC 0 . 0- 1.80 2.40 3.00
6LBOMC 0 . 0- 2.16 2.66 3.60
TLBOMC 0 . 0- 2.52 3.36 4.20
BLsOMC 0 . 0- 2.90 3.86 4.83
9LBOMC 0 . 0- 3.26 4.34 5.43
l OLBOMC 0 . 0- 3.62 4.82 6.03
11LBOMCMonitoring
equip.required 0 . 0- 3.98 5.30 6.63
12L8OMC 0 . 0- 4.34 5.78 7.23

When referring to this page, please quote Operation 701-02, Edition 0003 P a g e1 5 ( 1 7 )
MAN B&W DieselA/S
701-02 GuidanceValueAutomation IIAN
Elew

Normal
SensorCode Function Designation Set point Unit SLD SHD
ServiceValue

6KBOMC-C 0 . 0- 1.73 2.30 2.88

TKBOMC-C 0 . 0- 2.03 2.70 3.38
8K80MC-C 0 . 0- 2.31 3.08 3.85
9K8OMC-C 0 . 0- 2.61 3.48 4.35
l OKSOMC-C 0 . 0- 2.90 4.83
11K80MC-CMonitoring
eguip.required 0 - 0- 3.18 4.24 5.30
12KBoMC-C 0 . 0- 3.47 4.62 5.78

4S70MC-C o . o- 1.77 2.36 2.95

5S70MC-CMonitoring
equip.required 0 . 0- 2.19 2.92 3.65
6S70MC-CMonitoring
equip.required 0 . 0- 2.62 3.50 4.37
7S70MC-C 0.0 - 3.05 4.O7 5.08
8570MC-C 0 . 0- 3.58 4.78 5.97

4570MC 0 . 0- 1 . 7 1 2.28 2.85

equip.required
5S70MCMonitoring u.u-z.tc 1.60 3.58
6S7OMC o . o- 2 . 5 7 3.42 4.28
7S70MC 0 . 0- 3 . 0 0 4.00 5.00
BSTOMC 0 . 0- 3 . 4 2 4.56 5.70

4L7OMC-C 0 - 0- 1.41 1.88 2.35

equip.required
5L70MC-CMonitoring o . o- 1.74 2.32 2.90
equip.required
6L70MC-CMonitoring 0 . 0- 2.08 2.78 3.47
7L70MC-C o . o- 2.42 3.23 4.03
BLTOMC.C v . v- z.to 3.68 4.60

4L70MC 0 . 0- 1.28 1.70 2.13

equip.required
5L70MCMonitoring 0 . 0- 1.59 2.12 2.65
6L70MCMonitoring
equip.required 0 . 0- 1.91 2.54 3.18
7L7jMC o . o- 2.22 2.96 3.70
BLTOMC 0 . 0- 2.54 ??e 4.23

4S6OMC-C 0 . 0- 1.52 2.03 2.53

5560MC-CMonitoring
equip.required 0 . 0- 1.88 2.51 3.13
equip.required
6560MC-CMonitoring o . o- 2.25 3.00 3.75
7S60MC-C 0 . 0- 2.61 3.49 4.36
B56OMC-C 0 . 0- 3.07 4.10 5.12

4S6OMC o . o- 1.47 1.96 2.45

equip.required
5560MCMonitoring 0 . 0- 1.85 2.46 3.08
6S6OMC o . o- 2.21 2.94 3.68
7S6OMC 0 . 0- 2.58 3.44 4.30
BS6OMC o . o- 2.94 3.92 4.90

P a g e1 6 ( 1 7 ) When referring to this page, please quote Operation 701-02, Edition 0003
MAN B&W DieselA/S
 li|Ah|
B&YI' GuidanceValueAutomation 701-02

Normal
SensorCode Function Designation Set point Unil SLD SHD
ServiceValue

4L60MC-C 0 . 0- 1.20 1.60 mm 2.OO

5L6OMC-CMonitoring
equip.required 0 . 0- 1.49 1.99 z.+o
6L60MC-CMonitoring
equip.required o . o- 1.77 2.37 2.96
7L60MC-C o . o- 2.07 2.76 3.45
BL60MC-C 0 . 0- 2.36 3.15 3.93

4L6OMC 0 . 0- 1.08 1.44 1.80

5L60MC 0 . 0- 1.35 't.80
2.25
6L60MC 0.0 1.62 2.16 2.70
7L6OMC 0 . 0- 1.89 2.52 3.15
BL6OMC 0 . 0- 2.16 2.BB 3.60

4550MC-C 0 . 0- 1.26 1.69 2.11

ss50Mc-cMonitoringequip.required 0 . 0- 1.56 2.09 z.o I
't.87
6Ss0MC-CMonitoring
equip.required 0 . 0- 2.50 3.12
7550MC-C o . o- 2.17 2.90 3.62
8Ss0MC-C 0 . 0- 2.55 3.41 4.26

4L50MC 0 . 0- 0.92 1.22 1.53

5L5OMC 0 . 0- 1.14 1.52 1.90
6L5OMC 0 . 0- 1.37 1.82 2.28
7L5OMC 0 . 0* 1.s9 2.12 2.65
BL5OMC 0 . 0- 1.82 2.42 3.03

4S5OMC 0 . 0- 1.23 1.64 2.05

5S50MCMonitoring
equip.requrreo 0 . 0- 1.55 2.06 2-58
6Ss0MC 0 . 0- 1.85 2,46 3.08
7550MC 0 . 0- 2.16 2.88 3.60
BS5OMC 0 . 0- 2.46 3.28 4.10

xs 8813 AH-Y Oil mist in crankcase,each cyl. high mEl high

density density
or 0.5 or 0.5

xs 8814 A Oil mist detectorfailure(no value)

zT 8801 X = accordingto the manufacturer.

PI BBO4 X = higherthan exhaustgas pressure.
xc 8808,8809,
BB10and881'l X = Engineand loaddependent.

When referring to this page, please quote Operation 701-02, Edition 0003 P a g e1 7 ( 1 7 )
MAN B&W DieselA/S
/-*G| lnstrumentation 701-03

1. Measuringlnstruments,ldentification
RemoteIndication
of instruments
Codesfor identification functions
andsignal-related

PT I 8108 IAH

First letter ldent. No. Secondaryletter(s)

Measured or indicating ldent.number Function

variable The firsttwo digitsindicatethe pointof (Secondary
letter(s))
(Firstletter(s)) measurement, the nen two are serial
numbers.

DS: Densityswitch 1 1 . Manoeuvring system A: Alarm

DT: Densitytransmitter 1 2 . Hydraulic power supply C: Control
GT: Gaugingtransmitter 1 4 . Combustion pressure supervision H: High
(load/indextransmitter) 20. ECSto/from safety system l: Indication
FT: Flowtransmitter 2 1 . ECSto/fromremotecontrol system (remote)
FS: Flowswitch 2 2 . ECSto/fromalarmsystem L: Low
LS: Levelswitch 3 0 . ECSMiscellaneous inpuVoutput R: Recording
Ll: Levelindication(local) values S: Switching
LI: Leveltransmitter 40. Tacho/crankshaft Pos. system Y: Slow-down
PDI: Pressuredifference 41. Engine cylinder components X: Unclassified
indication(local) 50. VOC:supply system function
PDS:Pressuredifference switch 51. VOC:sealingoil sYstem Z: Shut-down
PDT:Pressuredifference 52. VOC:controloil sYstem
transmitter 53. OtherVOC relatedsYstems
Pl: Pressure indication (local) 54. VOCenginerelatedcomPonents
PS: Pressureswitch 80. Fueloilsystem
PT: Pressuretransmitter 81. Lubrication oil system
ST: Speedtransmitter 82. Cylinder lub.oilsystem
TC: Thermocouple(NiCr-Ni) 83. Stuffingboxdrainsystem
TE: Temperature element(Pt-100)84. Coolingwatersystem
Tl: Temperatureindication (local) e.g.centralcoolingwater
TS: Temperature switch e.g.seacoolingwater
WS: Vibrationswitch e.g.jacketcoolingwater
WT: Vibrationtransmitter 85. Compressed airsuPPlY system
VS: Viscosityswitch e.g.controlair
VT: Viscositytransmitter e.g.startingair
ZV: Positionvalve(solenoidvalve) 86. Scavenge air
ZS: Positionswitch (limit
switch) 87. Exhaust gas system
T: Positiontransmitter BB. Miscellaneous functions
(e.9.proximitysensor) e.g.axialvibration
XC: Unclassifiedcontrol 90. Projectspecific
XS: Unclassifiedswitch Note.
XT: Unclassifiedtransmitter ECS:Enginecontrol system
e r g a n iC
V O C .V o l a t i lO c ompound

When referringto thispage, pleasequote Operation701-03,Edition0002 Page 1 (9)

MAN B&W DieselfuS
 IIAN
701-03 Instrumentation Er&w

Thefirstlink(firstletter)indicateswhatis measured or the indicating

variable.The
secondlinkis the ldent.No., in whichthefirsttwo digitsindicatethe pointof meas-
urementor the indicating variable,followedby a serialnumber.Thethirdlink(sec-
ondaryletter(s))indicates the functionof the measured value.

Example

TE i 8026 i IAHY

Slowdown
Alarmhigh
lndicator

Measurement
No.26
Fueloil system
Temperature
Element
Repeatedsignals:

Signalswhichare repeated, suchas percylindermeasurement or perturbocharg-

er measurement, etc.areprovided witha suffixnumber.Thesuffixnumberis iden-
ticalwiththe placeof measurement, suchas 1 for cylinder1, etc.Wheresignals
are redundant, suffixA or B may be used.

Examples

Cylinderor Turbocharger-Related
Signals

e.g.Cyl.No.fl-CNo.
Aux.BlowerNo.
R e d u n d a n tS i g n a l s

PT I eOOg-eI rAHC
Lsystem B
Cylinder-Related
RedundantSignals

Tf | 8203-A-1 c
e.g.Cyl.No./TCNo.
SvstemA
Gra p h i ca lp re se n ta ti o nin Pl- diagr am saccor dingto ISO 1219l- ll

Peno 2 /Q\ When referring to this page, please quote Operation 701-03,Edition 0002
MAN B&W DieselfuS
 I,|AN
EI&Uv Instrumentation 701-03

2. Lift of lnstruments
FuelOil System
Pt 8001 Fueloil,inletengine(Settingof by-passvalve)
Pl 8001 Fueloil,inletengine(Atlocalmanoeuvring console)
PT 8001 Fueloil,inletengine(Afterfilter)(Alarm)
Tl 8005 Fueloil,inletengine(Afterfilter)
TE 8005 Fueloil,inletengine(Afterfilter)
LS 8006 Leakagefromhighpressurepipes(Alarm)

LubricationOil System
PT 8103 Lubricating oil inletto Turbocharger/Turbocharger (Alarm)
Pt 8103 Lubricating oil inletto Turbocharger/Turbocharger
Tl 8106 Thrustbearingsegment
TE 8106 Thrustbearingsegment(Alarm+ Slowdown)
TS 8107 Thrustbearingsegment(Shutdown)
Pl 8108 Systemlubricating oil inlet1800abovecl. of crankshaft
Pt 8108 Systemlubricating oil inlet(Atlocalmanoeuvring console)
PT 8108 Lubricating oil inletto mainbearingandthrustbearing
(Alarm+ Slowdown)
PS 8109 Lubricating oil inletto mainbearingandthrustbearing
(Shutdown)
Tl 8112 Systemlubricating oil inlet
TE 8112 Systemlubricating oil inlet(Alarm+ Slowdown)
Tt 8 11 3 Pistoncoolingoil outlet/cylinder
TE 8113 Pistoncoolingoil outlet/cylinder (Alarm+ Slowdown)
FS 8114 Pistoncoolingoil outleVcylinder (Alarrn+ Slowdown/no flow)
Tl 8117 Lubricating oiI outlet TurbochargerlTurbocharger
TE 8117 Lubricating oil outletTurbochargerffurbocharger (Alarm)

MechanicalCylinderLub.OilSystem (H.Jensen
cylinderlubricators)
LS 8250 HansJensencylinderlubricators
FS 8251 HansJensencylinderlubricators
at 8253 Loadchangedependent cylinderlubrication

ElectronicCylinderLub.OilSystem (Alphacylinderlubricators)
PT 820'1 oil inletpressure
Cylinderlubrication
TE 8202 Cylinderlubrication
oil temperature
zT 8203 Confirmcylinderlubricator pistonmovement,
cyl/cyl
Al 8204 Activatecylinderlubricator,cyl/cyl
PD I 8206 Pressuredrop acrossfilter

CoolingWaterSystem
PT 8401 Jacketcoolingwaterinlet
Pl 8401 Jacketcoolingwaterinlet(Atlocalmanoeuvring
console)
PDS B4O3 Ja cketcoolingwateracr ossengine
Tl B4A7 Ja cketcoolingwaterinlet

When referring to this page, please quote Operation 701-03, Edition 0002 Page3 (9)
M A NB & W D i e s e l N S
701-03 Instrumentation

TE 8407 Jacketcoolingwaterinlet
Tl 8408 Jacketcoolingwateroutlet/cylinder
TE 8408 Jacketcoolingwateroutlet/cylinder
Tl 8409 Jacketcoolingwateroutlet/turbocharger
Pl 8421 Coolingwaterinletair cooler
PT 8421 Coolingwaterinletair cooler(Alarm)
Tl 8422 Coolingwaterinletair cooler
TE 8422 Coolingwaterinletair cooler(Alarm)
Tl 8423 Coolingwateroutletair cooler/aircooler
TE 8423 Coolingwateroutletair cooler/air
cooler

CompressedAir SupplySystem(Control,
startingair)
Pl 8501 Startingairto mainstartingvalve
(At localmanoeuvring console)
PT 8501 Startingair inlet(Alarm)
Pl 8503 Controlair inlet(Atinletpanel)
PT 8503 Controlair inlet(Atinletpanel)
Pl 8503 Controlair inlet(Atlocalmanoeuvring console)
Pl 8504 (At
Safetyair inlet inlet panel)
PT 8504 Safetyair inlet
PS 8505 Air inletto air cylinderfor exhaustvalve

ScavengeAir
PT 8601 Scavengeair receiver
Pl 8601 Scavengeair receiver(at engineside)
Pl 8601 Scavengeair receiver(At localmanoeuvringconsole)
PS 8603 Scavengeair receiverauxiliaryblowercontrol
PS 8604 Scavengeair auxiliaryblower,failure
Tl 8605 Scavengeair beforeair cooler/aircooler
TE 8605 Scavengeair beforeair cooler/aircooler
PDI 8606 Pressuredropacrossair cooler/aircooler
Tl 8608 Scavengeair afterair cooler/air
cooler
TE 8608 Scavengeair afterair cooler/air
cooler
Tl 8609 Scavengeair receiver
TE 8609 Scavengeair receiver(Alarm+ slowdown)
TE 8610 Scavengeair box-firealarm,cylindericylinder
LS 8611 Watermistcatcher- waterlevel

ExhaustGas System
Tl 8701 Exhaustgas beforeturbocharge.r/turbocharger
TC 8701 Exhaustgas beforeturbocharger/turbocharger
(Alarm+ slowdown)
Tl 8702 Exhaustgas aftervalve,cylinder/cylinder
TC 8702 Exhaustgas afterexhaustvalve,cylinder/cylinder
Pl 8706 Exhaustoas receiver

Page a (9) When referringto thispage, please quote Operation701-03,Edition0002

MAN B&W DieselAJS
 I,IAN
E&V\t Instrumentation 701-03

ManoeuvringSystem
xc 1103 Solenoidvalvefor engineemergency stop
xs 1106 Resetshutdownat emergency
xc 1126 l/P Converter for V.l.T.control
Al 1127 Solenoidvalvefor controlof V.l.T.system
in stopor asternfunction
PS 1133 Cancelof tachoalarmfrom safetysystem,
whenstopis ordered
PS 1134 Givessignalwhenon bridgecontrol
Al 1137 Remotestartsolenoid valve
zs 1109 Turninggeardisengaged
zs 1110 Turninggear-engaged
zs 1111 Mainstartingvalve- blocked
Al 1112 Mainstartingvalve- in service
Al 1114 Slowturningvalve
al 1116 - open
Startingair distributor
zs 1117 -
Startingair distributor closed
PS 1118 Manoeuvring systemin emergency control
zs 1121 Activatemainstartingvalves- open
zs 1122 Givessignalwhenchanges-over mechanism is
in remotecontrol
al 11 3 6 Remotestopsolenoidvalve
zs 1138 Reversing cylinderaheadposition
zs 1139 Reversing cylinderasternposition
Al 1141 Solenoidvalvefor reversing cylinderactivationdirection
aheadduringremotecontrol
Al 1142 Solenoidvalvefor reversing cylinderactivationdirection
asternduringremotecontrol
Pl 11 4 9 Pilotpressureto actuatorfor V.l.T.system
E 1180 Electricmotor- Auxiliaryblower
E 1181 Electricmotor- Turninggear
E 1182 Actuatorfor electronic governor

Miscellaneous
sT 8801 Turbocharger speed/turbocharger
Pl 8803 Air inletfor dry cleaningof turbocharger
Pl 8804 Cleaningwaterinletto turbocharger
WT 8812 Axialvibrationmonitor
xc 8813 Oil mistin crankcase/cylinder

TACHO/CRANKSHAFT
POS.SYSTEM
ZT 4020 Tachofor safetyInstrumentation
on Enqine

When referring to this page, please quote Operation 701-03, Edition 0002 Page5 (9)
MAN B&W DieselAJS
70 1 - 0 3 lnstrumentation l|A.N
Et&tl,

3. Instrumentationon Engine

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Page6 (9) When referring to this page, please quote Operation 701-03,Edition 0002
MAN B&W DieselA/S
 /=*Gt Instrumentation 701-03

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When referring to this page, please quote Operation 701-03, Edition 0002 Page 7 (9)
MAN B&W DieselA/S
701-03 Instrumentation /-*G\
$3
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PageB (9) When referring to this page, please quote Operation 701-03, Edition 0002
MAN B&W DieselAJS
 Instrumentation 701-03

O
F

. oa
I F Q
UA
fl :+
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ET
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;

When referring to this page, please quote Operation 701-03, Edition 0002 Page9 (9)
MAN B&W DieselfuS
 tl,|AN
Et&ut TestbedAdjustments 701-O4

TESTBED T /ValerBrake {o.: l c o r s t a n t .K : kWKo RPM

DATA 'aro l,|^Ahl
: n q i n eB u i l d e r : n o i n eN o ' cr&ut
t^.
-aYoutkW avout RPM l5ton Test No.:
,lo oi TC 'lo. of Cyl : t^
Turbocharger(s) SerialNo lbore, m Stroke,m:
vlake:
,] )vlinderConstant(kW.bar) I Mean Frictron.Press . bar
t'lax RPM v l a x .T e m D . . ' C 2
Slio Faclor O o m D rD r a m . m
. 3 f-l r.ro... Tl Externalfrom fl Externalfrom
- -
TC sDecification 4 M E. System GravrtyTank

ObservationNo:
:uel Oil Viscosiw: at: "C Brand T
lunker Stalion CylinderOil
)il Brand leat value kcal/ko CirculatinqOil
r s i t ya t 1 5 ' C i u l D h u r%
. Turbo Orl

Ambient Water Brake Speed

Test Date Test Hour LOaO
Engine
Pressure LOaO
Govemor andex Setting Control
RPM
(hh:mm) % mbar Kd bar

Effective Indicated EfL Fuel IndicatedFuel

Power Power Consumption Consumption

:ylinder No. 1 3 4 5 6 7 8 q
10 11 't3 14 t5 16 't8 Ave.
)i. bar

hax. bar
fef Pmax. bar
rcomp, bar

:uel Pump lndex

/lT index
x h a u s tG a s T e m o . . ' C
loolino Water OutletTemo.. "C
)iston Outlet Lub. Temp., 'C

CoolinqWaler Temoerature.'C ExhaustGas Temo.. 'C ExhaustF Turbo S€venoe Air Pressure
Charger Blower
Air Cmler M a i nE n o i n e Turbine Receiver Turb. Ouu A D Cooler Receiver
lnlet Outlel Inlet Turb. Outlet Inlet Outlet bar mmWC RPM On/Off bar
1 1 a I I

Seaw mmno Axial mmho

emp Vibration
2 2 2
mm
J 3

4 4 A 4 4 4 4 4

Ave. Ave Ave. Ave. Ave. Ave. Ave. Ave

ScavenoeAir Temoerature."C LubricatinqOil Fuel Oil Pressure

lnlel Blower Before Cooler After Coolef Pressure.bar Temoerature."C Temoerature'C
Scavenge
1 System Oil Inlet Enaine TC lnlel / TC Outlet/ Eefore Filler

Temperalure Turb end

2 CoolinqOrl I n l e lC a m 1 After Filtet

J Cam Shaft Oil O u t l e lC a m 2 Temperature,'C

Before PUmDS
4 TurbineOil Thrust Segmenl 3

Remarks

When referring to this page, please quote Operation 701-04, Edition 0002 P a g e1 ( 1 )
MAN B&W DieselA/S
/-=G| IMONOxComponents 701-05

1. Check of IMO-lD,Markings on Components

T h e c o m p o n e n ts
d e scri b eidn l tem s1.1to 1.8havebeenm ar kedwithunambiguous
identification numbersto enablethe relevantdrawingand certificate to be traced.The
schematic drawings showwhereto findthe markingson the individual component types.
Information on the important dimensions for eachcomponenttypein respectto the NO*
characteristic canbe foundin the engineinstruction book,seereferences *)
in footnotes
t o T F C h a p te1r .4 .

The circledpart Oof the numberis the onlypartof the entirenumberthatis

to be definedas the "lMOnumber".The component markingmayincludea revisionrefer-
encennnnnnn-n.n, however,thatreference is notpartof thedefiningmarkingandshould
be ignored.

See also Drawing No. 0741260-8regardingmarks and stamps on components

for MAN B&W tvvo-strokediesel engines.

When referring to this page, please quote Operation 701-05, Edition 0002 Page 1 (23)
MAN B&W DieseltuS
701-05 IMONOxComponents

1.1 FuelValveNozzle

l-gOZ be markedwith
L---J lTo
Licensees name/ Certifiedmarkings:

PartNo.

Marking instruction:

No.0742639-1

of the certifiedcomponent:
Checkingthe dimensions

1 . Removethe fuelvalve, seeinstructionmanualVol.ll,Procedure901-2.

2 . Disassemblethe fuel valve, see instructionmanual Vol. ll, Procedure909-6.

Fig. 1 Fuelvalve nozzle

Page 2 (23) When referring to this page, please quote Operation 701-05, Edition 0002
MAN B&W DieselA/S
 r,|AN
B&UI' IMONOxComponents 70 1- 05

1.2 FuelPumpPlunger

Certifiedmarkings:

PartNo.

Markinginstruction:

No.0742845-1

Checkingthe dimensions
of the certifiedcomponent:

1. Removethe fuel pump lop cover,see instructionmanual Vol.ll,Procedure909-3.

2. Removethe plungerlbarrelassembly,see instructionmanual Vol. ll, Procedure909-3.

t Fiq 2 Fuel pump plunger

I'

When referring to this page, please quote Operation 701-05, Edition 0002 Page3 (23)
MAN B&W DieselA/S
 lrtAN
701-05 IMONOxComponents B&U\t

1.3 FuelPumpBarrel

Gertifiedmarkings:

a(
Part No.
6:8
oi

Markinginstruction:
To be mark
No.0742843-8

Checkingthedimensionsofthecertifiedcomponent

1. Removethe fuel pump top cover,see instructionmanual Vol.ll, Procedure909-3.

2. Removethe plunger/barrelassembly,see instructionmanual Vol. ll, Procedure909-3.

trin .3 Ft tcl nr tmn

, ' / harrel
""

Page 4 (23) When referring to this page, please quote Operation 701-05,Edition 0002
MAN B&W DieselA/S
 IMONOxComponents 701-0s

1.4 CylinderLiner

Certified markings:

Part No.

Markinginstruction:
To be marked
No.0742637-8

Checkingthe dimensions
of the certifiedcomponent:

1. Removethe cylindercover, see instructionmanual Vol.ll, Procedure901-1.

2. Removethe piston, see instructionmanualVol. ll, Procedure902-2.
3. Removethe liner and the coolingjacket,see instructionmanualVol. ll, Procedure903-3.

Linerdiameter,
D:
Numberof coolingwaterbores:
oilquills:
Numberof lubricating

Fig. 4 Cylinder liner

When referring to this page, please quote Operation 701-05, Edition 0002 Page5 (23)
MAN B&W DieselfuS
701-05 IMONOxComponents

1.5 C y l i n de rC o ve r

Certifiedmarkings:

Part No.

Markinginstruction:
On camshaftside
No.0742634-2

Checkingthe dimensions
of the cedifiedcomponent:

1. Removethe cylindercover,see instructionmanual Vol.ll,Procedure901-1.

2. Removethe coolingjacket,see instructionmanualVol.ll, Procedure901-3.

Fio 5 Cvlinrjcr r:over

Page6 (23) When referring to this page, please quote Operation 701-05,Edition 0002
MAN B&W DieselA/S
 lilAl\|
E&Ut IMONOxComponents 701-05

1.6 PistonCrown

Gertifiedmarkings:

Part No.

Markinginstruction:
On camshaftside
No.0742392-0

Checkingthe dimensions
of the certifiedcomponent:

1. Removethe cylindercover, see instructionmanual Vol.ll, Procedure901-1

2. Measurethe piston bowl,see instructionmanual Vol. II, Procedure902-3.
3. Measurethe heights(A and B) throughthe scavengeair ports.

Fig. 6 Piston crown

When referring to this page, please quote Operation 701-05, Edition 0002 Page7 (23)
MAN B&W DieselA/S
 MAN
701-05 IMONOxComponents Et&ut

1.7 Ex h a ustC a m

name/trademark
or abbreviati Certifiedmarkings:
*it@Ili)
t I r-rrl ro bemarked
PartNo.

\\l)
\-l-/"Ei.ffi Markinginstruction:
S*r,)
No.0742635- 4

Checkingthe dimensions of the certifiedcomponent:

1. Removethe coverfor the exhaustrollerguide,see instructionmanualVol.ll,Procedure908-4.
2. Locate the middleof the cam, see instructionmanual Vol. ll, Procedure908-7.
'L'according
3. Checkthe distance to the tablebelow

130

120

110

100

90

A n g l e( ' ) A n g l e( " ) L*) (mm) A n g l e( ' ) A n g l e( ' ) L*) (mm) A n g l e( ' ) A n g l e( ' ) L*) (mm)
0.0 360.0 105.0 255.0 135.0 225.0
80.0 280.0 11 0 . 0 250.0 140.0 220.O
85.0 275.0 11 5 . 0 245.0 145.0 215.0
90.0 270.0 120.0 240.0 150.0 210.0
95.0 265.0 125.0 235.0 155.0 205.0
100.0 260.0 130.0 230.0
") Specificfor an individualenginetype

trin 7 Fvhat tcf ran't

PageB (23) When referring to this page, please quote Operation 701-05,Edition 0002
MAN B&W DieselA/S
 }IAN
E &l\t IMONOxComponents 701-05

1.8 Fuel Cam

-R To be markedwith
Bearingside
F^-lTo be markedwith
I JUt lLicensee's
name/trademark
Certifiedmarkings:

PartNo.

V Markinginstruction:

No.0742636-6

Checkingthe dimensionsof the certifiedcomponent:

1. Removethe coversfor the fuel pump rollerguide,see Vol.ll,Procedure909-2.
2. Locatethe lowermostpositionof the cam, see instructionmanual Vol. ll, Procedure909-1.
'L'according
3. Checkthe distance to the tablebelow.
m3{050010203

2$

2m m

270 sl

tc0
2S

110
250

120

Angle( ') L *) (mm) A n g l e( ' ) L *) (mm) Angle ( " ) L") (mm)

0.0 t20.0
5.0 t25.0 245.0
10.0 r30.0 250.0
15.0 t35.0 255.0
20.0 t40.0 260.0
zo5.u
25.0 t45.0
30.0 150.0 270.0
35.0 155.0 275.0
40.0 60.0 280.0
45.0 65.0 285.0
70.0 2900
s0.0
s5.0 75.0 295.0
60.0 80.0 300.0
of,.u 8s.0 305.0
70.0 90.0 310.0
75,0 9s0 315.0
80.0 1000 320.0
85.0 105.0 325.0
90.0 1 10 . 0 330.0
95.0 115.0 335.0
100.0 120.0 340.0
105.0 t25.0 345.0
11 0 . 0 130.0 350.0
J5'.U
11 5 . 0 t35.0
t40.0 360.0
*) Specificfor the individual
enginetype

Fig. B Fuel cam

When referring to this page, please quote Operation 701-05, Edition 0002 Page9 (23)
MAN B&W DieselA/S
 }IAN
701-05 IMONOxComponents Er&u,

2. CheckingSettingValues
2.1 Checkingthe Vlladjustments(Engineswith VIT)
2 . 1 . 4 L o a dt h ee n g i n e
o Loading to 75%MCRor 100%MCR:
see Vol l, Chapter706,Appendix2 or 5.
o Loading to the 'break-point':
ElectronicallycontrolledVIT:
Followthe instructions fromthe supplier
of the enginecontrolsystem
MechanicallycontrolledVIT:
Loadthe engineuntilthe steelbartouchesthe pivoting
points(Fl andF2)
simultaneously,
see Fig.2.1.A..

Fig.2.1.A

2.1.8 Read the actualVIT-index

Readthe actualVlT-indexon the scaleof the fuel pumptimingracks,
see Fig.2.1.8..

Fig.2.1.8
,6,96

P a g e1 0 ( 2 3 ) When referring to this page, please quote Operation 701-05,Edition 0002

MAN B&W DieselA/S
 IMONOxComponents 701-05

2.2 Checkingthe Shims

2.2.4 Numberof shimsin fuelpump(lnjection
timing)
ForengineswithoutVlT,visuallycheckthe numberof shimsbetween
thefuel
pumptop coverandthe pumphousing. SeeFig.2.2.A.

Fig.2.2.A

2 . 2 . 8 Checkingthe shimthickness,t (Compression

volume)
Turnthe crankthrow towardsthe exhaustside,to provideaccessfor measuring
the thicknessof the shim whichis insertedbetweenpistonrod and crosshead
pin. See Fig. 2.2.8

Fig. 2.2.8

When referring to this page, please quote Operation 701-05, Edition 0002 P a g e1 1 ( 2 3 )
MAN B&W DieseltuS
701-05 IMONOxComponents

3. Nameplates
3.1 TurbochargerSpecifications
(Nameplate)
Manufacturer
Type
Serialnumber(s),/
Manufacturing
date
Specification
Max.cont.speed
Max.cont.gastemperature

3.2 Air CoolerSpecifications

(Nameplate)
Manufacturer
Type
ContractNumber
Yearbuild
Waterside Air side
Op.Exc.Press. bar
TestExc.Press. bar
Op.Temperature deg.C
Content L

3.3 AuxiliaryBlowerSpecifications
(Nameplate)
Manufacturer:
Model: Serialnumber(s):
Capacity: Speed:
Pressure: Power:
Temp.: Elec.source:
Density: Mfg.date:

Page12 (23) When referring to this page, please quote Operation 701-05,Edition 0002
MAN B&W DieselA/S
 litAN
B&Ut IMONOxComponents 701-05

4. Survey methods including on-board verification

4.1 IMO surveys

Figure8.1 showsa flowchartfor all the surveymethodsusedin connection
with
IMOcertification
of a MAN B&Wtwo-strokeenqine.

fi:;"J[il'"; "u',
I ::ffilffi [1'J[
c. on-boardsurveys(intermediate
and periodical
surveys)
On testbed,parentandthe memberenginesare surveyedby the sameproce-
dures,exceptfor the important differencethatemissionmeasurements are per-
formedand surveyedon the parentengine,only.(The emissions datameasured
on the parent engineare used to establishthe emissionsimulationfor the on-
board surueycode to verify compliancebased on standardperformancedata.)

On board,onlythe 'on-board' surveymethodshallbe usedforfuture'intermediate'

'periodical'
and surveys.(Providedthat the requiredIMO certificateshavebeen is-
sued basedon the engine'pre-certification'and'initial'surueys.)
The standardMAN B&Won-boardsurueymethodis definedas a combination of
performance parameter checks,and component and settingverification.
The ex-
tendof the component and settingverification
dependson different conditions,
but,in general,
canbe reducedto thefuelnozzle,if the performance dataarewith-
in thespecified givenin TF Table'1.3andno component
tolerances changeshave
beenmadeto the engine.
The necessaryperformance parametersand correctionsare specifiedin Chapter
8.2.And a description procedures
withstep-by-step of the actualsurveyis pre-
sentedin Section8.3.

4.2 Definitionsand Corrections

4.2.1 D e f i ni ti o n s
4.2.2 'Standard MANB&Wperformance check'
Table8.2.1liststhe parameters
necessaryas inputfor the surveycodefroma
standardMAN B&W performance check.

When referring to this page, please quote Operation 701-05, Edition 0002 Page13 (23)
MAN B&W DieselA/S
 }IAN
701-05 IMONOxComponents El&ut

Table8.2.1:Inputdatafor surveycode*)

E n g i n eN u m b e r
Vessel Name
T/C inlettemperatureH deg.C
Ambienttemoerature** deg.C
A m b i e n to r e s s u r e* mbar
Relativehumidityof ambientair rel.7"
temperature*
Scavenging-air deg.C
pressure*
Scavenging-air bar
Sea-water(inlet)temperature* deg.C
Turbineback pressure* mmWC
Max. cylinderpressure* udl

Max. compressionpressure oar

Power *,*# KW
E n g i n es p e e d r/min
Turbochargerspeed r/min
F u e lp u m pi n d e x
VIT index (if applicable)
* See foot notes*) to TF Chapter1.4 Commentson
calibrationof sensorsand apparatus,and correctionto
ISO ambientconditionsfor these measuremonts.
tr* These itemsare reouiredin orderto calculatethe NOx
emission.
# See commentin text on oower estimation
(Section 8 . 2 . 1. 3 . )

4.2 . 3 Tolerancesfor'loadpoints'
Theactualloadpointsareattached (see'NOxTechnical
a ceftaintolerance Code,'
Appendix4.) However, dueto propellerlayout or vesseltrima'lightor heavypro-
peller'maybe experienced. In thesecasesMAN B&Wrecommend to selectthe
loadpointaccording to the actualmeasured meaneffectivepressure correspond-
loadpoint.
ingto the specified

4.2.4 Power
The poweris usuallyderivedfromtorqueand speed.lf the torqueis difficult
to
measuredirectlythroughtorsionmeasurements, the Chartsaddedin Fig.8.2 or
8.3, canbe usedto estimatethe brakepower.Alternativelythe loadcouldbe de-
rivedfroma MANB&WPMIsvstem.

4.2.5 Backoressure
The usualvariations in turbinebackpressurehavebeenshownonlyto havea mi-
n o ri n fl u e n ce
o n th eN Oxem ission andthemeasur ement of thetur binebackp r es -
s u re ,th e re fo reco , u l db e om itteddur inga NOxcom pliance
sur vey.Howeve the
r,

Page 14 (23) When referring to this page, please quote Operation 701-05,Edition 0002
MAN B&W DieselA/S
701-05 IMONOxComponents lil|AN
Et&l t

4.3.8 Centralcoolingsystem- Fixedcoolerouttemperature

(CC-F)
6. Relative change=
temperature
scavenging-air
-
Tmeas.scav.airTref.scav.
air
4.3.9 Test-bedcoolingsystem
The scavenging-air temperature is on testbedalwaysadjustedsimilarto a CC-F
coolingsystemwiththe appropriate Tscav.ref.,
sincethe actualcoolingsystemis
notavailable cooling-water
anddifferent adjustmentpossibilities
usuallyexistson
a test bed. (Theactual perlormance
air-cooler can be evaluatedbasedon a heat
balancefor the system.)

havebeenbuiltintothe MANB&Wsurveycode.
All assumptions

4.4 Correctionto ISOambientconditions

4.4.1 Performanceparameters correctionto ISOambientconditions
Someof the measuredperformance parametersneedto be correctedto ISOam-
in orderto
bientconditions perform a reliableevaluation
and comparewithrefer-
enceconditions.Theseparameters are Pmax,Pcompand Pscav.

Correction
equations:
7. C o r r P m a x = P m a x , m . ( 1 0 0 - 0 . 2 l 9 8 . L T i n+l 0 . 0 8 1A I s c + 0 . 0 2 2 . L P a m b - 0 . 0 0 5 2 7A
8P b a c k ) 1 1 0 0

8. C o r r P c o m p : P c o m p , m- ( 1 0 0 - 0 . 2 9 5 4 . 4 T i+n01. 1 5 3 ' L T s c+ 0 . 0 3 0 .1L P a m b- 0 . 0 0 7 0 2.lL P b a c k ) l ) 0 0

9. . , P a m b- 0 . 0 0 6 7 8 8 .L P b a c k \ 1 1 0 0
C o r r P s c : P s c , m . ( 1 0 0 - 0 . 2 8 5 6 ' L T i n l + 0 . 2 2 2 ' L T s c+ 0 . 0 2 9 3 A

where: A refersto (reference- measured)

subscriptm measured
Tinl (deg.C)
T/C inlettemperature
Tsc temperature
scavenging-air (deg.C)
Pamb ambientpressure(mmHg)
Pmax maximumpressure(bar)
Pcomp compressionpressure(bar)
Psc pressure(bar)
scavenging-air
Pback backpressure(mmWC)
4.4.2 NOxemissioncorrection
to ISOambientconditions
Basedon simultaneous measurements of NOxemission and pedormance param-
MAN B&Wtwo-stroke 'NOx func-
etersfromseveraldifferent engines,a special
tion'hasbeenformulated NOxas a functionof specificengine
to calculate
parameters.Togetherwiththe MANB&Wcyclesimulation to predictdependent
engine parameters
(or intheformof
simplified performancecorrectionfactors,)
the
'NOxfunction' be usedto calculate
can on the mostcommonper-
thetolerances
formanceparameters.

Page 16 (23) When referringto thispage, please quote Operation701-05,Edition0002.

M A NB & W D i e s e l A / S
 IIAN
Et&w IMONOxComponents 701-05

The measured datahavealsobeenusedto formulate an equation

to correctemis-
sionsat the givenambientconditions
to the specified
ISOambientconditions in
orderto compareemissionvaluesat the sameconditions (seeEquation(10).)
10 CorrNO,W :
",7,.0,p".0) | + C1.[-lu - r 0.i 1)+C z . lTu.o - zvs.ts) +Cz. (p,.0 - i 000)

where: Ha watercontentin scavengingair (gH2O/kgdry air)

Tamb ambient-air
temperature(K)
pamb ambientpressure(mbar)
C1 to C3 coefficients
dependon engineload(givenin Tabte8.2.2)

Table8.2.2:ISOambientcorrection
coefficients

E n g i n el o a d C1 C2 C3
o/o

100 - 0.00994 0.00144 - 0.00007

75,50 and 25 -0.00505 0.00145 -0.00011

Hu can be calculatedthe followingway:

6 . 2 2 0 '. R
'. ^'o
11. 'H ' a =
po - pr'R^-70-2

12. "Hs _ 6.220-p*-1OO

P" -Pu

13. lf H*u > H". then H" = H." glse H" = H*u

where: H*" watercontentat ambient-air condition(gH2O/kgdry air)

Ra relativehumidityof intakeair (rel.%)
pa saturationvapourpressureat ambient-air (kPa)
condition
pn totalbarometricpressure(kPa)
H"" watercontentat scavenging-air (gH2O/kg
condition dry air)
pc pressure(kPa)
scavenging-air
Psc saturationvapourpressureat scavenging-air (kPa)
condition
The saturationvapourpressureis onlya functionof temperature
and can be cal-
culatedthefollowingway:

t5
I A tt '''* tttl5
r'+' o:1.013.e r

whereT is the temperature

in Kelvin(K).

When referring to this page, please quote Operation 701-05, Edition 0002 Page17 (23)
MAN B&W DieselfuS
 f,,|AN
701-05 IMONOxComponents B&UY

The ISOcorrected NOxvalueis calculated usingthe equationfor the average

we i g h e dN Oxe mi ssi o n givenin the ' lMO- NOx
(lM ONOx) Technical Code:'
15. _emission(i)'PowerO'WF(!)
MoNox _Li,=ispecific
Lli=?PowerQ)'WFQ)

wheren=4 represents the 4 loadpointsof the E3lE2cycle(pleasereferto the

'lMO-NOxTechnical Code'fordefinitionof E3lE2.)Usingthe weightfactor(WF),
the power(inkW)andthe specificNOxemission(ing/kwh)for the 4 loadpoints,
the equationcan alsobe writtenas Equation(16).However, for Equation(16)to
be valid,theloadpointsof the E3lE2cyclemustcorrespond exactlyto 100,75,50
and25o/"of MCR.
.wo,(too,r")+0.54b5
16.tuotto,=0.2909 .uo,(ts,ro)+ .uo,(sou")+
0.1091 .no,(zsn)
0.0s4s

4.5 Correctionto referenceperformanceconditions

The NOxfunctionhas alsobeenusedto derivea simplified methodto calculate
the variationin the ISOcorrected NOxvalueas functionof maximumcylinder
pressure, temperature
scavenging-air andturbinebackpressure. The relative
changesareshownin TableB.2.3at the fourspecificcycle-load conditions.How-
ever, the simplifiedmethod will predict a slightlyhigher NOx emissionthan the
NOx function.

Table8.2.3,Relativechangesin NOxfor Pmax,Tscavand Pturb.back

Power A N O x ,P m a x1 ) ANOx,Tscav 2) A N O x ,P t u r b . b a c 3k )
(/") ( g N O x / k W hp r . (gNOx/kWhpr. (gNOx/kWhpr.
bar) deg.C) mmWC)

100 0 . 18 16 o.0224 0.0004

75 0 . ' 17 6 0 0.0209 0.0006
50 0 . 17 6 0 0.0209 0.0006
25 0 . 17 6 0 0.0209 0.0006

1. Relativeincreasein NOx value (correctedto ISO ambientconditions)resultingfrom a

one bar increasein the cylindermaximumpressure.
2. Relativeincreasein NOx value (correctedto ISO ambientconditions)resultingfrom a
one degreeincreasein the scavenging-airtemperature.
3. Relativeincreasein NOx value (correctedto ISO ambientconditions)resulting{roma
one mmWCincreasein the turbinebackDressure.

5. MAN B&W survey procedures

MANB&Whasdefined of performance
a combination parameter
checks
and,
componentand setting verificationas the on-boardsurvey method. TF Fig. 1
s h o w sa f l o w c h a r to f t h e o n - b o a r ds u r v e yp r o c e d u r e o s n l y ,w h e r e a sF i g .B . 1 a l s o
s h o w st h e a p p l i c a t i o nfso r t e s t - b e da n d s e a - t r i asl u r v e v s .

Page 1B (23) When referringto thispage, please quote Operation701-05,Edition0002

MAN B&W DieselA/S
 IMONOxComponents 701-05

On board,the'on-board survey'methodcheckswitha minimumof component and

adjustment in ordernotto stopand dismantle
verifications the engine. The more
extendedcomponent and setting adjustmentverification
can be used,whenthe
engineis apart.Sincea pedormance checkcan not be performed in dock,the
'missing'setting
valuesare basedon recordeddata obtainedwithin (a recom-
mended)one-monthperiodfrom a called(or anticipated) survey.However,it is
stronglyrecommendedto performa performancecheckto verifythe settingvalues
soonestpossibteafter the dockingto ensurecontinuingcompliance.

Theparametercheckmethoddefinedthroughthe surueycode accountsthe influ-

ence of certainparameters,only. Throughthe cylinderpressure:adiustmentsof
injectiontiming, VlT, compressionshimsand exhaust-valvetiming, throughthe
scavenging-airtemperature:a deterioratedscavenging-aircoolerper-formance,
and throughthe back pressure:eventuallyblockingup of the exhaustheat ex-
changer.

5.1 On-boardsurvey code

The on-boardsurvey(parameter check)canbe performedusingthe manufacturer
suppliedsurveycodeas an easytoolto calculateand presentthe expectedNOx
emission. lf a computeris notavailable,a manualevaluation canbe performed fol-
lowingSection8.3.2.The procedure is based on a'standard MAN B&W perform-
ancecheck'(seenecessary parameters in Table8.2.1andthe commentsin TF
Ch a p te1r .4 .)
'on-board' versionis usedas thestandard sur-
Twoversionsof the codeexist.The
veymethodon board.And,the'test-bed'version, a moredetailed version,is used
to showcompliance on testbedfor memberengines. As described in Chapter8.2,
the on-boardversiondiffersslightlyfor a sea-waterand a centralcooling-water
systemand,for an enginewithoutVIT or withVlT.

To performthe survey,the followingstepsareto be taken(seeflowChartFig.1

or Fig.8.1,)independentof the survey-code version:
'recordbook'(orpre-TFon testbed.)
a. lnspect'Technical File'(TF)and
'performancecheck'(theextendfollowsthe survey-codere-
b. PerJorma
quirement)(fora /oadestimatesee 8.2'1'3.)
'surveycode.'
c. EstimateNOxfor verifying compliance usingthededicated
d. Checkfuel nozzle(a spare fuelnozzlemay suffice.)
e. CheckotherNOx components on test bed or in dock(or if considered
necessary.)
f. Checksettingadjustments on test bedor in dock(orif considered neces-
sarY.)
'recordbook.'
g. Add outputfromthe surveycodeto the
TheTablesin Enclosure 1 showinputand outputfromthe surveycodebasedon
data,as an example.
t hep a re net n g i n ete st-b ed Theactualestim ated NOxwil lbe
co mp a reidn th e p l o tw i ththe measur ed ( and par
cor r ected) entengine data.

when referring to this page, please quote operation 701-05, Edition 0002 Page19 (23)
MAN B&W DieselfuS
701-05 IMONOxGomponents lr,lAN
BAnrt

5.2 Manualprocedure
Allthe stepsin Section8.3.1arefollowedexceptfor execution
of the surveycode
(B.3.1.c.)

To evaluatemanually
the NOxcompliance, twostepshaveto be per-
thefollowing
formed:

a. Evaluatethe performance influenceon the ISOcorrected NOxvaluesfor

eachloadcondition (asspecifiedin Chapter8.2 or in thefollowing exam-
plein Section8.3.4basedon the parentenginedata.)Performance data
are corrected manuallyusing Equations (Z)to (9) in 8.2.3.1(orfrom
Chartsin the instruction
bookspecified infootnotes*) to TF Chapter1.4
Comments.)
the finalaverageIMONOx (Equations
c. Calculate (15)or (16).)

5.3 Commentson componentchecks

The actualNOx components in TF Chapter1.1(orin Enclosure
arespecified 1,
the lastoutputpagefromthe surveycode,)andAppendixA specifies the neces-
saryverificationprocedures.
The extendof the componentverification
is dis-
cussedabove.
Turbocharger,aircoolerandauxiliaryblowerareverified throughtheirnameplates
(alsoincludedin AppendixA.) Io verifythe turbochargersinternalparts(marked
by the turbocharger
manufacturer) dismantling is necessary(procedures are not
included.)
To verifythe settingvalues,a performance checkhasto be performedusingthe
on-boardsurveycode(asdescribed in the previousSection8.3.1.)Whenthe
specifiedperformance data(seeTable1.3)corrected to ISOambientconditions
arewithinthe giventolerances, the settingadjustments arewithincompliance.
Forsparepartchanges(onlycomponents as listedin TF Table1.1 areallowed) a
reviewof the recordbookwouldnormallybe sufficient. Althougha standard per-
formancecheckwillrevealchangesto manyNOxcomponents, a newcombustion
chamberor a newfuel nozzlemaynot be discovered. (Thefuelnozzleis themost
importantcomponentto affectthe NOx emissionfroman engine.)Therefore, a re-
viewof the recordbookis necessaryas a stading point for the suryey,anda fuel
nozzleshouldbe insoected.

5.4 Surveyexample
to verifycompliance
Detailsof the NOxestimate for a test-bedsurveyusinga test-
bedcooling-water systemaredescribedinthisChapteras an example. Theearlier
Chapters describemodifications
necessaryfortheslightlydifferent
surveycases.

The NOxemissioncan be estimated

at eachloadconditions
usingthefollowing
calculation
method:

Page20 (23) When referring to this page, please quote Operation 701-05, Edition 0002
MAN B&W DieselfuS
 1l,|AN
Et&w IMONOxComponents 701,05

1. Measurethe maximumpressure,scavenging-air
temperature,turbineback
pressureandambientconditions
(seeexamplein Table8.3.1)at the re-
quiredloadpoints.
2. Correctmaximumpressureto ISOconditions
usingEquation(7).
3. Derivethe equivalent relativechangein NOxemission(g/kwh)usingTable
8.2.3basedon the actualperformance in step1 andreference
conditions
in
T F T a b l e1 . 3 .
TableB.3.1:Calculation of expectedNOx'at site'performanceand ISOambient
condition- test bed cooling-watersystem(exampleonly- identicalto the resu/ts
in Enclosure 1)

Power Meas- Relative M e a s . ' s e aM e a s . Relative M e a s . t u rRelative Expected

ured max. change -water' scav.air change bback change site
pressure i n N O x temp. Iemp. in NOx pressure i n N O x I S O - N O x
(7") (barabs) (s/kwh) (des.C) ( d e g . C ) (o/kwn1 (mmWC) (s/kwh) (s/kwh)
100 | 48.8 -0.400 29 41 0.090 230 -0.028 | 3.83
75 130.7 -0.232 27 33 0.021 121 -0.035 14.70
50 99.3 -0.300 26 29 0.021 63 -0.014 12.32
25 70.8 -0.215 z3 32 -0.021 19 -0.003 12.56
E3 cycle 14.07
value

Exampleof calculationfor loOo/oengine load and test bed cooling(the approach

is similarfor the other load conditions:)

Measuredscavenging-air
temperature ( T a b l e8 . 3 . 1 ) 41 deg.C
Referencescavenging-air
temperature ( T F T a b l e1 . 3 ) 37 deg.C
Measured'sea-water'inlettemperature ( T a b l e8 . 3 . 1 ) 29 deg.C
'Sea-water' ( T FT a b l e1 . 3 )
referencetemperature 25 deg.C
Relativescavenging-air
temperature =41-37= 4 deg.C
change= Tmeas.scav.air- Tref.scav.air *)

Delta NOx.Tscav ( T a b l e8 . 2 . 3 ) 0.0224 g/kwh

pr.deg.C
Relativechangein NOx due to Tscav differ- 4 * 0.0224 = 0.090 g/kwh
ence

M e a s u r e dm a x i m u mp r e s s u r e ( T a b l e8 . 3 . 1 ) 148.8 barabs
Referencemaximumpressure ( T FT a b l e1 . 3 ) 151 barabs
Difference(measured- reference) -2.2 barabs
D e l t aN O x .P m a x ( T a b l e8 . 2 3 ) 0 I816 g/kWh
pr.barabs

When referring to this page, please quote Operation 701-05, Edition 0002 Page21 (23)
MAN B&W DieselA/S
 tl,tAhI
701-05 IMONOxComponents B&l t

Relativechangein NOx due to Pmax differ- -2.2 * 0.1816= -0.400 g/kWh

ence

Measuredturbineback oressure ( T a b l e8 . 3 . 1 ) 230 mmWC

Referenceturbineback oressure ( T F T a b l e1 . 3 ) 300 mmWC
Difference(measured- reference) 230 - 300 = -/u mmWC
DeltaNOx, Pturb.back ( T a b l e8 . 2 . 3 ) 0 . 0 0 0 4 g/kWh pr.
mmWC
Relativechangein NOx due to Pturb.back -70 * 0.0004 = -0.0280 g/kwh
difference

MeasuredNOx, corr. ISO ambientand ref. (TF Table 14.17 g/kwh

performance 4.2.2)
NOx value,at ISO ambientand reference 14.17+ 0.090-
site conditions 0.400* 0.028 = 13.83 g/kwh
*) Rememberto changeto the actualcooling-water
systemfor on-boardsurveys

4. the expectedNOxemission
Estimate at measured siteperformance butISO
for eachloadcondition
ambientconditions as a summation of the ISOcor-
rectedNOxvalueandthe relativechanges(seelastcolumnin Table8.3.1)
usingEquation(16)to verifycompliance.
l M o N o x = 0 . 2 9 0 9 * 1 3 . 8 3 + 0 . 5 4 5 5 * 1 4 . 7 0 + 0 . 1 0 9 1 *1 2 . 3 2 + 0 . 0 5 4 5 *1 2 . 5 6 = 14.07 g/kwh

Thismethodis usedto checkNOxcompliance for varyingmeasured valuesof

maximumpressure, scavenging-air andturbinebackpressure.
temperature Since
the maximumIMO-NOx valuefor thisenginegroup is 15.1g/kwh,the engineful-
filsthe requirements. to the performance
Thisis of courseequivalent parameters
beingwithinthe specified
tolerances.

It shouldbe emphasizedthatthe surveycode,unlikethisexample, usesEquation

(15)(i.e.the measuredload-point powers)to calculate
the simulatedNOxemis-
sion.And,thesurveycodewillissuea warning,if theperformance parameters are
outsidethe allowedranges,or the loadpointis morethant5% offthe idealE3/E2
cyclevalue.

Performance check:
1) 4 loadpoints(EzlEgcycle)
2) ForengineswithVIT:75%loadand one loadpointabovethe breakpoint.
Withoutonlvthe 75"/"load point.

Page 22 (23) When referring to this page, please quote Operation 701-05,Edition 0002
MAN B&W DieselA/S
 IMONOxComponents 701-05

5.5 Flow Chartfor SurveyMethods

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When referring to this page, please quote Operation 701-05, Edition 0002 Page23 (23)
MAN B&W DieselA/S
/-*G| ChecksduringStandstillPeriods Chapter702

Table of Contents

702-A1 ChecksduringStandstillPeriods
1. General ........1
2. RegularChecksat EngineStandstillduring NormalService . . . . .1
C h e c k 2 . 1 :O i lF l o w ........1
C h e c k 2 . 2 :O i lP a n ,a n dB e a r i n C g l e a r a n c e. .s. ......2
C h e c k 2 . 3 :F i l t e r s .....2
Check2.4: ScavengePortInspection . . . .2
C h e c k 2 . 5 :E x h a u s t R e c e i v e r ......2
C h e c k 2 . 6 :C r a n k s h a f t ......2
C h e c k ? . 7 :C i r c u l a t i nOgi lS a m p l e s. . . ........3
C h e c k 2 . 8 :T u r b o c h a r g e r . . .......3
C h e c k 2 . 9 :M a n o e u v r i n g G e a r .....3
C h e c k2 . 1 0 :T i m i n gG u i d e . . . .3
3 . C h e c k s a t E n g i n e S t a n d s tdi ul l r i n gR e p a i r s ........4
C h e c k 3 . 1 :B o l t s , S t u d s a n d N u t s ........4
C h e c k3 . 2 : C h a i nC a si n g . . . .4
C h e c k 3 . 3 :L e a k a g e s a n d D r a i n s ........4
Check3.4: Pneumatic Valvesin the ControlAir System . . . . .4
C h e c k 3 . S :B o t t o m T a n k . ....4
4 . C h e c k s a t E n g i n e S t a n d s tai fl tl e r R e p a i r s. . ........4
C h e c k 4 . 1 :F l u s h i n g ........4
C h e c k 4 . 2 :P i s t o n R o d s .....4
C h e c k 4 . 3 :T u r n i n g ....5
C h e c k 4 . 4 :T u r b o c h a r g e r . . .......s
C h e c k 4 . S :C y l i n d e r l u b r i c a t o r s ....s
C h e c k 4 . 6 :M a n o e u v r i n g G e a r .....5
C h e c k 4 . 7 :A i r C o o l e r .......5
5. Laid-upVessels ......5

When referring to this page, please quote Operation Chapter 702 Edition 0002 P a g e1 ( 1 )
MAN B&W DieselAlS
 /-*G| ChecksduringStandstillPeriods 702-01

1. General
The presentchapterdescribeshowto checkup on the condition
of the engine
whileit is at a standstill.

To keepthe engine-room
staffwellinformedregarding the operational
condition,
we recommend recording
the resultsof the inspections
in writing.
The checksmentioned belowfollowa sequence
whichis suitedto a forthcoming
periodof majorrepairs.

Ch e cks2 .1 -2 .9
shouldbe maderegularly
at enginestandstill
duringnormalservice.
Checks2.1 to 2.9 shouldbe coordinated
and evaluatedtogether
withthe measurements describedin Chapter706, 'Engine
Synopsis'.
Checks3.1-3.5
shouldbe madeat enginestandstillduringthe repairs.
Checks4.1-4.7
shouldbe madeat enginestandstill
afterthe repairs.
lf repairor alignment
of bearings,
crankshaft, or pistonshasbeencarried
camshaft
out,repeatchecks2.1, 2.2 and2.6.
i Checksto be madejust beforestartingthe engineare mentionedin Chapter703.
':

2'"n"'';:i::ffi::H:ilH::::*:::J:il::::ffi
" - for instanceas suggested
carriedout at suitableintervals
such,ha,,ca be
in Vol.ll Introduction
'Checking and Maintenance
Programme'.
The maintenance intervals
statedthereinarenormalforsoundmachinery. lf, how-
ever,a periodof operationaldisturbances occurs,or if the condition
is unknown
dueto repairsor alterations,
the relevantinspectionsshouldbe repeated morefre-
, qu e n tl y.

Baseduponthe resultsof Checks2.1-2.9,combinedwithperformance observa-

tions,it is determined work(otherthanthatscheduled)
if extramaintenance is nec-
essary.

C h e ck2 .1 :Oi l F l o w
W h i l eth eci rcu l a ti nogi lp um pis stillr unning
andtheoilis war m,openupthecr ank -
caseandcheckthatthe oil is flowingfreelyfromallcrosshead, crankpinandmain
b e a ri n g s.

When referring to this page, please quote Operation 702-01 Edition 0002 Page I (6)
MAN B&W DieselA/S
702-O', ChecksduringStandstillPeriods

The oiljetsfromthe axialoil groovesin thecrosshead

bearinglowershellsshould
be of uniformthicknessand direction. may be a signof "squeezed
Deviations
white-metal" or clogged-upgrooves,see alsoSection708-01.

spraypipesandspraynozzles
Checkalsothatoil is flowingfreelyfrombearings,
in the chaindrive.

By meansof the sightglassesat the pistoncoolingoil outlets,checkthattheoil is

passingthroughthe pistons.

Checkalsothe thrustbearingand camshaftlubrication.

After a majoroverhaulof pistons,bearings,etc.,

this check should be repeatedbefore startingthe engine.

Check2.2: Oil Pan,and BearingClearances

Afterstopping oil pump,checkthe bottomof the oil panfor frag-
the circulating
mentsof whitemetalfromthe bearings.

Checkcrosshead, witha
crankpin,mainbearingandthrustbearingclearances
feelergauge,and notedownthe values,as described
in Secfion708-01.

Check2.3: Filters
Openup allfilters,(alsoautomatic to checkthatthe wiregauzeand/oroth-
filters),
er filteringmaterialis intact,and thatno foreignbodiesarefound,whichcouldin-
dicatea failureelsewhere.

Check2.4:ScavengePort Inspection
Inspectthe conditionof the pistonrings,cylinderliners,pistons,and pistonrods,
as detailedin Section707-01.

Notedownthe conditionsas describedin Section707-01.

Duringthisinspection,
circulatethe coolingwaterand coolingoilthroughthe en-
gineso thatleakages,
if any,can be discovered.

Removeany cokeandsludgefromthe scavengeair portsand boxes.

portcallsor similar,followthe precautions
(ln caseof prolonged mentioned
in
po i n t4 .2 ).

Check2.5: ExhaustReceiver
Openup the exhaustreceiverand inspectfor depositsand/oranymetalfrag-
Examinealsothe gasgridto
ments,(whichcouldindicatea failureelsewhere).
makesurethatit is cleanand undamaqed.

Check2.6:Crankshaft
as describedin Seclion708-02.
Takedeflectionmeasurements

Page 2 (6) When referring to this page, please quote Operation 702-01 Edition 0002
MAN B&W DieselA/S
 IIAN
E &llt
ChecksduringStandstillPeriods 702-O'l

Check2.7; CirculatingOil Samples

Takean oil sampleand sendit to a laboratory
for analysisand comments.
(See Section 708-04).

Check2.8:Turbocharger
Unscrewthedrainplugsor openthe cocksat the bottomof theturbocharger
hous-
ings.AlsodrainfromthedrainboVpipein theexhaustgasuptake(alsousedwhen
cleaningthe exhaustgasevaporator).

Thispreventsthe possibleaccumulation of rainwater,whichcouldcausecorro-

sionin the gas ducts,and partial
wash-off whichagainmayresult
of sootdeposits,
in unbalance of the turbocharger rotor.

Openinspection covers(iffitted)or removethe gas inletpipeon theturbineside

of the charger,and checkfor depositson the turbinewheeland nozzlering.See
also Check 4.4 regardingprecautionsto avoid turbochargerbearingdamagedur-
ing enginestandstill.

Check2.9: ManoeuvringGear
Frequently
checkthe movability
of the system.
Disconnectthe governor gearby meansof the impacthand-
fromthe regulating
wheelin the enginesidecontrolconsole.Movethe rod connections by meansof
gearis sufficiently
handleto checkthatthefrictionin the regulating
the regulating
low.

Lubricatethe system(bearingsand rod connections)

at intervalsof about4000
hours.

Usegreaseof a goodquality,andwitha "melting"

pointof about120'C.

Forthe governor, oil,withadditives

usean anti-corrosive against:
foam,sludge
formation,and damageto gasketsand paint.

The viscosityindexshouldbe highandthe viscositybe in the range22-68cSt at

4 0 'c.

Regarding seethe producer's

checkof the governor, specialinstructions.

C h e ck2 .1 0 :T i mi n gGu i de
(Onlyfor engineswithVlT,VariableInjection
Timing)

In orderto keepthe timingguidein an optimumservicecondition

withregardto
movability,we recommend thatyoutwiceayearapplydieseloilviatheplugscrew
holeat the baseof the fuelpumphousings.

the plugscrew.
Whenthe dieseloil hasdrainedoff,applylubeoil and reinstall

When referring to this page, please quote Operation 702-01 Edition 0002 Page3 (6)
MAN B&W DieselfuS
702-01 ChecksduringStandstillPeriods /-*G'
3. Checks at Engine Standstill during Repairs
Ch e ck3 .1 :B o l ts,S tu d sand Nuts
Checkall bolts,studsand nutsin the crankcase
and chaincasingto makesure
thattheyhavenotworkedloose.

The sameappliesto the holding-downboltsin the bedplate.

Checkthatsideand
end chocksare properlypositioned,
see also Vol.ll 'Maintenance',
Chapter912.
Check all lockingdevices.

C h e ck3 .2 :C h a i nC a si ng
guidebars.
Inspectthe chains,wheels,bearingsand rubber-bonded

see also Vol.ll 'Maintenance',

Checkthe hydraulicdamperof the chaintightener,
Chapter906-2.1.

Check3.3: Leakagesand Drains

Cleandrainandventpipesof possibleblock-
Remedyanywateror oil leakages.
agesby blowing-through.

Check3.4: PneumaticValvesin the ControlAir System

Cleanthefilters.

Check3.5:BottomTank
lf notdonewithinthe previousyear,pumpthe oil out of the bottomtankand re-
movethesludge.Afterbrushing thetankceiling(toremoverustandscale),clean
the tankand coatthe ceilingwithcleanoil.
Afterbrushing the tankceiling(toremoverustandscale),cleanthetankandcoat
th e ce i l i n gw i thcl e a no i l .

4. Checks at Engine Standstill after Repairs

lf repairor alignment of bearings,crankshaft, or pistonshasbeencarried
camshaft
o u t,re p e aC
t h e cks2 .1, 2 .2and2.6.

C h e ck4 .1 :F l u sh i n g
lf duringrepairs(involving opening-up of theengineor circulating
oilsystem)sand
or otherimpurities couldhaveenteredthe engine,flushthe oil systemwhileby-
passingthe bearings, as described in Chapter708.
e efl u sh i n g
C o n ti n uth u n tilall dir tis r emoved.

Check4.2: Piston Rods

lf the engineis to be outof servicefor a prolonged period,or underadversetem-
peratureand moistureconditions, coatthe pistonrodswithcleanoil,andturnthe
oil pumpis r unning.
e n g i n ew h i l eth eci rcu l a ting

Repeatthisprocedure in orderto preventcorrosion

regularly attackon pistonrods
a n dcra n kca se
su rfa ce s.

Page 4 (6) When referring to this page, please quote Operation 702-01 Edition 0002
MAN B&W DieseltuS
 ChecksduringStandstillPeriods 702-O'l

Check4.3:Turning
Afterrestoringnormaloil circulation,
checkthe movability
of the engineby turning
it one or morerevolutionsusingthe turninggear.

Beforeleadingoil to the exhaust valve actuators:

. EngineswithoutUnilub:via the camshaftoil pump,
' Engines with Unilub:via the main lube oil pump,
and camshaftboosterpumps,

checkthatairsupplyis connected to the pneumatic

pistonsof theexhaustvalves,
and thatthe exhaustvalvesare closed.See alsoChapter703.

Check4.4:Turbocharger
Mountthe drainplugs,(orclosethe cocks)and re-fitthe inspection
covers.
Makesurethatthe turbocharger
shaftsdo not rotateduringenginestandstill, as
the bearingsmaysufferdamageif the shaftsrotatewhilethe lubeoil supplyis
stopped.

Check 4.5: CytinderLubricators

Seealso Plate 70716.

HJ Type

Manuallyoperatethe "buttonpumps"untilthe cylinderoil is knownfor certainto

be flowingfromall the cylinderlinerlubricating
orifices:
Checkthatall steelballsare movingin the sighttubes,indicating
oil flow.
Turneachmainpistonto BDCin turn,andcheck,viathescavengeports,thelube
oil flow to the cylinderliner.See Plate70701.

Checkthatall pipeconnections
andvalvesaretight.
Alpha LubricatorType

Pressthe pRe-luBRtcATtoN buttonon the HMIpaneland inspectthatall LED'sfor

feedbackindication on the intermediateboxesareflashing.Thisindicates thatthe
lubricators
arefunctioning correctly.
lf in doubt,dismantle
the pipeat the cylinder
linerto observethe oilflow.

Check4.6: ManoeuvringGear
See Check2.9.

Check4.7: Air Cooler

Withthecoolingwaterpumprunning, checkif watercanbe seenthroughthedrain
systemsightglassor at the smalldrainpipefromthe watermistcatcher.

l f w a te ri s fo u n d th
, eco o lerelementis pr obably
leaking.
In thatcasetheelement
sh o u l db e ch a n g e do r re pair ed.

when referring to this page, please quote operation 702-01 Edition 0002 page 5 (6)
MAN B&W DieselA/S
702-01 ChecksduringStandstillPeriods I'|AN
EI&Uv

5. Laid-up Vessels
Duringthe lay-upperiod,and alsowhenpreparing the enginefor a longtimeout
we recommend
at service, for preservation
thatourspecialinstructions of themain
enginearefollowed.

Page6 (6) When referring to this page, please quote Operation 702-01 Edition 0002
MAN B&W DieselA/S
 Starting,Manoeuvring
and Running Chapter703

Table of Contents

703-01 Preparationsfor Starting

1 . A i r S y s t e m s. . . .......1
2 . L u b e O iS
l ystems ......1
3. CoolingWaterSystems ......2
4. Slow-TurningtheEngine .....2
4 . 1 S l o w - t u r n w i t h S l o w - T u rDnei nv g
ice ........2
4.2 Slow-turn withTurningGear . . . .3
5 . F u e lO i lS y s t e m .......4
6 . C h e c k i n g t h e F uReel g u l a t i n g G e a r .......4
7. Miscellaneous.. .......4

7O3-O2Starting-up
1. Starting ....1
2. StartingDifficulties "....1
3. SupplementaryComments ....s
4. ChecksduringStarting .......5

703-03 Loading
1. LoadingSequence .....1
2. Checksduringloading .......2

703-04 Running
1. RunningDifficulties .....1
2. SupplementaryComments ....3
3. CheckduringRunning .......5

703-05 Preparations
PRIORto Arrivalin Port

703-06 Stopping
When referring to this page, please quote Operation Chapter 703 Edition 0002 Page 1 (3)
MAN B&W DieselA/S
Chapter703 Starting,Manoeuvring
and Running

Tableof Contents

703-07 OperationsAFTERArrival in Port

703-10 EngineControlSystem,FPPPlant,50-70MCEngines
1. General ....1

2 . R e m o t e C o n t rf rool m C o n t r o
Rlo o m .......2

3 . R e m o t e C o n t rf o
r ol m B r i d g e . . . . ....5
4. ManualControlfrom EnqineSideControlConsole . . . . . .6

5. Interlocks ........9

6. SafetySystem ...10

7. SequenceDiagram ....10
8. Functionof the lndividual
Valves . . . . 11

9 . S y m b oDl e s c r i p t i o n ....18

703-11 Engine Control System,CPP Plant,50-70MCEngines

1. General ....1

2 . R e m o t e C o n t r o l f r o m C o nRt or oolm .......2

3. BridgeControl:Restartof Engine . . . .5

4. M a n u aC
l on trofro
l mE n g i n eS i d eC ontr olConsole . . . . . .5

5. Interlocks ........6

6. SafetySystem
S e, q u e n c e D i a g r a m , e t c . . . .......6

7 . G e n e r a( lN o n - R e v e r s i b l e E n g i n e s ) ........6

8 . R e m o t e C o n t rf o
r ol m C o n t r o
Rlo o m .......6

9. B r i d g eC o ntro lR: e sta rt

of Engine . . . .I

1 0 .M a n u aC
l on trofro
l mE n q i n eS i d eC ontr olConsole . . . . . .9

11.Interlocks... ....11

l2.SafetySystem ...11

Page2 (3) When referring to this page, please quote Operation Chapter 703 Edition 0002
MAN B&W DieselA/S
/-*G| Starting,Manoeuvring
and Running Chapter703

Tableof Contents

703-12 EngineControlSystem,FPPPlant,80-1O8MC/MC-C
Engines
1. General ....1
2 . R e m o t e C o n t rf o
r ol m C o n t r o
Rlo o m .......2
3 . R e m o t e C o n t rf o
r ol m B r i d g e . . . . ....5
4. ManualControlfromEngineSideControlConsole . . . . . .6
5. Interlocks

6. SafetySystem ....9

703-13 Crash-Stop(FPPPlantsand Reversible

CPPPlants)

PLATES

ManualControlfrom EngineSideControlConsole Plate70301

Change-over
fromNormalto ManualControl . . . . Plate7ogo2
Manoeuvring
Gear plate70303
StartingAirSystem . . . . p l a t e7 O g O 4
SequenceDiagram,FPP Plant
ControlRoomControl,STOP.SafetySystem
ControlRoomControl,START,AHEAD,ASTERN ptate70307
ControlfromEngineSideControlConsole,STOP,START,AHEAD,ASTERN. . . Plate70308
SequenceDiagram,CPP Plant plate70309
ControlRoomControl,STOP,START,AHEAD,ASTERN.SafetySystem . Plate70310
BridgeControl,Restartof Engine(Showing'STARTAHEAD') . Plate70311
RemoteControl,STOP,START.SafetySystem . . Plate70312
Controlfrom EngineSideControlConsole,STOP,START . . . plate70313
ControlRoomControl,STOP.SafetySystem . . . . Plate70314
ControlRoomControl,START,AHEAD,ASTERN plate70315
Controlfrom EngineSideControlConsole,STOP,START,AHEAD,ASTERN. . . Plate70316

When referring to this page, please quote Operation Chapter 703 Edition 0002 Page3 (3)
MAN B&W DieselA/S
 Preparations
for Starting 703-01

General:
The followingdescriptionscover the standardmanoeuvringsys-
tem for the 50-1)8MC/MC-Cengines.

Since the manoeuvringand hydraulicsystem suppliedfor a spe-

cific enginemay differ from the standardsystem, 'Plantlnstalla-
tion Drawings'shouldalwaysbe consultedwhen dealing with
questionsregardinga specificplant.

See Secfion705-03regardingcorrectfuel oiltemperaturebeforestarting.

Forinformationon checksto be madebeforestarting,whencylindersare out of
operation,see Section704-04.

1. Air Systems
o Drainwater,if any,fromthe startingair system.
See also Plate 70304.
o Drainwater,if any,from the controlair systemat the receivers.
o Pressurisethe airsystems.Checkthe pressures.
See also Section 701-02.
. Pressurisethe air systemto the pneumaticexhaustvalves.

Air pressuiemustbe appliedbeforethe lubeoil pumpis started.

This is necessaryto preventthe exhaustvalvesfrom openingtoo
much.Seealso Section702-01.
o Engagethe lifting/rotation
checkrod mountedon eachexhaustvalve,
and checkthatthe exhaustvalvesare closed.

2. Lube Oil Systems

1. Startthe lubeoil pumpsfor:
- Engine
- Camshaft
.
- E n g i n ew lubeoil pum ps,
s i th o utUnilub:cam shaft
- EngineswithUnilub:camshaftboosterpumps.
- Turbochargers
lf the turbochargers are equipped witha separate, built-in,
lubrication
syste m,ch e ckth e o i l l evelsthr oughthe sight- glasses.
Checkthe oil pressures. See also Section701-A2.

When referring to this page, please quote Operation 703-01 Edition 0005 Page 1 (4)
MAN B&W DieselAJS
703-01 Preparations
for Starting lr,lAN
Er&w

2. Checkthe oil flow,throughthe sight-glasses,

for:
Pistoncoolingoil
- Turbochargers

3. Checkthatthe cylinderlubricators
arefilledwiththe correcttypeof oil.
See alsoPlate 70716.
4. Operatethe cylinderlubricators
manually.
Checkthat oil is emitted.See also Chapter702, Check4.5.
Checkregularlyduring seruicethat the Load Change
Dependentlubricatorsfunctionproperly.
Seealso the producer'sspecialinstructions.

3. Cooling WaterSystems

h.m The engine must not be started if thejacket coolingwater temperature

l:'313is below20"C.

Preheatto minimum20"C or, preferably,

to 50"C.See also Sections703-03and
703-07.
o Startthe coolingwaterpumps.
o Checkthe pressures. See also Section701-02.

4. Slow-Turning the Engine

Thismustbe carriedoutto preventdamagecausedbyfluidin oneof thecylinders,
andto checkthe reversingmechanism.

Beforebeginning obtainpermission
the slow-turning, fromthe bridge.

Always carry out the slow-turningat the latestpossiblemomentbe-fore

startingand, under all circumstances,withinthe last30 minutes.

ls the specialslow turning deviceinstalled?

foUowProcedure
4.1
ffi
fAtowProcedure
4.2
ffi

4.1 Slow-turnwith SpecialSlow-TurningDevice

' 1. D i se n g a gth
e e tu rn i nggear .
Checkthatit is lockedin the our position.
C h e ckth a tth e i n d i cator
lam pfor TURNTNG
GEAR
ENGAc=extinquishes
o .

Page 2 (4) When referring to this page, please quote Operation 703-01Edition 0005
MAN B&W DieselAJS
1-*Gl Preparationsfor Starting 703-01

2. position.
Liftthe lockingplateof the mainstartingvalveto thesERVlcE Check
the indicatorlamp.
- The lockingplatemustremainin the upper positionduringrunning.
- The lockingplatemustremainin the lower positionduringrepairs.

3. Openthe indicator
valves.
4. Turnthe slow-turning position.
switchto sLow-TURNtNG
s check
toseeiffruid
frows
out
"o*'position
ll"":"rt:i;'J'i3[:?Jilfl:i:
Checkthattheindividual reversethedisplaceable
aircylinders rollersforeach
fuelpumpto the outerposition.
movethe handlebackto srop
6. Whenthe enginehas movedone revolution,
position.
7. Turnthe reversing
handleto the oppositedirection Repeatpoints
of rotation.
5 and6.
position.
switchbackto NoRMAL
8. Turnthe slow-turning
9. Closethe indicator
valves.

4.2 Slow-turnwith TurningGear

1. Openthe indicator
valves.
2. GivenEvrRSrNG handleto the oppositedirec-
orderby movingthe reversing
tion of rotation.
withtheturninggearin thedirection
3- Turnthe engineonerevolution indicated
handle.
by the reversing
valves.
Checkto see if fluidflowsout of any of the indicator
Checkthattheindividual aircylindersreversethedisplaceable rollersforeach
fuel pumpto the outer position.
4. Repeatpoints2 and3 in the oppositedirection
of rotation.
5. Closethe indicator
valves.
6. the turninggear.
Disengage
Checkthatit is lockedin the our position.
Checkthatthe indicatorlampfor TURNTNG ENGAGED
GEAR eltinguishes.
7. position.
Liftthe lockingplateof the mainstartingvalveto thesERVtcE Check
th e i n d i ca tol ar mo .
- T h el o cki n gp l a temustr emainin the upperposition
dur ingr unning.
* The lockingplatemustremainin the lower positionduringrepairs.

When referring to this page, please quote Operation 703-01 Edition 0005 Page 3 (a)
MAN B&W DieselAJS
703-01 for Starting
Preparations

5. Fuel Oil System

Regarding fuel oiltemp. before starting, see Section 705-03.
o Startthe fuel oil supplypumpand circulating pump.lf the enginewas running
on heavy fuel oil until stop, the circulatingpump is already running.
Checkthe pressures andtemperatures.
See also Section 701-02.

6. C h e c k i n g th e F u e l R e g u l a ti ngGear
o Closethe shut-offvalveof the startingairdistributor to preventtheenginefrom
tu rn i n gC. h e ckth e i n d icator
lamp.
o Switchoverto controlfromthe enginesidecontrolconsole.
See description of the procedure on Plate 70302.
o Turnthe regulating handwheel to increase thefuelpumpindex,andcheckthat
allthe fuel pumps followto the FUEL supplvposition.Withthe regulating
hand-
wheelbackin sroe position, checkthatall the fuelpumpsshowzero-index.
o Switchbackto NoRMAL controlby followingPlate70302.
. Openthe shut-offvalveof the startingair distributor.
Checkthatthe indicator
lampextinguishes.

7. Miscellaneous
o Lubricatethe bearingsand rodconnections gear,etc.,at the
in the regulating
intervals
statedin Section702-01.
o Switchon the electrical
equipmentin the controlconsole.
o Setswitchfor the auxiliaryblowersin Ruro position.
The blowers will start at interuals of 6 sec.

See the Warningof scavengeair box fire due to incorrectlywork-

ing auxiliaryblowers in Section 704-01.
o Checkthatall drainvalvesfromscavengeair receiverandboxesto draintank
are ooenand thattest cocksare closed.See Plate70402.
The engineis now readyto start.

Page4 (4) When referring to this page, please quote Operation 703-01 Edition 0005
MAN B&W DieselA/S
 1',iAN Starting-up 703-02
B&v\t

1. Starting
Startthe engineas described undersrnRt-orderin Section703-10for fixedpitch
propeller pitchpropeller
plantsand in Section703-11for controllable plants.

lf the engine hasbeen out-of-servicefor some time, startirlg-upis usu-

ally perlormed as a quay-trial.Prior to this,it must be ascertainedthat:
1. The harbourauthoritiespermit quaylrial.
2. The mooringsare sufficient.
3. A watch is kept on the bridge.

2. StartingDifficulties

StartingDifficulties- Seealso'Supplementary in thisSection

Comments'

Enginefailsto turn Pressurein startingair receiver Startthe compressors. Check

on startingair after too low. that they are workingproperly.
srARTorderhas
beengiven
Valveon startingair receiver Openthe valve.
closed.
Valveto startingair distributor Openthe valve.
closed.
No pressurein the controlair Checkthe pressure(normally7
system. bar).lf too low,changeoverto
the other reducingvalveand
cleanthe filter.
Mainstartingvalve(ballvalve) Lift lockingplateto workingposi-
lockedin closedposition. tion.
Main startingvalve (ballvalve) Releasethe turninggearlocking
does not functionowingto acti- device.
vatedturninggearlockingdevice.
Controlselectorsare wronglyset. Correctthe setting.
The startingair distributorhas Lubricateand makethe shaft
not activatedits end stop valve. movableso that the distributor
moveseasily.Checkand adjust
the air cylinderand end stop
valves.

When referring to this page, please quote Operation 703-02 Edition 0002 Page 1 (6)
MAN B&W DieselA/S
703-02 Starting-up ll|AN
EIB}\'

'Supplementary
Starting Difficulties (Continued)-See also Comments'in thisSection

Pistonsin startingair distributor Lubricateand makethe oistons

sticking. movable.Overhaulthe startino
air distributor.
Distributor
wronglyad-justed. Checkthe timingmarks,see Vol.
ll, Maintenance,proc. 907-2.
with enginepiston1
Alternatively,
in TDC,checkthatthe startingair
pistonfor cyl.1 is lifted
distributor
to the same height(withina toler-
ance of about0.2 mm) by,re-
spectively,the AHEAD and nstEnr.r
cam of the startingair distributor.
Stickingcontrolvalvefor starting Overhaulthecontrolvalveslide.
air distributor.
Startingair valvesin cylindercov- Pressure-testthe valves.
ers defective. Replaceor overhauldefective
valves,see also Section 703-07.
Controlair signalfor starting Findout wherethe signalhas
does not reachthe engine. been stoppedand correctthe
fault.
1 3 A Propellerbladesare not on zero- Set pitchto zero position.
pitch(CPP-plants).
Enginedoes not 1 4 Coil of solenoidvalvefor the See the'Bridge Control'instruc-
reversewhen desireddirectionof rotationdoes tion book.
orderis given. not receivevoltage.
Controlair signalfor the desired By looseningone copperpipeat
directionof rotationdoes not a time on the signal'sroute
reachthe enoine. throughthe system,findthe
defectivevalveor pipe which
stopsthe signal.
Repairor replacethe valve.
Engineturns too 'Slow-turning'(option)of engine Set the 'slow-turning' adjustment
slowly (or adiustedtoo low. screwso thatthe engineturnsas
unevenly)on slowlyas possiblewithoutfalter-
starting air ing.
'Slow-turning'(option)is not can- See the 'BridgeControl'instruc-
celled(automatic control). tions.
Faultytimingof startingair dis- Checkthe timing,see alsopoint
tributor. 10.

Page2 (6) When referring to this page, please quote Operation 703-02 Edition 0002
MAN B&W DieselAJS
 1t,|A]{
B&U\t
Starting-up 703-02

Starting Difficulties (Continued)-See also'Supplementary

Comments'in thisSection

Defectivestartingvalvesin cylin- Pressure-testthe valvesfor leak-

der covers. ages, see also Section 703-07.
Replaceor overhaulthedefective
VAIVES.

En g i n et u r n so n Puncturevalvesnot deaerated. Findthe causeof the stop-order

startingair but and correctthe fault.
stops after receiv-
ing orderto run on
fuel
Shut-downof engine. Checkpressureand tempera-
ture.Reset'shut-down'.
in the manoeuvring Lubricatethe manoeuvring
Sluggishness gear.
gear. Ensurethat the fuel pumps,rod
connections and bearingsare
movable.
See Section 702-01.
Faultyadjustmentof manoeu- Checkthe rod connections.
vringgear. Checkthat the fuel pumpindex
correspond s lo'Adjustmenton
testbed',see Section 701-04.
Governorair booster(Woodward) See the Governor instructions.
does not supplyoil pressureto
the governorduringthe starting
air period.(Woodwardgovernor
only).
The pre-setspeedsettingpres- The pressureshallbe set
sure to the governor(Wood- between1.6 and 2.0 bar,and
ward),is set too low,or for too for about6 seconds.
maintained
shorta period.
Enginerunstoo longon starting Automaticrunning:Adjustthe
air,so the governorhas timeto starting level,see Plates 70305
regulatethe pumpindexdown- a n d 7 0 3 1 l . M a n u arl u n n i n g :
wards,beforerunningstartson Shortenthe startingair period.
f u e lo i l .

When referring to this page, please quote Operation 703-02 Editbn 0002 Page3 (6)
MAN B&W DieselA/S
703-02 p
Starting-u /*G|
'Supplementary
Starting Difficulties (Continued)- See also Comments'in this Section

27 lFaullin governor. Woodwardgovernor

Checkthat the governorfunc-
tionswiththe correctoil pressure.
Checkthatthe limitingfunctions
in the governorare adjustedcor-
rectly.
Deflectionat the startingmoment
shallbe about6 on the terminal
leverscale.
Forfurtherfault-finding,
see the
Governor instructions.
governor
Electronic
See the Governor instruction
book.
See also'Difficultiesduring Run-
ning', Point 28, further on in this
Section.
E n g i n et u r n s o n 28 | Auxiliaryblowersnot functioning.Start auxiliaryblowers.
fuel, but runs un-
evenly (unstable)
and will not pick-
up rpm.
29 | Scavengeair limitset at too high Checklevelof scavenoeair lim-
or too low level. iter.

Checkthe scavengeair pressure

and the exhaustgas pressureat
the actualload.Comparethe
pressureswithshopor seatrial
observations.
3 0 | F u e l f i l t ebr l o c k e d . Cleanthe filter.
31 | Too lowfuel pressure. lncreasethe pressure.
32 | One or morecylindersnot firing. Checksuctionvalveand punc-
turevalvein fuel pump.

Checkindividual index,if no
index,checkthe rod connections
and the safetyshut-downsystem

lf faultnot found,changefuel
VAIVES.

Page4 (6) When referring to this page, please quote Operation 703-02 Edition 0002
MAN B&W DieselA/S
 IIAN
E &Uv
p
Starting-u 703-02

3. Supplementary Comments
Item2, 'StartingDifficulties'
givessomepossiblecausesof startingfailures,on
whichthe followingsupplementary information
and comments can be given.

Point1
The enginecan usuallystartwhenthe startingair pressureis above10 bar.The
compressors should,however,be startedas soonas the pressurein the startinq
air receiveris below25 bar.

Points12,26 and 28
The testingproceduredescribinghowto determine thatall startingvalvesin the
cylindercoversareclosedandarenotleakingis foundin Section703-07.lfa start-
ingvalveleaksduringrunningof the engine,the startingair pipeconcerned will
becomeveryhot.Whenthisoccurs,the startingvalvemustbe replaced andover-
hauled,possiblyreplacing
thespring.lf theenginefailsto startowingto thecauses
statedunder12,thiswillusuallyoccurin a certainposition of the crankshaft.
lf thisoccursduringmanoeuvring, reversing
mustbe madeas quicklyas possible
in orderto movethe crankshaftto anotherposition,
afterwhichtheenginecan be
startedagainin the direction
orderedby the telegraph.

P o i n t1 3
Examinewhetherthereis voltageon thesolenoid valvewhichcontrols thestarting
signal.lf not, see the special instructionbook for the enginecontrolsystem.
lf the solenoidvalveis correctly
activated or the engineis beingmanuallycontrol-
led,tracethefaultby loosening onecopperpipeat a timeontherouteof thesignal
throughthe system,untilthevalveblocking thesignalhasbeenfound.Thefailure
can be dueto a defective valve,or to the causesmentioned underpoints8, 9, 10
a n d2 1 .

Point21
lf the shut-down
was causedby over-speed,cancelthe shut-down
impulseby
movingthe regulating
handleto thesroe position,
wherebythecancellation
switch
closes,andthe puncturevalvesare vented.

lf the shut-downwascausedby too lowpressures or too hightemperatures,

bring
thesebackto theirnormallevel.The shut-down impulsecanthenbe cancelled by
actuating "reset"switchon the alarmpanel.
the appropriate

In rrlnnuRL
controlmode,the shut-down
signalis resetby movingthe regulating
handwheel to sroP position.

4, Checks during Starting

Makethe followingchecksimmediatelyafterstarting:

When referring to this page, please quote Operation 703-02 Edition 0002 Page5 (6)
MAN B&W DieseltuS
703-02 Starting-up I,|Ah|
Er&tlt

Check1: Directionof Rotation

Ensurethat the directionof propellerrotationcorresponds
to the telegraphor-
der.

Check2: ExhaustValves
Seethatall exhaustvalvesare operating
correctly.
Disengage the lifting/rotation indicators
afterchecking
thefunctioning.
Checkthat
theslidevalvespindlesof thesealingaircontrolunitsprotrude throughthecovers
to e n su rese a l i n ga i rsu p ply.

Check3: Turbochargers
Ensurethatall turbochargers
are running.

C h e ck4 : C i rcu l a ti n gOi l

Checkthatthe pressureand discharge are in order
(mainengineandturbochargers).

Check5: Cylinders
Checkthatall cylinders
arefiring.

Check6: StartingValveson CylinderCovers

Feeloverthe pipes.A hot pipeindicatesleakingstartingvalve.
Seealso Vol.lll, Chapter911, "SafetyCap in StartingAir Line"

Check7: Pressuresand Temperatures

Seethateverything is normalforthe enginespeed.ln particular:
thecirculating
oil
and pistoncooling),
(bearinglubrication oil (engines
camshaftlubricating without
fueloil,coolingwater,scavengeair,and controland safetyair.
Unilub),

Check8: CylinderLubricators
areworking,andwithan even"dropheight"levelin
Makesurethatthe lubricators
all the sightglasses.

Checkthatthe actuators on the LoadChangeDependent arein the po-

lubricators
sitionfor increased
cyl.lub.oil dosageduringstartingand manoeuvring.
See the producer'sspecial instructions.

Checkthe oil levelsin the centreglass,and the feedertank.

Seealso Plate 70716.

The lubricatorpump stroke should be occasionallycheckedby measur-

ing the free movementof the adjustmentscrew, which correspondsto
the pump stroke.
See Maker'sinstructionregardingpre-calculatingthe pump stroke.

Followthe producer'sspecialinstructionsfor checkingand adjustingthe pump

stroke.

Page6 (6) When referring to this page, please quote Operation 703-02 Edition 0002
MAN B&W DieseltuS
 lttAN
EI&Uv
Loading 703-03

1. LoadingSequence
Regardingloadrestrictions
afterrepairsandduringrunning-in,see Check10.
lf thereareno restrictions,
loadtheengineaccording
to thisprogramme:

o Increase
gradually
to:
ffi
F P P -p l ants.9O/"
of M CRspeed
CPP-plants: 80% pitch
o Increase overa periodof
to 100%speed/pitch
30 minutesor more.
See also Plates70305,70311.

nk-i[ o Seetablebelow.
^aq

o PreferablY' to 5o'c'
Preheat
ffi
e lf you startwitha coolingwatertemperature
below50'C,
increasegradually to:
FPP-plants:90"/" of MCRspeed
CPP-plants: 80% pitch.
o Whenthe coolingwatertemperature
reachesminimum
50"C,increaseto 100%of MCRspeed/pitch
overa
periodof 30 minutesor more.
o Thetimeit takesto reach50"Cwilldependon the
amountof waterin the systemand on the engineload.
See also Plates70305.70311.

o Donotstarttheengine.
W
o Preheatto minimum20'C, or preferably
to 50'C.

When20'C, or preferably50'C, hasbeenreached,starl

and loadthe engineas describedabove.
See alsoSection703-01.

When referring to this page, please quote Operation 703-03 Edition 0002 Paao 1 12\

MAN B&W DieselA/S

703-03 Loading /-G\
2, C h e c k s d u ri n g L o a d i n g
Check9: Feel-overSequence
lf the condition
of the machinery (e.9.afterrepairsor alterations),
is uncertain the
"feel-oversequence" shouldalwaysbe followed,i.e.:

a. After15-30minutes'runningon sLow
(d e p e n d i nogn the enginesize) ;
b. againaftert hour'srunning;
c. at sea,aftert hour'srunningat servicespeed;
stopthe engine,openthe crankcase,andfeel-overthe movingpartslistedbelow
(byhandor witha "Thermo-feel")
on slidingsuffaceswherefrictionmayhave
causedundueheating.

theturninggearmustbeengaged,
Duringfeeling-over, andthemainstarting
valve
andthe stadingair distributor
mustbe blocked.

The startingair distributor

is blockedby closingthe cross-over
valve.

Feel:
o Main,crankpinand crosshead bearings,
o Pistonrodsand stuffingboxes,
o Crossheadshoes,
o Telescopic
pipes,
o Chainsand bearingsin the chaincasing,and in
the momentcompensator chaindrives(ifmounted),
o Camshaftbearinghousings,
o Thrustbearing/ guidebearing,
o Axialvibrationdamper,
o Torsional
vibrationdamper(ifmounted).
Afterthe lastfeel-over,repeatCheck A1.'OilFlow',in Section702-01.
See also Section 704-02.

C h e ck1 0 : R u n n i n g -i n
Fora newengine,or after:
o repairor renewalof the largebearings,
o renewalor reconditioning of cylinderlinersand pistonrings,
per iod.
mu stb e ma d efor a r unning- in
al l o w a n ce

Regarding increasethe loadslowly,and applythefeel-over

bearings: sequence,
see Check9. Regardingliners/rings:
See Section707-01.

Page 2 (2) When referring ta this page, please quote Operation 703-03 Edition 0002
MAN B&W DieselA/S
 li'|AN
EI&UY
Running 703-04

1. RunningDifficulties

Running Difficulties - See also 'SupplementaryComments'in this Section

Exhausttempera- Increasedscavengeair tempera- See Section 706-02: The section

ture rises ture owingto inadequateair entitled'Evaluationof Records',
a )a l l cyl . coolerfunction. point 3, 'Air Cooler Synopsis'.
*)

Fouledair and gas passages. Cleanthe turbineby meansof

dry cleaning/water washing.
Cleanthe blowersand air cool-
ers, see Section 706-03.

Checkthe backpressurein the

exhaustgas systemjust afterthe
T/C turbineside.* )
Inadequate fuel oil cleaning,or See Chapter 705 * )
alteredcombustioncharacteris-
tics of fuel.
Wrong positionof camshaft Checkp.a,. Checkcamshaft
(Maladjustedor defectivechain with pin gauge.Checkchainten-
drive). sion.
b) single cyl. Defectivefuel valves,or fuel *;
nozzles.
Leakingexhaustvalve Replaceor overhaulthe valve.
*;

Blow-byin combustion
chamber. *y
Wronglyadjusted,or slipped,fuel Checkthe fuel pumplead.
cam.
Exhausttempera- Fallingscavengeair temperature.Checkthat the seawatersystem
ture decreases. thermostatvalveis functionino
a) all cyl. correctly.
Air/gas/steamin fuel system. Checkthe fuel oil supplyand cir-
culatingpumppressures. Check
the functionof the de-aerating
valve.Checkthe suctionsideof
the supplypumpsfor air leak-
ages.Checkthe fueloil pre-
heaterfor steamleakaoes.

When referring to this page, please quote Operation 703-04 Edition 0002 Page 1 (6)
MAN B&W DieselAJS
703-04 Running I,|AN
B&U\t

Running Difficulties (Continued)-See also'Supplementary

Comments'in thisSection

b) singlecyl. Defectivefuel pump suction Repairthe suctionvalve.

valve.
Fuelpumpplungeror puncture Replacethe fuel pumpor the
valvestickingor leaking. puncturevalve.
Reversiblerollerguidein wrong Checkthe rollerguideme-cha-
position(reversible
engines). nismfor seizedbearings,roller
guide,roughenedrollersor cam
etc. In case of seizurebeing
observed,checkthe cam shafi
lub.oil filteras wellas the by-
passfilterfor possibledamage.
Enginer/min Exhaustvalvestickingin open Replacethe exhaustvalve.
decrease position.

Oil pressurebeforefuel pumps Raisethe supplyand circulating

too low. pumppressuresto the normal
level.
16 lAir/gas/steam
in the fuel oil. See point 10.
17 | Defectivefuel valve(s)or fuel Replaceand overhaulthedefec-
tivevalve(s)and pump(s).
17a I Fuelindexlimitedby torque/scav-See Section 706-01.
engeair limitersin the governor
due to abnormalenqineload.
18 | One (or more)reversibleroller
guidesin wrongposition(reversi-
b l ee n g i n e s ) .
1 9 l W a t e ri n f u e lo i l . Drainoff the waterand/orclean
the fuel more effectively.
Firein scavengeair box. See Chapter 704.

Slow-downor shut-down. Checkpressureand tempera-

ture levels.lf theseare in order,
checkfor faultsin the slow-down
equipment.
Combustion characteristics When changingfrom one fueloil
f u e lo i l . type to another,alterationscan
appearin the r/min,at the same
p u m pi n d e x .
2 3 | F o u l i n go f h u l l See Sec/ion706-01.
S a i l i n gi n s h a l l o ww a t e r ,

Page2 (6) When referring to this page, please quote Operation 703-04 Edition 0002
MAN B&W DieselA/S
/-=31 Running 703-04

Running Difficulties (Continued)-See also'SupplementaryComments'in thisSection

Smokyexhaust revolutionsdo not

Turbocharger Somesmokedevelopment during
with enginer/min.
correspond acceleration is normal;no meas-
ures calledfor.
Heavysmokeduringaccelera-
tion:Faultin governorlimiters
setting.
Air supplynot sufficient. See reference quoted under
point 1.
Checkengineroomventilation.
Defectivefuel valves See point 5, and Section 706-05,
(incl.nozzles). (incl.Plate 70618).

Firein scavengeair box. See Chapter 704.

Governorfailure/erratic See ltem 2'Supplementary Com-
regulation. ments'.

2. Supplementary Comments
Item1, 'Difficulties
whenRunning'givessomepossible dis-
causesof operational
turbances, information
on whichthe followingsupplementary and commentscan
be given.

Point6
A leakingexhaustvalvemanifests rise,and a
itselfby an exhausttemperature
and maximum
dropin the compression pressures.

ln orderto limitthedamage,if possible,immediately replacethevalveconcerned,

or, as a preliminarymeasure,liftthe fuel pumprollerguide,see Secfion704-04.

Point7
In seriouscases,pistonringblow-bymanifests itselfin thesameway as a leaking
exhaustvalve,butsometimes revealsitselfat an earlierstageby a hissingsound.
Thisis clearlyheardwhenthe draincockfromthescavengeairboxis opened.At
the sametime,smokeand sparksmay appear.

Whenchecking, or whencleaning the drainpipe,keepclearof the lineof ejection,

a s b u rn i n go i l ca nb e b l o wnout.

Withstoppedengine,blow-bycanbe locatedby inspecting of the pis-

thecondition
ton rings,throughthe scavengeair ports.Pistonand cylinderlinerbecomeblack
in the areaof blow-by.Sludge,whichhasbeenblownintothe scavengeaircham-
ber,can alsoindicatethe defectivecylinder.See alsoSection707-A3.

Si n ceb l o w -b ca y nb e d u eto sticking of unbr oken pistonr ings,ther eis a chanc e

o f g r a d u a l ldyi m i n i s h i ni tg,d u r i n gr u n n i n gb,y r e d u c i ntgh ep u m pi n d e xf o ra f e w

When referring to this page, please quote Operation 703-04 Edition 0002 Page3 (6)
MAN B&W DieselA/S
703-04 Running M.A,N
EIA}\'

minutesand,at the sametime,increasing

the cylinderoil amount.lf thisis notef-
fective,thefuelpumpindexandthe pmax
fIrUSt
be reduceduntiltheblow-byceases.

The pressurerisepcomp-pmax mustnotexceedthevaluemeasuredontestbedat the

reducedmeaneffective pressureor fuelpumpindex.Regarding of p.",,
adjusting
'Maintenance',
see Vol. ll Chapter909.

lf the blow-bydoesnotstop,thefuelpumprollerguideshouldbe lifted,or the pis-

ton ringschanged.

Runningwithpistonringblow-by,evenfor a verylimitedperiodof time,cancause

severedamageto thecylinderliner.Thisis dueto thermaloverheating of the liner.
Furthermore, thereis a riskof fire in the scavengeair boxesandscavengeair re-
ceiver,see alsoSection704-01.

thereis a generalriskof startingtroublesowingto too

In caseof severeblow-by,
low compression pressure
duringthe startingsequence.

Concerning the causesof blow-by,

see Chapter707,wherethe regularmainte-
nanceis alsodescribed.

P o i n ts1 0 a n d 1 6
Airigasin the fueloil systemcan be causedby a sticking
fuelvalvespindle,or be-
causethe springhas broken.

lf a defective
fuelvalveis found,thismustbe replaced,
and it shouldbe checked
that no fueloil hasaccumulatedon the oistoncrown.

Po i n ts1 3 a n d 1 8
In the normalrunningcondition, rollerguideis in a self-locking
the reversible posi-
t io n .(R e ve rsi bel en g i n e ) .

However, in theeventof increasedfrictionin therollerguidemechanism

(seizure),
thereis a riskthatthe rollerguidelinkmightchangeposition.

Points12 and 17
lf,to obtainfullload,it provesnecessary
to increase fuelpumpindex
an individual
by morethan10%(fromseatrialvalue),thenthisin mostcasesindicates thatthe
pumpis wornout.Thiscan usuallybe confirmed the plunger.lf the
by inspecting
cut-offedgeshowsa dark-coloured erodedarea,the pumpshouldbe sentfor re-
pair.Thiscanusuallybe doneby reconditioning the bore,andfittinga newplung-
er.

P o i n t2 8
lf the faultliesin the governoritself,the specialgovernorinstruction
bookshould
be co n su l te d .

can alsocauseerraticregulation.
Externalinfluences Forinstance:
o ma i nch a i nd ri vew ro n glytensioned ( W oodwargover
d nor ) ,
o fa l l i n go i l p re ssu re ( W oodwargover
to the gover nor d nor ) .

Page4 (6) When referring to this page, please quote Operation 703-04 Edition 0002
MAN B&W DieselA/S
/-*G' Running 703-04

o lackof controlair pressure(Woodwardgovernor),

o sluggishness gear,
in the regulating
o firingfailure,
o unbalance betweenthe cylinders,
in the loaddistribution
see Section 706-02.
See Section703-02.

3. C h e c k du ri n g R u n n i n g
Ch e ck1 1 :T h ru stB e a ri ng
C h e ckme a su ri negq u i P ment.

C h e ck1 1 A :C h a i nT i g h tener s
Checkthe chaintighteners for the camshaftdriveandthemomentcompensators
(ifinstalled).Thecombined chaintightenersandhydraulic dampingarrangements
shouldbe readjusted, whenthe red-coloured is
partof the wearindicators
reached.See Vol. ll, Maintenance, Chapter706-

Check12: Shut Downand Slow Down

Checkmeasuring equiPment.

Check13: PressureAlarms (Pressure

Switches)
Gcneral:
andsettingof the alarmsshouldbe checked'
The functioning
and settingof pressuresensors
It is essentialto carefullycheckthe functioning
andtemperature sensors.
for whichthe sensorsare designed
Theymustbe checkedundercircumstances
to set off alarm.

Thismeansthatsensorsfor lowpressure/temperatureshouldbetestedwithfalling
pressure/temperature, shouldbe test-
and sensorsfor high-pressure/temperature
ed with risingpressure/temperature.

Ch e cki n g :
the checkingcanbe effectedas fol-
is available,
lf no specialtestingequipment
lows:

a. Thealarmpressure andcoolingsystemsmaybe pro-

switchesin the lubricating
videdwitha testcock,by meansof whichthe pressureat the sensormaybe
decreased,andthe alarmtherebytested.

b. lf thereis no suchtestcock,the alarmpointmustbe displaced untilthe alarm

is given.Whenthe alarmhasthusoccurredit is checkedthatthe pressure
switchscaleis in agreement (Sometypesof pressure
withthe actualpressure.
scale) .
sw i tch ehs a vea n a d i u stable

when referring to this page, ptease quote operation 703-04 Edition 0002 Pages (6)
MAN B&W DieselA/S
703-04 Running

Thenresetthe pressureswitchto the preselected

alarmlimit,whichshould
causethe alarmsignalto stop.

Check14:TemperatureAlarms (Thermostats)
See also Check 13, 'General'.

Mostof thethermostatic
valvesin the coolingsystemscan likewisebe testedby
the alarmpoint,so thatthe sensorresponds
displacing to the actualtemperature.
However, in somecases,the settingcannotbe reducedsufficiently,
and such
valvesmusteitherbe testedwhenthe servicetemperature hasbeenreached, or
by heatingthe sensingelementin a waterbath,togetherwitha referencether-
mometer.

Check15: Oil Mist Detector

Checkthe oil mistdetector.

Adjustmentand testingof the alarmfunctionis effectedin accordancewiththe in-

givenon the equipment,
structions or in the separateOil MistDetectorinstruction
book.

Check16: Observations
includingindicatorcards,see Plate70603'Per-
Makea full set of observations,
formanceObseruations' and Section706-04.Checkthat pressuresand tempera-
turesare in order.

Checkthe loaddistribution
betweenthe cylinders,
see Section706-02.

Page 6 (6) When referring to this page, please quote Operation 703-04 Edition 0002
MAN B&W DieselA/S
 I,|AN
B&Uv
Preparations
PRIORto Arrivalin Port 703-05

See Section707-01regardingscavengeport inspectionprior to

arrivalin port.

t. Decidewhetherthe harbourmanoeuvres shouldbe carriedout on dieseloil

or on heavyfuel oil. See also Section705-03.
Change-overshouldbe carriedoutone hour beforethefirstmanoeuvres
are
expected.See Section705-a3.
2 . Startan additional
auxiliary
engineto ensurea powerreserveforthe manoeu-
VTES.

3 . Makea reversingtest (FPP-plants).

Thisensuresthat the startingvalvesand
reversingmechanismare working.
4. Blow-offany condensedwaterfromthe startingair and controlair systems
just beforethe manoeuvres.

When referring to this page, please quote Operation 703-05 Edition 0002 P a g e1 ( 1 )
MAN B&W DieselA/S
 Stopping 703-06

Stopthe engineas described understop-orderin Section703-10for fixedpitch

propeller
plantsand in Section703-11for controllable
pitchpropellerplants.

Seealso Section703-13'Crash-Stop(FPP-Plantsand ReversibleCPP-Plants)'.

When referring to this page, please quote Operation 703-06 Edition 0002 P a g e1 ( 1 )
M A NB & W D i e s e l A / S
 }lAN
B&ll,
OperationsAFTERArrival in Port 703-07

1. OperationsAFTERArrival in Port
Whenthe 'rrnrsHED
wrrHENGTNE'
orderis receivedin the controlroom:
I
t- Switchoverto controlroomcontrol.
2 . Switch-off
the auxiliaryblowers.
3 . Testthe stadingvalvesfor leakage:
Obtainpermission
fromthe bridge.
- Checkthatthe turninggearis disengaged.
This is becausea leaky valve can cause the crankshaftto rotate.
- Closethe valveto the startingair distributor.
- Openthe indicator valves.
- Change-over
to manualcontrolfromenginesidecontrolconsole.
See Secfion703-10'ManualControlformEngineSide ControlConsole',
regardingthe change-overprocedure.
- Activatethe srARTbutton.
This admits stafting air, but not controlair, to the starting valves.
- Checkto see if air blowsoutfromany of the indicator
valves.
ln this event, the starting valve concernedis leaky.
Replaceor overhaulany defectivestartingvalves.
4. Lockthe mainstartingvalvein its lowestpositionby meansof the locking
plate.
Engagethe turninggear.
Checkthe indicator
lamp.
Checkthatthe valveto the startingair distributor
is closed.
5. Stopthe camshaftlubeoil pump/booster
pumps.
6. Closeandventthe controlair and safetyair systems.
Checkthatthe actionof the springscausesthe slidevalvespindlesof the
sealingaircontrolunitsto moveinwards,
thusstoppingthe sealingairsupply.

Do notstopthe air supplyto the exhaustvalveair cylinders,

as air draught
throughan openexhaustvalvemaycausethe turbocharger shaftto rotate,
thuscausingbearingdamage,if the lubeoil supplyto the turbochargeris
stopped.
7 . Wa i tmi n i mu m1 5 mi nutesafterstopping
the engine,
then:
sto pth e l u b eo i l p um ps
sto pth e co o l i n gw aterpumps.

When referring to this page, please quote Operation 703-07 Edition 0002 Page 1 (2)
MAN B&W DieselA/S
703-07 OperationsAFTERArrivalin Port

Thisprevents overheatingof cooledsurfacesin the combustion

chambers,and counteractsthe formationof carbondepositsin
piston crowns.
L F u e lo i l p u mp s:

o Stopthe fueloil supplypumps.

W
o Do notstopthe circulating
pumps.
o Keepthefueloil preheated.
The circulatingoiltemperaturemay be reducedduring
engine standstill,as describedin Section 705-03'Fuel Pre-
heating when in Port'.
Cob heavyfueloil is difficuttor even impossibte
to pump
ffi
o Stopthefueloilsupplyandcirculating
pumps.
ffi
9. Freshwaterpreheatingduringstandstill:

K e e pth e enginepr eheated

or unheated.
W.
However,see ltems 1.3and 3.1.

preheated
Keeptheengine to minimum
50'C.
W&.
This counteractscorrosiveattack on the cvlinderliners
duringstarting-up.
o Usea built-inpreheateror the auxiliary
enginecooling
waterfor preheating
of the engine.
See also Section709-03'JacketWaterCoolingSystem'

1 0 . Switch-off whichneednot operateduringenginestandstill.

otherequipment
1 1 . Regarding
checksto be carriedout duringenginestandstill,
see Chapter702

Page2 (2) When referring to this page, please quote Operation 703-07 Edition 0002
MAN B&W DieselA/S
 EngineControlSystem,
703-10
FPPPlant,50-70MC-Engines

1. G e n e r al
For plantsequippedwithfixedpitchpropeller, modesof controlare
the following
available:
- Remotecontrolfrom controlroom
- Remotecontrolfrombridge(option)
- ManualControlfromenginesidecontrolconsole.
On Plate70306,the pneumatic in redand controlair is
srop signalis indicated
indicated
in green.

Hfffi The safety air system, which is indicatedin purple, is only

F6H pressurisedafter valve 127-C6during engineshut-down.
'AlarmLimits'.
See Chapter701,

systemis shownwiththefollowing
The manoeuvring status:
_ STOP

Latest direction of rotation ordered: AHEAD

Remotecontrolfrom controlroom
Poweron (pneumatic
+ electric)
Mainstartingvalveon sERVlcE.
the engineis readyto start.
In thiscondition

When referringto thispage, please quote Operation703-10Edition0001 Page 1 (18)

MAN B&W DieselA/S
 EngineControlSystem,
703-10 IIA1{
FPPPlant,50-70MC-Engines El&ult

2. Remote Control from Control Room Plates70306,70307

var l ve(100- E2)
Th e ch a n g e -o ve m ustbe in its' Rem ote position.
Contr ol'

Srop, srART,reversing(nrrno or nsrcnru)and speed-setting

ordersare given
manuallyby movingthe regulating handle,corresponding
to the orderfromthe
bri d g e .

STOPorder Ihe STOPsignal is indicated in red on Plates 70306, 70307

M o v e t h e r e g u l a t i n gh a n d l e t o s r o p p o s i t i o n

The followingitemsare actuated: Function:

63-K1 Activatesvalve84-K4and subsequentlyvalve38-D4,which

(sroe switch) activates:
25-C4: Leadscontrolairto the puncture
valveon eachfuelpump
This prevents the injection of high-pressurefuel oil into
the cylinders.
117-88:Activatesthe startingair distributor
so thatit is readywhen
the startingsignalis given.
40-B.2 Adjuststhe fuelpumpsto maximumV|T-index by meansof reducing
(Vi a1 5 1 - A 4 ) valve59-C1.The consequent earlyfueloil injection
facilitates
start-
ing and runningin RstEnru
direction.
Ihe srop signal is kept as long as the regulating handle is rn srop position, in srRnr posi-
tion and in the ranae in between.

P a g e2 ( 1 8 ) When referringto thispage, please quote Operation703-10Edition0001

MAN B&W DieselAr/S
 EngineControlSystem,
I,|AN 703-10
ET&YI' FPPPlant,50-70MC-Engines

Ihe srnnr signal is indicated in dotted red on Plates 70307,

STARTorder The nHrno signalis indicatedin blue,and the ASTERN
signal
is indicatedin dottedblue on Plate70307.
Note:Regarding slow-turning, (Optional)'
see'Slow-Turning
Acknowledge thetelegraph. Movethe regulating
handleintosrARTposition,
in the required
directionof rotation.Thefollowingdescribes
the sequencefor srARTAHEAD.
Thefollowingitemsremainactuated: Function:
63-K1 Maintains see 'srop-order',
the srop-signal, above.
Thefollowingitemsare actuated: Function:
176-K1 ' Activatesvalve86-K4,which:
(nHenoswitch) - Activates valve10-G11 whichsuppliesairto reversing
cylinders13-C11and57-E9.
This causes reversingof the startingair distributorand the
roller guides for the fuel pumps,providedthat they are not
already in the requiredposition.
Note:The rollerguidesare onlyableto reversewhenthe
enginerotates.
Leadsair to interlockvalve55-E8.
Whenthe startingair distributorhas reachedthe requiredposi-
tion, air is supplied to valve37-E5.
This preventsthe engine from startingif the startingair distrib-
utor is in an incorrectposition.
64-K1 . Activatesvalve90-K5and subsequently valve37-E5.
(srARrswitch) Providedinterlock valve55-E8is released:
Leadspilotairto valve33-D5.
d tur ninggearis disengaged
P ro vi d ethe ( 115- G7) :
- Activatesvalves:
14-E9: Blocksreversing of the startingair distributor
to
preventdamage.
15-E10: See 14-E9,above.
26-88: Admitsairsupplyto the startingair distributor.
27-D9: Opensthe mainstartingvalveandthe (Optional)
slow-turning valvewhichleadsairto:
- Startingair distributor
- Startingvalves
Note:lf slow-turning is installed,valve28-Cgis insertedto
preventopeningof the mainstartingvalveuntilthe crankshaft has
rotatedat leastone revolution.
The enginewill nowrotateon startingair.Whenthe RPM-detector, H7,detectsthe RsrRo
motion,valve40-82is deactivated, enablingregulating
valve53-C2to controlthe fuelpump
V | T - i n d evxi ava l ve5 2 -A 2d u ri n qru n n inqAHEAD.

When referring to this page, please quote Operation 703-10 Edition 0001 Page3 (18)
MAN B&W DieselA/S
 EngineControlSystem,
70 3 - 1 0
FPPPlant,50-70MC-Engines

STARTorder (Cont.)

When srART-LEVEL
B - 12% of MCR speed, see Plate 70305
npu is reached:

Movethe regulatinghandleto the ordered position. (However,

see Section703-03).
Thefollowing
itemsare deactuated. Function:

63-K1 Deactivatesvalve84-K4andsubsequently valve38-D4,which

(sroe switch) deactuates:
25-C4'.Ventspuncture valves(A3),causinghigh-pressure
fueloilto
be injectedintothe cylinders.
the pilotairsupplyto the startingairdistributor.
117-BB:Cuts-off The
memory functioncauses those starting valveswhichare
alreadyactivatedto stay open during the remainingopening
period.

64-K1 Deactivatesvalve90-K5and subsequently valve37-E5,causing

(srnnr switch) deactivation
of valve33-D5,and with one second'sdelay(32-D5)
deactivates:
14-E9: Ventsthe blockingof the startingair distributor.
15-E10: See 14-E9,above.
26-88: Closesthe air supplyto the startingair distributor.
27-D9: Closesthe mainstartingvalveandthe (optional)
slow-turn-
ingvalve,
This one second'sdelay causes the main starting valveto remain
open, so as to supply air to those cylindersthat are in srnar posi-
tion.
176-K1 With six seconds'delay,valve86-K4deactivates
valve10-G11
(nHenoswitch) whichventsreversing cylinders13-C11and 57-E9.

Thissix seconds'delayis to ensurethatthefuelrollerguides

ch a n g eth e i rposition.
Set the speed with the regulatinghandle. SeealsoSection703-03.
In caseof slRnr-rArLURE,
i.e.if the enginestopsafterthe startingsequenceis finished:

' Cancelthe limitersin the governorby activating

switch79-H2.
Thisallowsthe governorto give more fuel duringthe startingsequence.
' Makea newstartattemptas described under'srART order',above.

P a g e4 ( 1 8 ) When referringto thispage, please quote Operation703-10Edition0001

MAN B&W DieselA/S
 EngineControlSystem,
I,|AN 703-10
Et&ut FPPPlant,50-70MC-Engines

Reversingand sranr in a new direction

Ftp Regardingreversing
andstartin a newdirection
whenthe ship'sspeedis high,see
t. (FPP-Plants
Section703-13'Crash-Stop and Reversible
CPP-Plants)'
' Stopthe engine,as described under'sroporder',above.
' Startthe enginein the oppositedirection,
as described
under'srART
order',above.
' Duringstartingand runningin nsrrnrudirection,
valve40-8.2 is activated,hereby
leadingthe pre-setair signalfor maximumV|T-indexfromvalve59-C1to the VIT-
actuators(52-42).The consequentearlyfuel injectionfacilitatesstartingand running
in nsreRru
direction.

ing (Optional)
Slow-Turn

lf the manoeuvring systemis equippedwitha slowturningfeature,we recommend using

thisin connection withstartingthe engine,if it hasbeenstoppedfor morethan30 minutes.
' Activatethe slowturningswitch78-H2on the manoeuvring consolemanually.
The switch activatessolenoidvalve28-C9, which deaeratesthe pneumaticopeningline
to the main starting valve.
' GivesrARTorderwith the regulatinghandle.Themain startingvalveis keptin the closed
position, while only the smallerslow turning valveopens.
o Whenthe crankshafthas rotatedat leastone revolution, deactivatethe slow-turnino
switch.
' The main starting valveopens,and the normal srARTprocedurecan continue.

3. ptates7090s-07
RemoteControlfrom Bridge (Option)
The changefrom remotecontrolfrom controlroomto remotecontrolfrom bridge
is madeby movingthe change-overswitch80-H2on the manoeuvring console.
The controlpositionis changedimmediately
whenthe switchis operated.
Duringremotecontrolfrom bridge,the srop, srART,reversing(aHrnoor nsrrnru)
andspeed-setting signalsare givenby an operating
handleon thebridge,normal-
ly the bridgetelegraphhandle,not shownin the diagram.
The necessary functions suchas changingto fuelat srARTlevelr/min,slow-turn-
ing (option), delayof reversing signals,andcancelling of limitersin the governor
at repeated srARTarebuilt-inelectronically in the remotecontrolsystem.Thecon-
versionintopneumatic signalsis effectedby meansof solenoid valves(84-K4),
(86-K4),(88-K5)and (90-K5)for sron, AHEAD, ASTERNandsrRnr,respectively, as
de scri b eudn d e r'R e mo te
Contr olfr omContr olRoom ' .
T h e p ro ce d u re th e manoeuvr ing
o u tsi d e takesplaceas descr ibed
console under
' R e mo te fro
C o n tro l m C o ntr olRoom ' Plate
. 70306- 07.

When referring to this page, please quote Operation 703-10 Edition 0001 P a g e5 ( 1 8 )
MAN B&W DieselAJS
 EngineControlSystem,
703-10
FPPPlant,50-70MC-Engines

lf theenginer/minfallsbelowstartinglevelto "starting-error"
levelafter"changeto
fuel",the remotecontrolsystemautomatically detectsa startingerrorand carries
repeatedstRRl,cf. sequencediagram,Plate70305.
out an automatically

4. Manual Control from Engine Side Control Console

Plates 70301,70302, 70308
Inthe eventof breakdown of the normalpneumatic
manoeuvring system,thegov-
- -
or if for otherreasons directindex-control
ernoror its electronics, is required,
the enginecan be operatedfromthe enginesidecontrolconsole.

withstoppedengine:
Change-over

See detaileddescriptionon Plate 70302.

wri thru n n i nqenqine:
C h a n o e -o ve
'1. Reducethe engineloadto max.80% MCR.
of
2. Checkthatthe positionof reversingvalve105-E3corresponds
to the
p re se nru
t n n i n gd i rection.
3. Movethe regulatinghandwheel to bringthe taperedslotsof the change-over
mechanism in positionoppositeeachother.
4. Putthe blockingarm in positionfor enginesidecontrol.
5. Quickly,movethe impacthandwheel, P-C3,to the oppositeposition.
This disconnectsthe fuel pumps from the governorand connectsthem
to the regulatinghandwheelon the engineside controlconsole.
6. Movethe change-over valve100-E2to the position
for enginesidecontrol.
This ventsvalves84-K4.86-K4.88-K5and g0-K5.and leads controlair to
the valvesin the engineside controlconsole.
lf srop valve 102-D2is not deactivated,
the enginenow receivesa srop
order.
- ActivatesrARTvalve101-E2briefly.Thisair impulsedeactivates srop
valve 102-D2.
7. Setthe enginespeeddirectlywiththe regulating
handwheel.
See a/so Section703-03'Loadino'.

Whenthe governoris disengaged,the engineis stillprotectedagainst

overspeedby the electric overspeedtrip, i.e. the engine is stopped
automaticallyif the revolutionsincreaseto the overspeedsetting. The
overspeedshut-downcan only be resetby movingthe regulatinghand-
wheelto srop position.Manoeuvringmust thereforebe cariledout very
carefully,especiallywhen navigatingin rough weather.

P a g e6 ( 1 8 ) When referringto thispage, please quote Operation703-10Edition0001

MAN B&W DieselA/S
 EngineControlSystem,
l,l.A,hl 703-10
Et&]lt FPPPlant,50-70MC-Engines

STOPorder The srop signal is indicatedin red on Plates70308.

Activateslop valve 102-D2

The followingitemsare actuated: Function:

25-C4 Leadscontrolairto the puncture valveon eachfuelpump.Thispre-
vents the injectionof high-pressurefuel oil into the cylinder.
117-88 Activatesthe startingair distributor so that it is readywhenthe start-
i n gsi g n ails given.
Furthermore, air is suppliedto the reversing valve105-E3.
40-B.2 Adjuststhefuelpumpsto maximum VlT-index by meansof reducing
(V i a1 s 1 - A 4 ) valve59-C1.The consequent earlyfueloil injection
facilitates
start-
ing and runningin Rstrnrudirection.

Ihe srnRr signal is indicated in dotted red on Plates 70909

The nHrno signalis indicatedin blue,and the ASTERN
signal
STARTorder is indicatedin dottedblue on Plate70308.

Move reversingvalve 105-E3to the ordered position.

The followingdescribes
the sequencefor srnnr AHEAD.

T h e f o l l o w i n gl t e m sa r e a c t u a t e d F
: unction:

10-G11 S u p p l i eas i rto r ever sing

cylinder13-
s C11and57- E9.
This causesreversingof the startingair distributorand the roller
guides for the fuel pumps,providedthey are not alreadyin the
requiredposition.
Note:The rollerguidesare onlyableto reversewhenthe engine
rotates.
When the startingair distributoris in the correctposition:
Note:Thismustbe checkedvisually
Movethe regulatinghandwheelto a suitableposition.
ActivatesrARTvalve101-E2.

When referring to this page, please quote Operation 703-10 Edition 0001 P a g e7 ( 1 8 )
MAN B&W DieselA/S
 EngineControlSystem,
703-10 ]vl.A.N
FPPPlant,50-70MC-Engines Et&t\t

STARTorder (Cont)

The followinqitemsareactuated: Function.

25-C4 See 'stoPorder',above.
117-88 See 'stop order',above.
1 0 - G1 S e e1 0 - G 1 1
above.
The followingltemsareactuated: Function:
33-D5 Providedthe turninggearis disengaged:
Activatesvalves:
14-E9: Blocksreversing to prevent
of the startingair distributor
damage.
15-E10: See 14-E9.above.
26-88: Admitsair supplyto the startingair distributor.
27-D9: Opensthe mainstartingvalveandthe (optional)
slow-turn-
ingvalvewhichleadsairto:
- Startingair distributor
- Startingair valves

The enginewillnowrotateon startingair.Whenthe RPM-detector,

H7,detectsthe RHeno
motion,valve40-82is deactivated, valve53-C2to controlthe fuelpump
enablingregulating
VIT-index
via valve52-A2duringrunningAHEAD.
When srABT-LEVEL
nPmis reached: 8 - 12"/"of MCR speed, see Plate 70305

Deactivatestart valve 1O1-E2.

The followingitemsare deactivated: Function:

25-C4 Ventsthe puncturevalves(A3),causinghigh-pressure
fueloilto be
injectedintothe cylinders.
117-BB Cuts-offthe pilotair supplyto the startingair distributor.
Themem-
ory functioncauses those starting valveswhichare alreadyacti-
vated to stay open during the remainingopeningperiod.
33 - D 5 Withonesecond'sdelay,deactivates valves:
26-88: Closesthe air supplyto the startingair distributor.
27-D9. Closesthe mainstartingvalveandthe (optional)
slow-turn-
ingvalve.
This one second'sdelay causes the main starting valveto remain
open, so as to supply air to those cylindersthat are rn srRnr
position.

P a g e8 ( 1 8 ) When referringto thispage, please quote Operation703-10Edition0001

MAN B&W DieselAJS
 EngineControlSystem,
/-G\ FPPPlant,50-70MC-Engines
703-10

STARTorder (Cont.)

105-E Deactivates valve10-G11,whichventsreversing cylinders

(Delayed
six seconds) 1 3 - C 1 a
1 n d5 7 - E 9 .
This six seconds'delay is to ensure that the fuel roller guides
change theirposition.
Set the enginespeeddirectlywith the regulatinghandwheel.
See Section703-03'Loading'.
See also the Note regardingoverspeedshut-downat the beginningof ltem 4.

Reversingand srant in a new direction

Regarding reversing and startin a newdirection

whenthe ship'sspeedis high,
see Section 703-13 'Crash-stop(FPP-Plantsand ReversibleCPP-Plants)

' Activatestop valve102-D2.

' Change-over reversing valve105-E3.
This reversesthe fuel pump rollerguides and the starting air distributor.
' Checkvisuallythatthe startingair distributor
is in the correctposition.
' Startthe engine,as describedin 'srART'order,above.
' Duringstartingand runningin nsrcRndirection,valve40-82is activated, herebyleading
the pre-setair signalformaximumVlT-index fromvalve59-C1to the
VIT-actuators(52-M). The consequentearlyfuel injectionfacilitatesstartingand
runningin Rsrrnndirection.

5. Interlocks
Thefollowinginterlocks
are builtintothe manoeuvring
system:
withturninggear
1. Start-blocking
Whenthe turninggearis engaged,valve(115-G7)is activated, whereupon
the air supplyto valve(33-D5),
whichformspartof the startingsystem,is
blocked, Plate70306.Thismeansthatwhentheturninggearis engaged, the
engineis unableto start.Activein all modesof control.
2. Positionof startingair distributor
Whenthe startingair distributoris changedto AHEAD position,
valve(55-E8)
is activated,allowingairto be suppliedto valve(37-E5),
whichformspartof
the startingsystem.

The procedure
is the samein the caseof an ASTERNorder.Valve(56-EB)
is
beforeair is suppliedto valve(37-E5).
activated

When referringto thispage, please quote Operation703-10Edition0001 Page 9 (18)

MAN B&W DieseltuS
 EngineControlSystem,
703-10 IIAN
FPPPlant,50-70MC-Engines B&Uv

ensuresthatthe engineis unableto startuntilthe staftingair

Thisinterlock
i.e.in RHrnoor ASTERN
position,
(EB)is in a well-defined
distributor position.

is onlyactiveduringcontrolroomcontroland bridgecontrol.
The interlock
durinqsrART
3 . Blockinqof startinqair distributor
WhenSrARrsignalis given,bothvalve(14-E9)andvalve(15-E10)
areacti-
vated.

Thereby,the reversing is blockedwhilestarting

of the startingair distributor
air is suppliedto the engine.(Reversing during
of the startingair distributor
START mightcausedamageto the distributor.) Activeat all modesof control.

4. of startwhenpitchis applied(CPP-Plants
Disablement onlv)(Plate70310)
lf pitchis applied, partof themanoeuvring
in the electrical
an interlock system
(notshownin the manoeuvring diagram), will be activatedand the stafiing
possibility willbe blockeduntilthe propeller is in zeroposition'

lf the CPP-system it is possible

or electrically,
failsmechanically to by-pass
by meansof switch140-H3on the manoeuvring
the interlock console.When
resetthe switchto the normalserviceposition.
the faulthas beencorrected,
Onlyactiveduringcontrolroomcontrol.

6. Safety System Plates70306,70310,70313

The safetysystemis a completelyseparatesystemfor the protection
of the en-
gine.

The pneumaticpartof the safetysystemis separatefromthe controlsystemand

suppliedwithairvia valve(16-A10)and is controlled by the safetysystem(with
separatepowersupply,notshownin diagram). ln caseof shut-down, the safety
systemactivatesvalve(127-C6).Then an air signalis led to the puncturevalves
(A3)on eachfuelpumpwhereupon the enginestops.The systemis connected in
allmodesof enginecontrol.Thesafetyairsystemis indicated in purple.Regarding
see Vol lll, Chapter909.
fuel oil leakageshut-down,

7. Sequence Diagram Plates70305,70309

The diagramsshowthe mostimportant systemduring
signalsin the manoeuvring
etc.
stad,stoP,reversing,
purposes.
The diagramsmayalsobe usefulfor trouble-shooting

P a g e1 0 ( 1 8 ) when referringto thispage, please quote operation 703-10Edition0001

MAN B&W DieselA/S
 EngineControlSystem,
703-10
FPPPlant,50-70MC-Engines

8. Function of the Individual Valves

Components appliedfor:
: All planttypes
F : FPP,50-70MC
F2 : FPP,80-90MCiMC-C
CR : CPP-plants, reversible
engine
CNR : CPP-plants, non-reversible
engine
1: B a l lva l ve
Formanualcutting-off
of controlair supply.
2. Pressureswitchisensor
Foralarmif controlair supplypressureis too low.Alarmpoint5.5 bar.
3: Ballvalve
For manualcutting-off
of air to exhaustvalve.
See also Section702-01Check2.8 and 4.4.
4: Pressureswitch/sensor
': Foralarmif controlair pressureis notventedduring
FTNTSHED
wtrHENGtNe. Alarmpoint0.5 bar
6: Pressureqauqe
controlair supplypressure.
Indicates
7: Ma q n esw
t i tchF 1 ,F2,CR
Activatedwhenreversing cylinder(13)is in Rrirnoposition.
8: Ma q n esw
t i tchF 1 ,F2,CR
Activatedwhenreversing cylinder(13)is in nsrcnruposition.
9: B a l lva l veF 1 ,F 2 ,C R
F o rma n u abl l o cki ng ( 13) .
of the airsupplyto aircylinder
10: Two-position.
three-wavvalveF1, F2, CR
cylinders(13)and (57)for reversing
Leadsairto reversing to
AHEADposition.
1 1 : T w o -p o si ti oth
n ,re e- wav
valveFl, F2,CR
Leadsairto reversing cylinders(13)and (57)for reversing
to
ASTERN position.
1 3 : A i rc v l i n d eFr1 ,F 2 ,C R
Reverses the rollerfor the fuel pumpto RHERo
andestEnru,
respectively.
14 Two-position,
three-wav valveF1, F2,CR
Preventsreversingof startingairdistributor
whenstartingairis supplied.
F2:
Activates
the startingair distributor
in RHrnodrrection.
15: Two-position.
three-way valveF1, F2,CR
Preventsreversingof startingair distributor
whenstartingair is supplied.
F2:Activates
the startinoair distributorin nsrrnrudirection.
1 6 : B a l lv a l v e
Formanualcuttrng-off
of safetyair supply.

When referringto thispage, please quote Operation703-10 Edition 0001 Page 11 (18)
M A NB & WD i e s e l A / S
 EngineControlSystem,
703-10 I'AN
FPPPlant,50-70MC-Engines Er&t\t

1 7 . Pressure
switch/sensor
Foralarmif safetypressureis too low.Alarmpoint5.5 bar.
1 8 : Pressure switch/sensor
Foralarmif safetyair pressureis notventedduringFTNTSHED
wrrHENGTNE.
A l a rmp o i n t0 .5b a r.
qauqe
1 9 : Pressure
safetyair supplypressure.
Indicates
20. Air receiver
Reducestimelagsin the manoeuvring
system.
21 : Ballvalve
Fordrainingoff waterfromthe manoeuvring
system.
23: Doublenon-return
valve
25: Two-position,
three-wav valve
Controlspuncturevalveson fuelpumps.
26: Two-position,three-wav valve
Preventsair inletto startingair distributor
in caseof leakingmainstarting
valve.Allowsair duringsrART.
27 . Two-position,five-wavvalve
Controlsthe mainstartingvalveandslowturningvalve(ifinstalled).
(Openor closed).
28. Two-position, three-wavsolenoidvalve
Controls Blocksopeningof the mainstarting
slow-turning. valveduringslow-
tu rn i n g .
29. D o u b l en o n -re tu rn
v alveF1,F2 CR
v alveF1,F2,CR
3 0 : D o u b l en o n -re tu rn
3 1 : Doublenon-return
valve
32. Throttlenon-returnvalve
Delaysventingof the pilotsignalto valves(26)and(27).Thedelayis adjust-
able.The purposeof thisdelayis to ensurethatthosecylinders whichare
suppliedwithstartingairwhenchanging to fueloil,willfulfilthe startingse-
quence.Thisensuresa goodstartof the engine.
Delayabout1 second.
33: Two-position,three-wav valve
Leadspilotsignalto valves(26)and (27)whenturninggearis disengaged
and pilotsignalis givenfromvalve(37).
CNR:WhensrARTsignalis received.
34'. Two-position,
three-wav valveF2
Activates in RHEno
the startingair distributor direction.
35 : T w o -p o si ti oth valv€F2
n ,re e- waV
A cti va teth
s esta fti nqairdistr ibutor
r nASTEnT
dir ection.

P a g e1 2 ( 1 8 ) When referringto this page, please quote Operation703-10Edition0001

MAN B&W DieselA/S
 EngineControlSystem,
/-*3| FPPPlant,50-70MC-Engines 703-10

36: Two-position,three-way valveF2

Controlsthe airsupplyto valves(34),(35)whenstop signalis given.
37: Two-position,
three-wav valveF1, CR
Leadspilotsignalto valve(33)duringsrARr.
38: Two-position,
three-wav valve
Leadspilotsignalto valves(25),(36)
and (117)whensroe signalis given.
40: Two-position,
three-wav solenoidvalveF1, F2,CR
Changesthe pilotsignalto activator(52)duringsrop andASTERN
running.
41: Switch
Givessignaltomanoeuvring systemwhenthechange-overmechanism is in
remotecontrolmode.
CNR:Alsodisconnectsel. instrument
boxat enginesidecontrolconsole.
42. Electricalqovernoractivator
Controlsthefuelpumps.
45: Reducinq valveF2
Leads pre-setcontrolpressure (52)duringAHEAD
to V|T-actuators running
and tr,tRttuRl
controlmode.
48: Switch
Resetsshut-down function(insafetypanel)whenregulating
handleis in
SToppositionduringcontrolfromenginesidecontrolconsole.
49. Throttlenon-return
valveF1,CNR,CR
Controlsthe timedelayof the pilotsignalto activator(52)duringAHEAD
run-
ning.
50 : D o u b l en o n -re tu rn
valveF1.CR
qauqe
5 1 : P re ssu re
lndicates the controlpressure
to activator(52).
52: VIT activator
lead(timing)in accordance
Adjuststhe injection withthe meanindicated
pressure.
53: Requlatinq valve
Supplies controlpressure
to activator(52)in accordance
withthe mepduring
A H E Aru
D nning.
Controlsthe pilotpressureto V|T-activator
F2: llP converter. (52)duringre-
motecontrolmode.
54: Two-position,
three-wav valveF2
Changesthe signalto V|T-actuators
fromremotecontrolmodeto MANUAL
controlmode,respectively.
5 5 : T w o -p o si ti oth
n ,re e- wav
valveF1,CR
Blocksthe srnRrAHEAD signaluntilstartingair distributor posi-
is in RHeno
tion.

Whenreferringto thispage, please quote Operation703-10Edition0001 Page 13 (18)

MAN B&W DieselA/S
 EngineControlSystem,
703-10 IIAN
FPPPlant,50-70MC-Engines Et&s,

56: Two-position, valveF1,CR

three-wav
Blocksthe srnRrASTERN signaluntilthe startingair distributor
is in ASTERN
p o si ti o n .
57: A i r c v l i n d eFr1 ,C R
Reverses fromAHEAD
the startingair distributor to ASTERN
andviceversa.
59: R e d u ci nva
q l veF 1 ,F2,CR
Controls pre-setcontrolpressure
the (52)duringstop and
to activator
A S T E RruNn n i n g .
60: Switch
signalto governorwhenregulating
Givesshut-down handleis in sroe posi-
ti o n .
6 1 : Switch
Resetsshut-downfunction(insafetypanel)whenregulating
handleis in
sroe position.
62'. Potentiometer
Regulates signalto governorduringcontrol-room
the speed-setting control.
63: Switch
The switchis actuatedwhenthe controlhandleis in srop position, in srRRt
position, and in the rangein between,and providessrop signalto valve
(1 6 6 )/(8 4 ).
6 4 . Switch
The switchis actuatedwhenthe controlhandleis in srnnr position,
andpro-
videssrARrsignalto valve(172)l(90).
70: TeleqraphF2
78: Switch
the slowturningvalve(28)duringcontrol-room
Activates control.
79: Switch
in governorduringcontrol-room
Cancelslimitation control.
80 : Switch/valve
Change-overbetweenbridgecontroland control-room
control.
83 : PressureswitchF'l, F2, CR
Givessignalto manoeuvring systemwhenengineis on remotecontrol.
S e tp o i n t:2 b a r.
84: Two-position,three-wav solenoidvalveF'1,F2,CR
Givespilotsignalto valve(38)whensrop is orderedfrombridge(orcontrol
ro o m).
86: T w o -p o si ti oth
n .re e- wav valveF1,F2,CR
solenoid
Givespilotsignalto valve(10)andsupplyairto valve(55)whennHrnois or-
deredfrombridge.
F 2 : S i g n a l t o ( 1 0 ) , ( 1 4 ) , ( 3 4 ) w h e n A H E A Di s o r d e r e d f 1 6 1 1h r i r l n on r n n n t r n l
room.

P a g e1 a ( 1 8 ) Whenreferringto thispage, please quote Operation703-10Edition0001

MAN B&W DieselA/S
 EngineControlSystem,
IIAN 703-10
B&V\t FPPPlant,50-70MC-Engines

88. Two-position, three-wavsolenoidvalveF1, F2,CR

Givespilotsignalto valve(11)and supplyairto valve(56)whennsrcnNis
orderedfrombridge.
l (1 1 ),(15) ,( 35)whenASTERN
F 2 :S i g n ato is or der ed
fr ombr idgeor contr ol
room.
three-wavsolenoidvalveF1, F2,CR
90: Two-position,
Leadspilotsignalto valves(33),(37)whensrARTis orderedfrombridge(or
controlroom).
100: Two-position,five-wavvalve
Shiftscontrolairfromsystemfor wnruunLcontrolfromthe enginesideto the
remotecontrolsystems,and vice versa.
three-wavvalve,handoperated
101: Two-position,
LeadssrAnr signalto valves(25),(33),(102)and (117)andsupplyairto
valve(105)duringMANUAL controlfromengineside.Givescombined srART
andsrop signalwhenactivated duringMANUAL from
control engineside.
102: Two-position,
three-wav valve,handoperated
Leadssroe signalto valves(25),(36),(117)andsupplyairto valve(105)
duringMANUALcontrolfromengineside.
103: Doublenon-return
valve
104: Throttlenon-return
valveF1, F2,CR
Keepsthe nHrnoand nstERttsignalsactivatedfor 6 secondsaftersrART
duringMANUAL controlfromenginesidecontrolconsole.
105: Two-position,
five-wavvalve,hand-operated Fl , F2,CR
Leadsreversingsignalto valves(10) and (11),corresponding
to order
(nHenoor ASTERN),duringMANUAL controlfromengineside.
106: Pressure switchDisconnects resetfunctionand cancelling
functions
in re-
motecontrolsystemsfromsafetysystemduringMANUAL controlfrom engine
si d e .S e tp o i n t.2 b a r.
107: Pressure switch
Givessignalto manoeuvring systemwhenengineis on vnNunlcontrolfrom
Setpoint:2bar .
e n g i n esi d eco n troconsole.
l
11 4 : S w i tch
Givessignalto lampin manoeuvring valve(118)is in
consolewhenshut-off
S E R V TpCoEsi ti o n .
115: Two-position, valve
three-wav
Blocksthe srARTpossibility
whenthe turninggearis engaged.
11 6 : S w i tch
Gi ve si n d i ca ti oonn br idgeif tur ninggearis engaged.
117: Two-position, three-way valve
Activates the staftingair distributor whensroe signalis received.
F 2 .C o n t r o lasi rs u p p l yt o v a l v e s( 1 4 ) (, 1 5 )w h e ns r o e s i g n ails g i v e n .

When referring to this page, please quote Operation 703-10 Edition 0001 P a g e1 5 ( 1 8 )
MAN B&W DieselAJS
 EngineControlSystem,
703-10 r|AN
FPPPlant,50-70MC-Engines EI&Uv

118: Shut-offvalve
Formanualcutting-off
of controlairto the startingair distributor.
11 9 : S w i tch
Givesindication
on bridgewhenstartingair distributor
is blocked.
1 2 0 : S w i tch
GivessERVrcE
/ sr-ocxrosignalto lampsin manoeuvring
console.
1 2 1 :S w i t c h
Givessignalto lampson manoeuvring
consoleandto telegraph
system/
communication systemwhenmainstartingvalveis blocked.
122: Sensorfor startinqair pressure
BlockssrARTpossibility frombridgeif startingair pressure
is too low.
Set point:15 bar.
125. Air receiver20 |
Reducestime lagsin the safetysystem.
126: Ballvalve
For drainingoff waterfromthe safetysystem.
127: Two-position,
three-wavsolenoidvalve
puncturevalveon fuelpumpswhenshut-down
Activates signalis given
(fromsafetysystem).
128. Doublenon-return
valve
129: Pressureswitch
Foralarmwhenliftinggeardevicefor fuelpumpsare activated.
130: Two-position,five-wavvalve
Actuatesthe liftinggeardevicein caseof leakagefromhigh-pressure
pipes.
1 3 1 :D i a p h r a q m
Controls valve(130)
132: Non-return
valve
Drainsdiaphragm(131)if pressureexceeds1 bar.
13 3 : B a l lva l ve
of dr ainpipe.
F o rma n u abl l o cki ng
1 3 7 . N o n -re tu rn
va l ve
Preventsback-flowof air from exhaustvalve.
'138: Pressure
switch/sensor
Foralarmif pressureis too low.Set point5.5 bar.
1 4 0 : S w i tchC N R ,C R
By-passof zeropitchinterlock.
1 4 1 : P re ssu re sw i tchC NR
Givesinformation to bridgecontrolsystemandsafetysystemwhen
e n g i n ei s o n b r i d g ec o n t r o l .

P a g e1 6 ( 1 8 ) When referilng to thispage, please quote Operation703-10Edition0001

MAN B&W DieselA/S
 EngineControlSystem,
},|AN 703-10
ET&Uv FPPPlant,50-70MC-Engines

1 4 6 : S w i t c hC R
GivesAHEAD or ASTERN
signalto valves 86 or 88, respectively.
1 4 7 : Doublenon-returnvalve
14 8 : Three-position,
four-wavvalve
For manualactuation
and resetting
of the liftinggeardevice.
149: Air cvlinder(liftinqgeardevice)
Liftsthefuelpumprollerguideclearof the cam.
15 0 : R e d u cti ounn i t
Reducesthe startingair pressureto 7 bar.
1 5 1 : P re ssu re
sw i tch
Cancelstachofailurealarmfrom safetysystemwhensroe signalis
given.Set point:4 bar.
166: Two-position,three-wav solenoidvalveCNR
Givespilotsignalto valve(38)whensrop is orderedduringMANUAL
control.
172: Two-position,
three-wav solenoidvalveCNR
Leadspilotsignalto valve(33)whensrARris orderedduringMANUAL
control.
17 6 : S w i tchF l , F 2
The switchis activated whenthe controlhandleis in nueRoposition
andpro-
videsAHEAD signalto valve(168)/(86).
177: SwitchF1, F2
The switchis activatedwhenthe controlhandleis in nsrrnrupositionand
providesASTERN signalto valve(170)/(88).
180: SafetvvalveF2
Opensat 12 bar.
valve(non-adiustable)
181: Throttlenon-return F2
Delaysventingof the air cylinder(13)whenreversing
ASTERN.
182: SafetvvalveF2
Opensat 12bar.
valve(non-adiustable)
183: Throttlenon-return F2
Delaysventingof the air cylinder(13)whenreversing
AHEAD.
1 8 4 : D o u b l en o n -re tu rn
valveF1

When referring to this page, please quote Operation 703-10 Edition 0001 P a g e1 7 ( 1 8 )
M A NB & W D i e s e l t u S
 EngineControlSystem,
703-10 lriAh|
FPPPlant,50-70MC-Engines Et&Ytt

9. Symbol Description
The Symbolsconsistof one or moresquarefields.The numberof fieldscorre-
spondsto the numberof valvepositions.
The connecting linesareconnectedto
the valvepositionat a givenmomentof the process.
the fieldwhichrepresents

The changeof positionis conceivedto takeplaceby thefieldsbeingdisplaced

at
rightanglesto the connecting
lines,whichareassumedto havea stationary posi-
tionon the paper.A shortcrossline
on a brokenlineindicatesa closedpath.
Exampleof pressurecontrolled valvewithspringreturn:
2-position

Controlair

1. = lnitialPosition
2. = ChanoedPosition

P a g e1 B( 1 8 ) When referring to this page, please quote Operation 703-10 Edition 0001
MAN B&W DieselfuS
 EngineControlSystem,
703-11
]t|AN
B&UV CPPPlant,50-70MC-Engines

1. General(Reversible
Engines)
Forplantsofthereversible pitchpropeller,
withcontrollable
type,equipped thefol-
modes
lowing of are
control available:
RemoteControlfromControlRoom.
BridgeControl:Restartof Engine
- ManualControlfromEngineSideControlConsole.

Thisdescriptiononly includesthe pneumaticmanoeuvringsystem. The

controlof the propellerpitch, includingloading,is indicatedin the
sequencediagram.Plate 70309. Seealso Section 703-03.
see thesuppliefs specialin-
of the pitchcontrolequipment,
Regardingdescription
structions.

On Plates70310,70311the pneumatic srop signalis indicated in red,the start

signalis indicated in
in dottedred,controlair is indicated greenandsafetyair is
indicated in purple.

The safety air system, which is indicatedin purple, is only

pressurisedafter valve 127-C6during engineshut-down,
'AlarmLimits'.
seeSection701-01

systemis shownwiththe following

The manoeuvring status:
_ Stop
Controlroomcontrol
Poweron (pneumatic
+ electric)
Mainstartingvalveon sERVlcE
Latestdirectionof rotationordered:AHEAD.

When referringto thispage, please guote Operation703-11Edition0001 P a g e1 ( 11 )

MAN B&W DieselfuS
 EngineControlSystem,
703-11
CPPPlant,50-70MC-Engines

2. Remote Control from Control Room Plate70312

The change-overvalve100-E2mustbe in its 'RemoteControl'position.

Stop, srARTandspeed-settingordersare givenmanuallyby movingthe regulat-

ing handle,corresponding
to the orderfromthe bridge.

Thereversing valve146-H3is maintainedin nHrRoposition

by a detachable
block-
ingdevicein orderto preventunintentional
reversing..

STOPorder Ihe srop signalis indicatedin red on Plates70310.

handleto sroP position.
Movethe regulating
The followingitemsare actuated: Function:
63-K1 Activatesvalve84-K4and subsequently valve38-D4,whichacti-
(sroe switch) vates:
25-C4: Leadscontrolair to the puncturevalveon eachfuelpump.
This preventsthe injectionof high-pressurefuel oil into the
cylinders.
117-88:Activatesthe startingair distributor
so thatit is readywhen
the startingsignalis given.
40-B.2 Adjuststhe fuelpumpsto maximumV|T-index by meansof reducing
(Viavalve151-A4) valve59-C2.The consequent earlyfueloil injection
facilitates
start-
ingand runningin nsrenrudirection.
handleis in srop position,
The srop signalis keptas longas the regulating in srRRrposition
and in the rangein between.

Page 2 (11) When referringto thispage, please quote Operation703-11Edition0001

MAN B&W DieselA/S
 EngineControlSystem,
1l|AN 703-11
Et&Ylt CPPPlant,50-70MC-Engines

STARTorder Ihe srnnr signalis indicatedin dottedred on Plates70310.

see 'Slow-Turning
Note: Regardingslow-turning, (Optional')
in Section703-10.
Movethe regulatinghandleinto srARTposition.
The followingdescribes
the sequencefor slRRrAHEAD.
The followingitemsremainactuated: Function:
6 3 - K1 the srop signal,see 'srop' orderabove.
Maintains
The followingitemsare actuated: Function.
64-K1 o Activatesvalve86-K4via switch146-K3,which:
(srARr valve) - Activates valve10-G11,whichsuppliesairto reversing cylin-
d e rs1 3- C11and57- E9.
This causes reversingof the startingair distributorand the
roller guides for the fuel pumps, providedthat they are not
alreadyin the requiredposition.
Note:The rollerguidesare onlyableto reversewhenthe
enginerotates.
Leadsairto interlock valve55-E8.
Whenthe startingair distributorhas reachedthe requiredposi-
tion, air is suppliedto valve37-E5.
This preventsthe engine from starting if the startingair distrib-
utor is in an incorrectposition.
. Activates valve90-K5and providedthe propeller is in zeropitch
(interlock builtintothe electrical partof the manoeuvring system):
Leads pilot air to valve37-E5.
Providedinterlock 55-EBis released:
Leadspilotair to valve33-D5.
d etur ninggearis disengaged
P ro vi d eth ( 11s- HO) :
- Activatesvalves:
14-E9: Blocksreversing of the startingair distributorto pre-
ventdamage.
15-E10: See 14-E9,above.
26-88: Admitsair supplyto the startingair distributor.
27-D9: Opensthe mainstartingvalveandthe (optional)
slow-turning valve,whichleadsairto:
- Startingair distributor
- Startingvalves
Note:lf slow-turning valve28-C9is insertedto prevent
is installed,
openingof the mainstartingvalveuntilthe crankshaft hasrotatedat
leastone revolution.
The enginewillnow rotateon startingair.Whenthe RPM-detector, H7,detectsthe nHrRo
motion,valve40-82is deactivated, enablingthe regulating
valve53-C2to controlthefuel
p u m pV|T - i n d evi
x ava l ve5 2 -A 2d u ri n gr unningAHEAD.

When referringto thispage, please quote Operation703-11Edition0001 P a g e3 ( 11 )

MAN B&W DieseltuS
 EngineGontrolSystem,
703-11 IIAN
CPPPlant,50-70MC-Engines 13&t\t

STARTorder (Cont.)
When sIART-LEVEL
8 - 12% of MCR speed, see Plate 70305
npnltis reached:

Movethe regulatinghandleto the orderedposition.However,see Section703-03.

The followingitemsare deactuated: Function:
63-K1 Deactivatesvalve84-K4andsubsequently valve38-D4,which
(sroe switch) deactuates:
25-C4'.Ventspuncture valves(A3),causinghigh-pressure
fueloilto
be injectedintothe cylinders.
117-88:Cuts-offthe pilotair supplyto the startingair
distributor.
The memory functioncauses those starting valveswhich
are alreadyactivatedto stay open during the remaining
openingperiod.
64-K1 valve90-K5and subsequently
Deactivates valve37-E5,causing
(srnnr switch) of valve33-D5,andwithone second'sdelay(32-D5),
deactivation
deactivates:
14-E9: Ventsthe blockingof the startingair distributor.
15-E10:See 14-E9.above.
26-88: Closesthe air supplyto the startingair distributor.
27-D9: Closesthe mainstartingvalveandthe (optional)
slow-turn-
ingvalve.
This one second'sdelay causes the main starting valveto remain
open, so as to supply air to those cylindersthat are rn srRnr posr-
tion.
86-K4 Withsix seconds'delay,valve86-K4deactivates valve10-G11
(nHrno switch) w h i chve n tsr ever sing
cylinder13-
s C11and57- E9.
This six seconds'delay is to ensure that the fuel rollerguides
change theirposition.
Set the speed with the regulatinghandle.
In caseof stant-rArLURE, i.e.if the enginestopsafterthe startingsequenceis finished:
' Cancelthe limitersin the governorby activating switch79-H2.
This allows the governorto give more fuel during the starting sequence.
' Makea newstartattemptas described under'srART order',above.
Note:The enginecan onlybe startedwhenthe propeller is on zeropitch,dueto an interlock
partof the manoeuvring
builtintothe electrical system.In caseof breakdown, it is possible
to
by-passthisinterlock by actuating switch140-H3.
See also Section703-10'lnterlocks',point 4.

P a g e4 ( 11 ) When referring to this page, please quote Operation 703-11 Edition 0001
MAN B&W DieselA/S
 EngineControlSystem,
703-11
CPPPlant,50-70MC-Engines

Reversingand srnRt in a asrenHdirection

Regarding reversingand stnRt in a Rstrnrudirection

whenthe ship'sspeedis high,
see Section703-13 'Crash-Stop (FPP-Plantsand ReversibleCPP-Plants)'.

. Stopthe engine,as described under'sroporder',above.

' Disablethe blockingdeviceof reversing
valve146-H3,and movethe reversing
handleto the oppositeposition.
' Startthe engine,as describedunder'srARTorder',above.
' Duringstartingand runningin nsrcnrudirection, valve40-8.2 is activated,
herebyleading
the pre-setair signalfor maximumV|T-indexfromvalve5g-C2to the VIT-
actuators(52-A2).The consequent earlyfuel injectionfacilitatesstartingand runningin
ASTERN direction_

3. Bridge Control: Restart of Engine ptate70Stl

Duringremotecontrolfrombridge,adjustment of speed-setting (andpitch)is ef-
fectedvia an operating
interface,
normallya combinator handleor,for plantswith
constantspeed,a telegraph handle.The operatinginterface
is notshownin the
diagrams.
o Startthe enginefromthe controlroom,as described
in ltem2.
o Transfercontrolto the bridge(80-H2).
lf the enginestopsduringcontrolfromthe bridge,it canbe restarted
fromthe
bridge,but restartfrombridgeis notto be consideredas a normalmanoeuvre.
The restartswitchon the bridgeactivatesstop valve84-K4,srARTvalve90-K5as
wellas thevalve(86-K4or 88-K5)whichcorresponds to the position
of valve146-
H3.

Restartof enginefrombridge:
o Setthe propeller
on zero.
o Setthe speedsettingpressureto the valuecorresponding
to idlingspeed.
o Actuatethe restadswitch.
o Whenthe srRnr-LEVEL rpm is reached
(8-12%of MCRspeed,see Plate70309),releasethe restartswitch.
Th e e n o i n ew i l ln o wru non fuel.

4. Manual Control from Engine Side Control Console

for plantswithfixed-pitch
As described propeller,
Section703-10,ltem4.

When referringto thispage, please quote Operation703-11Edition 0001 Page 5 (11)

MAN B&W DieselA/S
 EngineControlSystem,
703-11
CPPPlant,50-70MC-Engines

5. Interlocks
forplantswithfixed-pitch
As described propeller, 703-10,
Section ltem5.

6. SafetySystem,SequenceDiagram,etc.
forfixedpitchpropeller,
As described Section
703-10,
ltems6 to 9.

7. General(Non-ReversibleEngines)
Forplantsof thenon-reversible
typeequipped pitchpropeller,
withcontrollable the
followingmodesof controlare available:

RemoteControlfromControlRoom.
BridgeControl:Restartof Engine
- ControlfromEngineSideControlConsole

This descriptiononly includes the pneumaticmanoeuvringsystem. The

controlof the propellerpitch is indicatedin the sequencediagram.Plate
70309.

of the pitchcontrolequipment,
Regardingdescription see thesupplier's
specialin-
structions.

On Plates70312-13 the pneumaticsroe signalis indicated in red,thesrRRrsignal

is indicated
in dottedred and controlair is indicated
in oreen.

in purple,is only
The safetyairsystem,whichis indicated
pressurisedaftervalve127-CG duringengineshut-down.
SeeSection701-01.'AlarmLimits'

The manoeuvring
systemis shownwiththefollowing
status:
- Srop
- Controlroomcontrol
- Poweron (pneumatic + electric)
- Mainstartingvalveon service.

8. Remote Control from Control Room Plate70312

The change-overvalve100-E2mustbe in its 'RemoteControl'position.

Stop, srARTand speed-setting ordersare givenmanuallyby movingthe regulat-

i n gh a n d l eco to theor derfr omthe br idge.
, rre sp o n d ing

Page 6 (11) When referringto this page, please quote Operation703-11 Edition0001
MAN B&W DieselA/S
 EngineControlSystem,
IIAN 703-11
Er&l t CPPPlant,50-70MC-Engines

STOPorder The srop signal is indicatedin red on Plates 70312.

handleto sTopposition.
Movethe regulating

The followingitemsare actuated: Function:

63-K1 Activates
valve166-K4andsubsequently
valve38-D4,whichacti-
(sroe switch) VATES:
25-C4: Leadscontrolairto the puncturevalveon eachfuelpump.
Thispreventsthe injectionof high-pre,ssurefuel oil into the
cylinders.
117-C8:Activates
the startingair distributor
so thatit is readywhen
the startingsignalis given.
The sroP signalis keptar; longas the regulating
handleis in srop position,
in srnnr position
and in the rangein betwe- o n .

STARTorder Ihe srnnr signal is indicated in dotted red on Plate 70312.

Note: Regardingslow-turning,see "Slow-Turning

(Optional)'in Section703-10,ltem 2.
Movethe regulatinghandleinto srARTposition.
The followingitemsremainactuated: Function:
63-K1 Maintains
the srop signal,see'srop order',above.
The followingltemsare actuated: Function:
64-K1 Provided the propelleris in zeropitch(interlockbuiltintothe electri-
(srnnrswitch) cal partof the manoeuvring system):
o Activatesvalve172-K5,whichleadspilotair to valve33-D5.
d etur ninggearis disengaged
P ro vi d eth ( 115- H7) :
' Activatesvalves:
26-88: Admitsair supplyto the startingair distributor.
27-D9: Opensthe mainstartingvalveandthe (optional)
slow-turning valve,whichleadsairto:
Startingair distributor
Startingvalves
Note:lf slow-turning is installed,valve28-C9is insertedto prevent
openingof the mainstartingvalveuntilthe crankshaft hasrotatedat
leastone revolution.
The enginewillnowrotateon startingair.

When referring to this page, please quote Operation 703-11 Edition 0001 P a g e7 ( 11 )
MAN B&W DieselA/S
 EngineControlSystem,
703-11
CPPPlant,50'70MC-Engines

STARTorder (Cont.)
When srART-LEVEL
8 - 12%of MCR speed,see Plate70309
npu is reached:

Move the regulatinghandleto the ordered position (SeealsoSection703-03)

Thefollowing
itemsare deactuated: Function:

63-K1 Deactivatesvalve166-K4and subsequently valve38-D4,which

(sroe switch) deactuates:
25-C4: Ventspuncture valves(A3),causinghigh-pressure
fueloilto
be injectedintothe cylinders.
Cuts-offthe pilotair supplyto the startingair
117-C8:
distributor.
The memory functioncauses those starting valveswhich
are already activatedto stay open during the remaining
openingperiod.
64-K1 Deactivatesvalve172-K5and subsequently valve33-D5,which,
(srnnr switch) with one second'sdelay(32-D5)deactivates valves:
26-88: Closesthe air supplyto the startingair distributor.
27-D9: Closesthe mainstartingvalveandthe (optional)
slow-turn-
ingvalve.
This one second'sdelay causes the main starting valveto remain
open, so as to supply air to those cylindersthat are in srnnr posr-
tion.
Set the speed with the regulatinghandle. (SeealsoSection703-03'Loading')
In caseof srnRt-rArLURE, i.e.if the enginestopsafterthe startingsequenceis finished:
' Cancelthe limitersin the governorby activating switch79-H3.
This allows the governorto give more fuel during the startingsequence.
' Makea newstartattemptas describedunder'srARTorder',above.
Note:The enginecanonlybe startedwhenthe propeller is on zeropitch,dueto an interlock
partof the manoeuvring
builtintothe electrical system.In caseof breakdown, it is possible
to
by-passthisinterlock by actuating switch140-H3.
See also Section703-10'lnterlocks',point 4.

9. Bridge Control: Restart of Engine ptate70s13

Duringremotecontrolfrombridge,adjustment of speed-setting(andpitch)is ef-
fectedvia an operating intedace,normallya combinatorhandleor,for plantswith
constant speed,a telegraphhandle.The operatinginterface
is notshownin the
d i a g ra ms.
o S ta rtth ee n q i n efro mthe contr olr oom,as descr ibed
in ltemB.

P a g e8 ( 11 ) When referringto thispage, please quote Operation703-11Edition0001

MAN B&W DieselA/S
 EngineControlSystem,
703-11
CPPPlant,50-70MC-Engines

o Transfercontrolto the bridge(80-H2).

lf the enginestopsduringcontrolfromthe bridge,it canbe restarted
fromthe
bridge,but restartfrombridgeis notto be considered as a normalmanoeuvre.
The restaftswitchon the bridgeactivatesbothsrop valve166-K4andsrnnr valve
172-K5.

Restartof enginefrombridge:
o Setthe propelleron zero.
o Setthe speedsettingpressureto the valuecorrespondingto idlingspeed.
o Actuatethe restartswitch.
Thiscausesactuation of thosevalves,whichare mentionedunder'Control
RoomControl', 'stnnt-order'section
'Move theregulating
handleintosrnnr po-
sition'.
o Whenthe srnnr-LEVEL npu is reached(8-12%of MCRspeed,
see Plate70309),releasethe restartswitch.
Thiscausedeactuationof thosevalves,whicharementionedunder'Control
Room
Control','srRnr-order'
section'When srART-LEVELRpMis reached'.
Th ee n g i n ew i l ln o wru non fuel.

10. Manual Control from Engine Side Control Console Plate70316

In the eventof breakdown of the normalpneumatic manoeuvring system,thegov-
or if - for otherreasons- directindexcontrolis required,
ernoror its electronics,
the enginecan be operatedfromenginesidecontrolconsoleon the engine.

Change-over
withstoppedengine:as detailedon Plate70302.

Change-over withrunningengine:as describedin Section703-10,ltem4,

exceptthatthereis no reversing
valve105-E3.

When referringto thispage, please quote Operation703-11 Edition 0001 Page 9 (11)
MAN B&W DieselfuS
 EngineControlSystem,
703-11 IIAh|
CPPPlant,50-70MC-Engines B&U\t

STOPorder The srop signal is indicatedin red on Plates 70313.

Activatestop valve102-D3.

The followino
itemsare actuated: Function:
102-D3 Activatesvalves:
25-C4: Leadscontrolair to the puncture
valveon eachfuelpump.
This preventsthe injectionof high-pre,ssure
fuel oil into the
cylinders.
117-C8:Activatesthe startingair distributor
so thatit is readywhen
the startingsignalis given.

STARTorder Ihe srnnr signalis indicatedin dottedred on Plate 70313.

Movethe regulatinghandleto srnRr position.

ActivatesrARTvalve101-E2.
The followingitems are actuated: Function:
101-E2 Deactivates
valve102-D3.
Keepsthe sroP signalvia non-return
valve103-D3,
see 102-D3,above.

Activatesvalve33-D5.
Provided the turninggearis disengaged (11s-HB),
activatesvalves:
26-88: Admitsair supplyto the startingair distributor.
27-D9: Opensthe mainstartingvalveandthe (optional)
slow-turn-
ingvalvewhichleadsair to:
- Startingair distributor
- Startingvalves

The enginewillnowrotateon startingair.

P a g e1 0 ( 11 ) When referringto thispage, please quote Operation7A3-11Edition0001

MAN B&W DieselA/S
 EngineControlSystem,
703-11
CPPPlant,50-70MC-Engines

STARTorder (Cont.)
When srART-LEVEL
8 - 12Y"of MCR speed, see Plate 70309
npu is reached:

DeactivatesrARTvalve101-E2.
Thefollowingitemsare deactuated: Function.
101-E2 Deactivates valves:
25-C4. Ventsthe puncturevalves(A2)causinghigh-pressure
fuel
oil to be injectedintothe cylinders.
117-C8:Cutsoffthe pilotairto the startingair distributor.
The memoryfunctioncausesthosestartingvalveswhich
are alreadyactivated
to stayopenduringthe remaining
o p eningper iod.
33-D5: Withone second'sdelay,deactivates
valves:
26-88: Closesthe airsupplyto the startingair distributor.
27-D9: Closesthe mainstartingvalveandthe (optional)
valve.
slow-turning
This one second'sdelay causesthe main starting valveto
remain open, so as to supply air to those cylindersthat are
in srARTposition.
Set the enginespeeddirectlywith the regulatinghandle.
See also the Note regardingoverspeedshut-downin Section 703-10,ltem 4.

11. lnterlocks
forplantswithfixed-pitch
As described propeller, 703-10,
Section ltem5.

12. SafetySystem,SequenceDiagram,etc.
forplantswithfixed-pitch
As described propeller, 703-10,
Section ltems6 to 9.

When referring to this page, please quote Operation 703-11 Edition 0001 Page 11 (11)
MAN B&W DieselA/S
 ,r^. EngineControlSystem,
703-12
f ge$l FPPPlant,8o-108MC/MC-CEngines

1. General
Forplantsequippedwithfixedpitchpropeller,
the followingmodesof controlare
available:

Remotecontrolfrom controlroom
- Remotecontrolfrombridge(option)
Ma n u aco
l n tro l fr om
enginesidecontr olconsole.
On Plate70314,the pneumatic
srop signalis indicated
in red andcontrolair is
in green.
indicated

The safety air system, which is indicatedin purple, is only

pressurisedafter valve | 27-47 during engine shut-down.
See Section701-01. 'AlarmLimits'.

The manoeuvring
systemis shownwiththefollowingstatus:
_ STOP

Latestdirectionof rotationordered:AHEAD
Remotecontrolfrom controlroom
Poweron (pneumatic
+ electric)
- Mainstartingvalveon sERVrcE.
In thiscondition
the engineis readyto start.

When referring to this page, please quote Operation 703-12 Edition 0001 Page 1 (9)
MAN B&W DieseltuS
 EngineGontrolSystem,
703-12
FPPPlant,80-1O8MC/MC-CEngines

2. Remote Control from Control Room Plates70314,70315

T h ech a n g e -o ve
va mustbe in its ' RemoteContr ol'
r l ve(100- G1) position.

Srop, srART,reversing(nHrnooR ASTERN) ordersare given

and speed-setting
manuallyby movingthe regulating
handle,corresponding
to the orderfromthe
bridge.

STOPorder Ihe srop signalis indicatedin red on Plate 70314.

handleto srop position
Movethe regulating
The followingitemsare actuated: Function:
63-K1 Activatesvalve84-K4and subsequently valve38-C3,whichacti-
(sroe switch) vates:
25-83: Leadscontrolair to the puncture
valveon eachfuelpump.
Thispreventsthe injectionof high-pressurefuel oil into the
cylinders.
a n d36- DG( 9- 12cyl.engines) :
1 1 7 -D B
P ro videdthetur ninggearis disengaged
( 115- G9)suppl
, y
airto valves14-C8+ 34-COand 15-CB+ 35-C5,whichcon-
trol 'stnnt AHEAD' and 'stRRTASTERN',
respectively.
40-81 Adjuststhe fuelpumpsto maximumV|T-index by meansof reducing
( V i a1 5 1 - A 3 ) valve59-81.The consequent earlyfueloil injection
facilitates
start-
ing and runningin nsrrRrudirection.
The srop signalis kept as long as the regulatinghandleis in stop position,in start positionand
in the range in between.

Page 2 (9) When referring to this page, please quote Operation 703-12 Edition 0001
MAN B&W DieselA/S
 ,r^. EngineControlSYstem,
703-'t2
f BeSl FPPPlant,80-1O8MC/MC-C
Engines

Ihe srnnr signal is indicatedin dotted red on Plates70gls

The nHrno signalis indicatedin blue,and the ASTERN
signal
STARTorder is indicatedin dottedblue on Plate70315.

See 'Slow-Turning
Note: Regardingslow-turning, (Optional)'
in thisSection.
Acknowledgethe telegraph.
Movethe regulatinghandleinto srARTpositionin the requireddirectionof rotation
The followinqdescribes
the sequencefor srnnr AHEAD.
The followingltemsremainactuated: Function:
63-K1 Maintainsthe srop signal,see srop-orderabove.
The followingitemsare actuated: Function:
176-K1 Activatesvalve86-K4,whichactivates:
(nHrno switch) 10-G11 Suppliesairto reversing cylinder13-D10.
This causesreversingof the roller guides for the fuel
pumps,providedthat they are not alreadyin the required
position. The lastpart of the reversingmotion is dampened
by meansof valves| 81-Dl 1 and 183-D10.
Note:The rollerguidesare onlyableto reversewhenthe
enginerotates.
14-C8and 34-C6:
Activates
the startingair distributor
in the AHEAD
direction.
64-H1 Activatesvalve90-K5 and subsequentlyvalve33-D4.
(srARTswitch) Provided the turninggearis disengaged (115-G9):
' Activatesvalves:
26-C8: Admitsair supplyto the startingair distributor.
27-D9: Opensthe mainstartingvalveandthe (Optional) slow-
turningvalvewhichleadsairto:
- Startingair distributor
- Startingvalves
Note:lf slow-turningis installed,
valve28-C9is insertedto prevent
openingof the mainstartingvalveuntilthe crankshaft
hasrotatedat
leastone revolution.
The enginewillnowrotateon startingair.Whenthe RPM-detector,
H8,detectsthe nHrno
motion,valve40-81is deactivated,
enablingregulating
unit53-C1to controlthefuelpumpVIT-
indexvia valve52-A2duringrunningAHEAD.

when referring to this page, please quote operation 703-12 Edition 0001 page 3 (9)
MAN B&W DieselfuS
 EngineControlSystem,
703-12 r,rAN
FPPPlant,80-108MC/MC-CEngines B&l\t

STARTorder (Cont.)

When srART-LEVEL 8 - 12%of MCR speed, see Plate 70305

Rpu is reached

Movethe regulatinghandleto the orderedposition.

(However,see Section703-03'Loading').

Thefollowing
itemsare deactuated: Function:

6 3 - K1 Deactivatesvalve84-K4and subsequently valve38-C3,which

(sror switch) deactuates:
25-83: Ventspuncture valves(A3),causinghigh-pressure
fueloilto
be injectedintothe cylinders.
11 7 -D 8a n d36- D6:
Cuts-offthe pilotair supplyto the startingairdistributor.
The memory functioncauses those startingvalveswhich
are alreadyactivatedto stay open during the remaining
openingperiod.
64-H1 Deactivates
valve90-K5and subsequently valve33-D4and with
(srnnrswitch) one second'sdelay(32-D4)deactivates:
26-C8: Closesthe air supplyto the startingair distributor.
27-D9. Closesthe mainstartingvalveandthe (optional)
slow-turn-
ingvalve,
This one second'sdelay causes the main starting valveto remain
open, so as to supply air to those cylindersthat are in slnnr posr-
tion.
176-K1 Withsix seconds'delay,86-K4deactivates
valve10-G11 which
(nnrno switch) ve n tsre ve rsing 13- D10.
cylinder

This six seconds'delay is to ensure that the fuel rollerguides

change theirposition.
Set the speed with the regulatinghandle.See also Section703-03'Loading'.
In caseof srnRl-rArLURE, i.e.if the enginestopsafterthe startingsequenceis finished:
' Cancelthe limitersin the governorby activating switch79-H3.
This allows the governorto give more fuel during the starting sequence.
' Makea newstartattemptas described under'srARTorder',above.

Pagea (9) When referring to this page, please quote Operation 703-12 Edition 0001
MAN B&W DieselA/S
 EngineControlSystem,
/-*G\ FPPPlant,80-1O8MC/MC-CEngines 703-12

Reversingand sranr in a new direction

Regarding reversing
and startin a newdirection
whenthe ship'sspeedis high,
see Section703-13'Crash-stop(FPP-Plantsand ReversibleCPP,Plants').

a
Stopthe engine,as describedunder'sroporder',above.
a
Startthe enginein the oppositedirection,
as described
under'srART
order',above.
a
Duringstartingand runningin nsrcnrudirection,
valve40-81is activated,herebyleading
the pre-setair signalformaximumV|T-indexfromvalve59-81to the VIT-
actuators(52-42).The consequent earlyfuelinjection
facilitates
startingand runningin
ASTERN direction.

g (Optional)
Slow-Turnin

lf the manoeuvringsystemis equippedwitha slowturningfeature,we recommend using

thisin connectionwithstartingthe engine,if it hasbeenstoppedfor morethan30 minutes.
' Activatethe slowturningswitch78-H3on the manoeuvring consolemanually.
The switchactivatessolenoid valve28-C9, whichdeaeratesthe pneumaticopeningline
to the main starting valve.
' GivesrARTorderwith the regulatinghandle.Themainstartingvalveis keptin the closed
position, while only the smaller slow turning valveopens.
o Whenthe crankshafthas rotatedat leastone revolution, deactivatethe slow-turninq
switch.
The main starting valveopens, and the normal srnnr procedurecan continue.

3. Remote Control from Bridge (Option)Plates70305,70314-15

The changefrom remotecontrolfrom controlroomto remotecontrolfrom bridge
is madeby movingthe change-overswitch80-H2on the manoeuvring console.
The controlpositionis changedimmediately
whenthe switchis operated.
Duringremotecontrolfrom bridge,the srop, srART,reversing(nHenoor nsrrnru)
andspeed-setting signalsaregivenby an operatinghandleon the bridge,normal-
ly the bridgetelegraphhandle,not shownin the diagram.

The necessary functionssuchas changing to fuelat srARTlevelr/min,slow-turn-

ing (option),
delayof reversingsignals,andcancelling of limitersin the governor
at repeatedsrARTare built-inelectronically
in the remotecontrolsystem.Thecon-
versionintopneumatic signalsis effectedby meansof solenoidvalves(84-K4),
(86-K4),(88-K4)and (90-K5)for sroR,AHEAD, ASTERN andsrRnr,respectively, as
described under'Remote ControlfromControlRoom'.
Th e p ro ce d u re
o u tsi d e
th e m anoeuvr ing takesplaceas descr ibed
console under
' R e mo teC o n trofro
l mC o ntr olRoom 'Plate
, 70314- 15.

When referring to this page, please quote Operation 703-12 Edition 0001 Page5 (9)
MAN B&W DieselAJS
 EngineControlSystem,
703-12
FPPPlant,80-1O8MC/MC-CEngines

lf theenginer/minfallsbelowstadinglevelto "starting-error"
levelafter"changeto
fuel",the remotecontrolsystemautomatically detectsa startingerrorandcarries
repeatedStRRt,cf. sequencediagram,Plate70305.
out an automatically

4. Manual Control from Engine Side Control Console

Plates 70301, 70302,70316
Inthe eventof breakdown of the normalpneumatic manoeuvring system,the gov-
or if - for otherreasons- directindex-control
ernoror its electronics, is required,
the enginecan be operatedfromthe enginesidecontrolconsoleon the engine
side.

withstoppedengine:
Change-over

Seedetaileddescriptionon Plate 70302.

withrunningengine.
Change-over
1. Reducethe engineloadto max.80% of MCR.
2. Checkthatthe positionof reversing
valve105-G3corresponds
to the present
ru n n i n gd i re cti o n .
3 . Movethe regulatinghandwheel to bringthe taperedslotsof the change-over
mechanism in positionoppositeeachother.
A
T. Putthe blockingarm in positionfor enginesidecontrol.
5. Quickly,movethe impacthandwheel, P-C1,to the oppositeposition.
Thisdisconnectsthe fuelpumps from the governorand connectsthem to the
regulatinghandwheelon the engine side controlconsole.
6. Movethe change-over valve100-G1to the positionfor enginesidecontrol.
Thisventsvalves84-K4,86-K4,88-K4and 90-K5,and leadscontrolair to the
valvesin the engineside control console.
7. lf srop valve 102-E2is not deactivated,
the enginenow receivesa STopor-
d e r.
- ActivatesrARTvalve101-G2briefly.
This air impulsedeactivatessrop valve 102-E2.
8. Setthe enginespeeddirectlywiththe regulating
handwheel.
See also Section703-03'Loading'..

Whenthe governoris disengaged,the engineis stillprotectedagainst

overspeedby the electricoverspeedtrip, i.e. the engineis stopped
automaticallyif the revolutionsincrease to the overspeedsetting. The
overspeedshut-downcan only be resetby movingthe regulatinghand-
wheelto srop position.Manoeuvringmust thereforebe carriedout very
carefully,especiallywhen navigatingin rough weather.

Page6 (9) When referring to this page, please quote Operation 703-12 Edition 0001
MAN B&W DieseltuS
 EngineControlSystem,
Il,|Ah| 703-12
El&ult FPPPlant,80-1O8MC/MC-CEngines

STOPorder Ihe srop signal is indicatedin red on Plate 70316.

Activateslop valve 102-E2

The followingitemsare actuated: Function:

25-83 Leadscontrolairto the puncturevalveon eachfuelpump.
This preventsthe injectionof high-pressurefuel oil into the
cylinder.
1 1 7 - D 8 ,3 6 - D 6 d etur ninggearis disengaged
P ro vi d eth ( 115- G9)supply
, airto
+
valves14-Cg 34-C6and 15-C8+ 35-C5,whichcontrol 'srARr
AHEAD' and 'srRnrASTERN', respectively.
Furthermore, air is suppliedto the reversingvalve105-G3.
40-81 Adjuststhefuelpumpsto maximumVlT-index by meansof reducing
( V i a1 5 1 - A 3 ) valve59-81.The consequent earlyfueloil injection
facilitates
start-
ing and runningin RstrRru
direction.

Ihe srnnr signal is indicated in dotted red on Plates 70316.

The nHrno signalis indicatedin blue,and the ASTERN
signal
STARTorder is indicatedin dottedblue on Plate70316.
Move reversingvalve105-G3to the orderedposition.
The followingdescribesthe sequencefor stnnr AHEAD.
The followingitemsare actuated: Function:
1 0 - G 11 S u p p l i eas i rto r ever sing
cylinder
13- D10.
This causesreversingof the roller guides for the fuelpumps,pro-
vided they are not alreadyin the requiredposition. The lastpart of
the reversingmotionis dampenedby meansof valves181-Dl1 and
183-Dt0.
Note:The rollerguidesare onlyableto reversewhenthe engine
rotates.
Movethe regulatinghandwheelto a suitableposition.
ActivatesrART
valve101-G2.

When referring to this page, please quote Operation 703-12 Edition 0001 Page7 (9)
MAN B&W DieselA/S
 EngineControlSystem,
703-12 ItIAN
FPPPlant,80-1O8MC/MC-CEngines B&Uv

STARTorder (Cont.)
The followingitemsare deactuated: Function.

102-E2 Valve102-E2is resetto enablesubsequent

ventingof the sroe sig-
nal.
The followingitemsremainactuated:(Via103-G2) Function:
25-83 See'sroporder',above.
11 7 - D 83, 6 - D6 See'sroporder',above.
10-G1 S e e1 0 -G1
1 , above.
Thefollowingitemsare actuated: Function:
33-D4 Provided the turninggearis disengaged:
Activatesvalves:
26-C8: Admitsair supplyto the startingair distributor.
27-D9: Opensthe mainstartingvalveandthe (optional)
slow-turn-
ingvalvewhichleadsair to:
- Startingair distributor
- Startinoair valves

The enginewill nowrotateon startingair.Whenthe RPM-detector,

H8,detectsthe RHrno
motion,valve40-81is deactivated,enablingregulating
unit53-C1to controlthefuelpumpVIT-
indexvia valve52-A2duringrunningAHEAD.
When srART-LEVEL
8 -12/" of MCR speed, see Plate 70305
nplr is reached:
DeactivatesrARTvalve 101-G2.
The followingitemsare deactivated: Function:
25-83 Ventsthe puncturevalves(A3),causinghigh-pressure
fueloil to be
injectedintothe cylinders.
11 7 - D g3, 6 - D 6 Cuts-off the pilotair supplyto the startingair distribulor.
Themem-
ory function causesthose starting valveswhichare alreadyacti-
vated to stay open during the remainingopeningperiod.
33-D4 Withone second'sdelay,deactivates valves:
26-C8: Closesthe air supplyto the startingair distributor.
27-D9: Closesthe mainstartingvalveandthe (optional)
slow-turn-
ingvalve.
Thisone second'sdelaycausesthe main startingvalveto remain
open, so as to supply air to those cylindersthat are in srnnr posi-
tion.

Page B (9) When referring to this page, please quote Operation 703-12 Edition 0001
MAN B&W DieselA/S
 ,r-. EngineControlSystem,
703-12
f Ee$ll FPPPlant,8o-108MC/MC-CEngines

STARTorder (Cont)
105-G3 Deactivates valve10-G11, whichventsreversing cylinder
(Delayed
six seconds) 13-D10.
This six seconds'delay is to ensure that the fuel roller guides
change theirposition.
Set the enginespeeddirectlywith the regulatinghandwheel.
See Section 7A3-03'Loading*.
See also fhe Note regarding overspeedshut-down at the beginning of Section 703-10,
Item 4.

Reversingand sraRt in a new direction

Regarding reversing and startin a newdirection

whenthe ship'sspeedis high,
see Section 703-13' Crash-Stop (FPP- Plantsand ReversibleCPP- Plants)'.
. Activatesrop valve102-E2.
' Change-over reversingvalve105-G3.
This reversesthe fuelpump rollerguides and suppliesair to the startingair distributor,for
'START
AHEAD, OT'START ASTERN,.
' Startthe engine,as describedin 'srART'order,above.
' Duringstartingand runningin nsrcnrudirection,valve40-81is activated,herebyleading
the pre-setair signalfor maximumV|T-indexfrom valve59-81to the VIT-
actuators(52-A2).The consequentearlyfuel injectionfacilitates
startingand runningin
ASTERN direction-

5. lnterlocks
for plantswithfixed-pitch
As described propeller,
50-70MC
engines,
Section
703-10ltem5.

6. Safetysystem,Sequencediagram,etc.
for plantswithfixedpitchpropeller,
As described 50-70MC
engines,
Section
703-10. ltems6 to 9.

when referring to this page, please quote operation 703-12 Edition 0001 Page 9 (9)
MAN B&W DieselA/S
 Crash-Stop,
1l|AN 703-13
B&Yv (FPPPlantsand ReversibleCPPPlants)

Whenthe ship'sspeedmustbe reducedquickly,the enginecanbe startedin the

oppositedirection to the procedure
of rotationaccording below:

The procedure
is validfor:
o RemoteControlfromControlRoom.
See Secfions703-10,703-11, 703-12ltem 2
o ManualControlfromEngineSideControlConsole.
See Sections703-10,703-11, 703-12ltem 4
o Regardingcrash-stopduringBridgeControl,seethespecialinstruction
book
for the Bridge ControlSystem.
1. Acknowledge
thetelegraph.
2. Givethe enginea stoporder.
The enginewill continueto rotate (at slowlydecreasingspeed),becausethe
velocityof the shipthroughthe waterwill drive thepropeller,and therebyturn
the engine.
3. Checkthatthe limitersin the governorare not cancelled.
4. Whenthe enginespeedhasfallento the REVERSTNG-LEVEL (15-30%of MCR-
speed,dependingon enginesizeand type of ship,see Plate70305):
- Give REVERSTNG
order.
Givesrnnr order.
5. Whenthe srnnr-LEVEL
is reachedin the oppositedirectionof rotation
(8-12%of MCR-speed,
see Plate70305):
Giveorderto runon fuel.

lf the ship's speed is too high, the ;rART-LEVELwill not be

reached quickly. This will cause a loss of stafting air.

ln thiscase:
- Givestop order.
- Waituntilthe speedhasfallenfurther.
Returnto point4

When referring to this page, please quote Operation 703-13 Edition 0001 Page 1 (2)
MAN B&W DieseltuS
 Grash-Stop,
703-13 MAN
(FPPPlantsand ReversibleCPPPlants) Er&tv

Doesthe enginerun on fuel in the correctdirectionof rotation?

Keepthe enginespeedlowduringthe firstfew minutes.

This is in order to reduce the hullvibrations that may occur owing to
"conflict"betweenthe wake and the propeller

Cancelthe limitersin the qovernor.

Return to point 4.

Page 2 (2) When referring to this page, please quote Operation 703-13 Edition 0001
MAN B&W DieselAJS
 ManualControlfrom EngineSideControlConsole Plate70301

Connectionto regulatingShaft
(See also Plate 70303, 'Manoeuvring Gear')

A) Pullrod connetionfromgovernor.

B) Stop indicator.

C) Indicatorfrom enginesidecontrol.

D) Blockingarm "Normalcontrol"-position.

E) Hollowshaft connectedto regulating

handwheelon enginesidecontrolconsole.

F) Shaftconnectedto regulatingarms on fuel

pumps.

G) Keys and keyways.

H) Plateconnectedto regulating
handwheel.
\tlr/ \
l) Plateconnectedto governor.
lliN
P,.']"-

m@-c J) Plateconnectedto regulatingshaft.

P) lmpacthandwheel. Changingfrom Normal

,.,60, to ControlfromEngineSideControlConsole,
see Plate 70302.

C o n t r oflr o mE n g i n eS i d eC o n t r oC
l onsole N o r m aC
l ontrol

When referring to this page, please quote Operation Plate 70301, Edition 0002
MAN B&W DieselA/S
Plate 7O3O2 Change-over
from Normalto ManualControl /-*G\
s I A B T { 10 1)

Forchanging-overto 'Control
fromEngineSideControl
Console'withrunningengine,
see Section703-10ltem4'ControlfromEngineSideControlConsole'.
1. Checkthatvalve(105),whichis the "telegraph handle"of the enginesidecontrolsys-
tem,is in the requiredposition.Notethatreversing to a newdirectionis onlypossible
when stopvalve(102)is activated.
2. Turnthe handle'A' anti-clockwise to freethe regulatinghandwheel 'B'.

3. Putthe blockingarm in positionfor controlfromenginesidecontrolconsole.

4- Turnhandwheel 'B' to movethe innermost 'C' to
leverof the change-over mechanism
'P'
a positionwherethe impacthandwheel is ableto enterthe taperedslotsin bothle-
vers.Quickly,
turnthe impacthandwheel 'P'anti-clockwise.Thiscausesdisconnection
of the governorand connection of the regulatinghandwheel 'B' to thefuelpumps.

The impacthandwheel mustbe veryfirmlytightened

so as to ensurethatit doesnot
workitselfloose.Thisfirmtightening
mustalsobecarriedoutwhenchanging overfrom
Emergency controlto Normalrunning.
It is vitalthatthe impacthandwheel
is usedto firmlysecurethe taperedpin andthus
the cone.Thiswillpreventthe impactwheelfrominadvertently causingthe coneto
loosenat certainvibrationlevels.

5. Changepositionof valve(100)fromNormalto ControlfromEngineSideControlCon-

sole.Nowairsupplyis ledto the valvesof the manoeuvring
systemfor controlfrom
enginesidecontrolconsole.
6. Readyfor start.Startis describedin Section703-10ltem4 'ControlfromEnqineSide
C o n troCl o n so l e '.
Note:Alwayskeepthe threadsof the change-over
mechanism
welllubricated,
to ensurea
quickchanging-over.
When referring to this page, please quote Operation Plate 70302, Edition 0002
MAN B&W DieseltuS
 Manoeuvring
Gear Plate70303

Pullrod to fuel pumps

Regulatinghand-wheelfor
Controlfromenginesidecontrolconsole
/28\ /z3\
Pullrod to governor q7 qe
,.r*"r* @ @
r€o{A{rsr.
I /
ri#r I I
rFH1] E H

Regulating
shaft

Engineside ----g?#:--.,
ControlConsole Jl I I

Manoeuvring
Console

Pos. Qty Description Pos. Qtv Description

7 1 Magnetswitch 30 1 Doublenon-returnvalve
8 1 Magnetswitch 50 1 Doublenon-return
valve
9 1 Ballvalve 55 1 3/2-wayvalve
10 { 3/2-wayvalve
I 56 1 3/2-wayvalve
11 I 3/2-wayvalve 57 1 Air cylinder
13 a
Aircylinder 69 1 Throttlenon-returnvalve
14 1 3/2-wayvalve 70 1 Telegraph
tc 1 3/2-wayvalve 105 1 5/2-wavvalve
29 1 Doublenon-return
valve

When referring to this page, please quote Operation Plate 70303, Edition 0002
MAN B&W DieselA/S
Plate70304 StartingAir System

o
(6 o
U)
U)
0) c)
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(D (s
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C\J iI cooc)
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f z lt ^ h oRo-.4)
o .: <! n' ){.2 9
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5 "Y, :; -"@
o P( ) =
_(uLn\(u
F>(!io

E
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ta)
c!
;c
.g

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z

When referring to this page, please quote Operation Plate 70304, Edition 0002
MAN B&W DieselA,/S
 ItIAN
Et&ut SequenceDiagram,FPPPlant Plate70305

or

OF

oo
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iuu
lf
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>f

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When referring to this page, please quote Operation Plate 70305, Edition 0002
MAN B&W DieselA/S
 1l.AN
E&Uv CPPPlant
SequenceDiagram, Plate 70309

ill
3T()UJ NIBIg\

5fr
Fr
do

aIg
rrf
f{t{4
dd2
t{
rtr
996
zzfl
ca$
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!,1

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fit
E6
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trt
frt
.t 48L -6
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b 2 lrl
ag
cx
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2d 4H

bq 1J
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5H
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It
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95 d JU
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ag s
pB 7
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6
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MAN B&W DieselAVS
 ControlRoomControl,STOP.SafetySystem Plate70306

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B&WDieselA,/S
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MANB&WDieselArlS
 Controlfrom EngineSide ControlConsole
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Whenreferringto thispage,pleasequoteOperationPlate70308'Edition0001
IVANB&WDieselA"/S
 ControlRoomControl'
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IVANB&WDieselA,/S
 BridgeControl,Restartof Engine
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MANB&WDieselA,/S
 RemoteControl,STOP,START
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MANB&WDieseltuS
 Controlfrom EngineSide ControlConsole,
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MANB&WDieselA,/S
 ControlRoomControl,STOP
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IVIANB&WDieselA,/S
 ControlRoomControl,
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Whenreferringto thispage,pleasequoteOperationPlate70315,Edition0001
IVANB&WDieselA'lS
 Controlfrom EngineSide ControlConsole,
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Whenreferringto thispage,pleasequoteOperationPlate70316,Edition0001
MANB&WDieselA,/S
 /-*Tl SpecialRunningConditions Chapter704

Table of Contents

7O4-O1Fire in ScavengeAir Box

1. Cause .....1
2 . W a r n i n g s oFfi r e ......1
3. Measures
to be taken 2
4. Scavenge Air DrainPipes 3
4 . 1 D a i l ych e cksd u ri n gru n n i n g : 3
4.2 Cleaningof drainpipesat regularintervals: . . . . . . .4

704-02 lgnitionin Crankcase

1. Cause .....1
A. "HotSpots"inCrankcase. .....1
B . O i lM i s t i n C r a n k c a s e . . . .......2
2. Measures
to be TakenwhenOil Misthas Occurred . . . .2

7O4-O3TurbochargerSurging(Stalling)
2. Causes ....1
2 . 1 F u e lO i lS y s t e m ........1
2.2 ExhaustSystem ........1
2.3 Turbocharger .....2
2.4 ScavengeAir System . . . .2
2.5 Miscellaneous.. ........2
3. Countermeasure .......2

7O4-O4Runningwith Cylindersor Turbochargers

Out of Operation
2 . H o w t o P u t C y l i n d e r s O u t o f O p e r a .t .i o
.n ......2
A. Combustion cut out.Pistonand exhaustvalvegearstillworking
C o mp re ssi oonn . . . . . . . .4
B . C o mb u sti oann dco mp re ssi on c utout.Pistonstillwor kingin cylinder. . . . . . . . . . . .4
C . C o m b u s t i ocnu t o u t E. x h a u s t v a l v e c l o sP
e ids.t o ns t i l w
l o r k i n ign c y l i n d e .r . . . . . . . 5
D. Piston, piston rod,and crosshead suspendedin the engine.
C o n n e c t i nr o
g do u t ......5
E. Piston,pistonrod,crosshead, connecting rod andtelescopic pipeout. . . . . . .6
3 . St a r t i n a
g f te rP u tti n g
C yl i n d e rs
Ou tof Oper ation. . . . . . .6

When referring to this page, please quote Operation Chapter 704 Edition 0002 Page 1 (2)
MAN B&W DieselA/S
Chapter704 SpecialRunningConditions /-G\
Tableof Contents

4 . R u n n i n g w i t h O n e C y l i n d e r M i s(fC
i r ai nsge s A a n d C.). . .....6

5 . Howto putTurbochargers Out of Operation . . . . .7

A. lf the shipmustbe instantlymanoeuvrable: .. . . . . .7
B. lf the shipmustbe instantlymanoeuvrable,
butthe damagedturbocharger cannotrun evenat reducedload: . . . . .7
C . R u n n i n g f o r aenx t e n d epde r i o dw i t ha t u r b o c h a r g e r o u ot opfe r a t i o.n. . ....8
D. Repairto be carriedout duringvoyage. . . . . .9

6 . Puttingan Auxiliary
BlowerOut of Operation . . . . .9

PLATES

CuttingCylinders
outof Action Plate70401
ScavengeAir DrainPipes . . . . Plate70402
CuttingTurbochargers
out of Action . Plate70403
TurbochargerSurging.... ... Plate70404
ScavengeAir Spaces,FireExtinguishing
Systems Plate70405

Page 2 (2) When referring to this page. please quote Operation Chapter 704 Edition 0002
MAN B&W DieselA/S
 r,|AN Firein ScavengeAir Box 704-01
B&l\'

1. Cause
lf flakesof burningor glowingcarbondeposits
dropintotheoilsludgeat thebottom
of the scavengeair box,thissludgecan be ignitedandseriousdamagecanbe
doneto the pistonrodandthe scavengeair boxwalls,possiblyreducing the ten-
sionof the staybolts.

lgnitionof carbondepositsin the scavengeair boxcan be causedby:

o prolonged blow-by,
o "slowcombustion" owingto incorrect
in the cylinder, incorrect
atomization, type
of fuelvalvenozzle,or "misaligned"fueljets.
o "blow-back" throughthe scavengeair ports,dueto an incorrectly
adjustedex-
haustcam discor largeresistancein the exhaustsystem(backpressure).
To keepthe exhaustresistancelow,heavydepositsmustnot be allowedto col-
lecton protective
gratings,
nozzleringsandturbineblades,in addition
the back
mustnot exceed350 mm WC.
pressureafterthe turbocharger

2. Warnings of Fire

If the auxiliary blowers do not start during low'load running, on

account of a fault, or the switch for the blowers not being in
"AtJto"-position,unburned fuel oil may accumulate on top of the
pistons.
This will involvethe risk of a scavenge air box fire.

ln order to avoid such fires:

o obtainpermission to stopthe engine
o stopthe engine
. removeanyunburned
fueloilfromthe topof the pistons
I re-instate
the supplyof scavengeair
o startthe engine.
"AUTO"-posi-
11p The switchfor the auxiliaryblowersshouldbe in
L!3 tion duringall modes of engine i.e..
control,
o remotecontrol
o controlfromenoinesidecontrolconsole.

When referring to this page, please quote Operation 704-01 Edition 0002 Page 1 (4)
MAN B&W DieselA/S
704-01 Firein ScavengeAir Box l|AN
Et&Ult

lf the engine stopson shut-downor if the operatorperformsa safety

tffi stop,the auxiliaryblowersare stoppedindependentlyof the operating
mode (automaticor manual).

A fire in the scavengebox manifestsitselfby:

o an increasein the exhausttemperature
of the affectedcylinder,
o the turbochargermaysurge,
o smokefromthe turbocharger airinletfilterswhenthe surgingoccurs,
o the scavengeair box beingnoticeablyhotter.
lf thefire is violent,smokyexhaustand decreasing
enginerevolutions
willoccur.
Violentblow-bywillcausesmoke,sparksand evenflamesto be blownoutwhen
the corresponding scavengeboxdraincockis opened- therefore
keepclearof
the lineof ejection.

Monitoring
devices,seeSection701-02,in the scavengeairspacegivealarmand
slow-downat abnormaltemperature
increase.
ForCPP-plants withshaftgeneratorengaged,an auxiliary
enginewillbe started
andcoupledto thegridbeforetheshaftgenerator
automatically is disengagedand
the enginespeedreduced(seePlate70309).

3. Measures to be taken
Owingto the possibleriskof a crankcase do not standnearthe relief
explosion,
valves- violentflamescansuddenlvbe emitted.

1. Reducespeed/pitchto stow, if not alreadycarriedout automatically,

seeabove,and ask bridgefor permission to stop.
2. Whenthe enginestop orderis received,
stopthe engineandswitch-off
the auxiliary
blowers.
3. Stopthe fueloil supply.
4. S to pth e l u b .o i lsu p ply.
5. Putthe scavengeair boxfire extinguishing
equipment intofunction.
See Plate70405.To preventthe firefrom spreadingto adjacentcylinder(s),
the ballvalveof the neighbouring
cylinder(s)
shouldbe openedin caseof fire
i n o n ecyl i n d e r.
Do not openthe scavengeair box or crankcasebeforethe site of the fire has
cooleddown to under 100"C.When opening,keepclear of possiblefresh
spurts of flame.

6. Removedry depositsand sludgefromallthe scavengeair boxes.

See alsoSection701-01.

Page2 (4) When referring to this page, please quote Operation 704-01 Edition 0002
MAN B&W DieselA/S
 r|AN
Et&ut
Firein ScavengeAir Box 704-01

7. pistonrodsandcylinderliners,andinspecttheirsurface
Cleanthe respective
condition, and whetherdistorted.
alignment, lf in order,coatwithoil.
Continuecheckingand concentrate on pistoncrownand skirt,whilethe en-
gineis beingturned(coolingoil and wateron).
Inspectthe stuffingbox and bottomof scavengebox for possiblecracks.

8. lf a pistoncausedthefire,andthispistoncannotbe overhauled
at once,take
the precautionsreferredto in Section703-02.
lf the scavengeair boxwallshavebeenheatedconsiderably,
the staybolts
shouldbe retightened at thefirstopportunity.

all enginepartsmustbe returnedto normaloperating

Beforeretightening,
temperature.

4. Scavenge Air Drain Pipes Plate70402

To ensureproperdrainingof oil sludgefromthe scavengeair boxes,therebyre-
ducingthe riskof fire in the scavengeair boxes,we recommend:
o Dailycheckwith the enginerunning
o Cleaningof drain pipesat regularintervals

4.1 Dailycheckswith the enginerunning:

1. Openthe valvebetweenthe draintankandthe sludgetank.
2. Closethe valvewhenthe draintankis empty.
3. Checkthe pipesfromflangeAV to the draintankventingpipe:

yes This indicatesfree passagefromflangeAV to the

draintankventingpipe.
Cleanthe pipesas described
below,at thefirstoppor-
tunity.
|: 4. Checkthe pipesfromthe test-cocks
to flangeAV:
'Openthe testcocks,one
i by one,betweenthe maindrainpipeandthe scav-
engeairboxesandbetweenthe maindrainpipeandthe scavenge airreceiv-
erlauxiliary
blowers.

Beginat flangeAV, and proceedtowardsflangeBV.

Use thisprocedureto locate any blockages.

When referring to this page, please quote Operation 704-01 Edition 0002 Page3 (4)
MAN B&W DieselNS
704-01 Firein ScavengeAir Box l,lA,N
EI&Uv

Air The scavengeair spaceis beingdrainedcorrectly.

freepassagefromthe actualtestcockto flangeAV.
This indicates
Oil The scavengeairspaceis not beingdrainedcorrectly.
This indicatesthat the main drain pipe is blockedbetweenthe test
cock which blows-outoil, and the neighbouringtest cock near the
flangeAV.
Cleanthe drainpipeas described
below,at the firstopportunity.

4.2 Cleaningof drain pipes at regularintervals:

The intervals for the actualplant,so as to preventblocking-
shouldbe determined
up of the drainsystem.

Cleanthe maindrainpipeandthe drain-tank pipeby applyingair,hot

discharge
wateror steamduringenginestandstill.

lf leaking valves are suspected,dismantleand clean the main drain

pipe manually.

on the pistonrodsmustbe con-

lf hotwateror steamis used,the riskof corrosion
sidered,if a valveis leaking.
1. Checkthatthe valvebetweenflangeAV andthe maindrainpipeis open.
2. Closeallvalvesbetweenthemaindrainpipeandthescavenge airboxes,and
betweenthe maindrainpipeandthe scavengeairreceiver/auxiliary
blowers.
lf hotwateror steamis used,it is very importantto closeallvalves,to pre-
ventcorrosion on the pistonrods.

3. Openthe valveat flangeBV on the maindrainpipe.

T h i sch a n n e lth m ediumto the m aindr ainpipe.
s e cl eaning

4. Whenthe maindrainpipeis sufficiently

clean,openthe valvebetweenthe
andthe sludgetank.
drain-tank
pipe.
T h i sw i l lcl e a nth e d raintankdischar ge

5. Whenthe draintankdischarge pipeis sufficiently

clean,closethe valvebe-
tweenthe draintankandthe sludgetank.
6. Closethe valveat flangeBV.
7. Finally, openallvalvesbetweenthe maindrainpipeandthescavenge
airbox-
es, and betweenthe maindrainpipeandthe scavengeair receiver/auxiliary
b l o w e rs.

Page4 (4) When referring to this page, please quote Operation 704-01 Edition 0002
MAN B&W DieselAJS
 1l|AN
B&YI'
lgnitionin Crankcase 704-02

1. Cause
Whenthe engineis running,the air in the crankcasecontainsthe sametypesof
gas (Nz-Oz-COz)
in the sameproportions as the ambientair,butthereis alsoa
heavyshowerof coarseoil dropletsthatareflungaroundeverywhere in the crank-
case.

lf abnormalfriction
occursbetweentheslidingsurfaces,or heatis otherwise trans-
mittedto the crankcase(forinstancefrom a scavengeair fire via the pistonrod/
bottom),"Hotspots"canoccuron the
stuffingbox,or throughthe intermediate
heatedsurfaceswhichin turnwillcausethe oil dropletsfallingon themto evapo-
rate.

Whenthe oil vapourcondenses again,countlessminutedropletsareformed

whichare suspendedin the air, i.e.a milky-whiteoil mistdevelops,whichis able
to feedand propagatea flameif ignitionoccurs.The ignitioncanbe causedby the
same"hotspot"whichcausedthe oil mist.
lf a largeamountof oil misthasdeveloped beforeignition,
the burningcancause
a tremendous riseof pressure in the crankcase(explosion),whichforcesa mo-
mentaryopeningof the reliefvalves.ln isolatedcases,whenthe entirecrankcase
haspresumably beenfilledwithoil mist,the resulting
explosion blowsoffthe
crankcase doorsand setsfireto the engineroom.

ln the event that a crankcaseexplosion has occurred,the

completeflame arrester of the relief valvesmust be replaced.

Note:Similarexplosions
canalsooccurin the chaincasingandscavenge
airbox.
Every precautionshould thereforebe taken to:
A) avoid "hot spots"
B) detectthe oil mist in time.

A. "Hot Spots" in Crankcase

Well-maintainedbearingsonlyoverheatif the oil supplyfails,or if the bearing
journalsurfacesbecometoo rough(owingto the lubricating oil becoming cor-
rosiveor beingpollutedby abrasiveparticles).

Forthesereasons,it is very importantto:

purifythe lubricating
oil correctly,
makefrequentcontrolanalyses(seeChapter708),
- ensurethatthe filtergauzeis maintained
intact.
Dueto the highfrictional speedof thethrustbearing,
specialcarehasbeentak-
e n to e n su reth eo i lsu pplyto thisbear ing.

When referring to this page, please quote Operation 704-02 Edition 0002 Page 1 (4)
MAN B&W DieselA/S
704-02 lgnitionin Crankcase ]l|AN
E&}r'

Monitoringequipment is includedto givean alarmin theeventof lowcirculating

oil pressureand/orhightemperature of thrustbearingsegments. Keepthis
equipment in tip-topcondition.(SeeSection701-02).

Feelovermovingparts(byhandor witha "thermo-feel") at suitableintervals

(15-30minutesafterstarting,
onehourlater,andagainat fullload,(seeSection
703-03).

The checksin SectionTO2-01 are stillthe bestsafeguard against"hotspots"

whenstartingup afterrepairsor alterations affectingthe movingparts,and
shouldneverbe neglected.lf in doubt,stopand feelover.

B. Oil Mist in Crankcase

In orderto ensurea fastand reliablewarningof oil mistformation
in the crank-
case,constantmonitoring is providedusingan "OilMistDetector", whichsam-
plesairfromeachcrankcase compartment.
The detectorgivesalarmandslow-down, see Section701-02,at a mistconcen-
trationwhichis lessthanthelowerexplosion limit,LEL,to gaintimeforstopping
the enginebeforeignitionof the oil mistcantakeplace.

See also the special instructionsfrom the supplierof the oil mistdetector.
ForCPP-plants withshaftgeneratorengaged,an auxiliary enginewillbe start-
ed automatically
and coupledto the grid,beforethe shaftgenerator
is disen-
gagedand the enginespeedreduced(seePlate70309).

2. Measures to be Taken when Oil Mist has Occurred

Do not stand near crankcasedoors or relief valves,nor in corridors

near doors to the engine room casing,in the event of an alarm for:
a. oil mist
b. high lube oiltemperature
c. no piston coolingoil flow, or
d. scavengebox fire
Alarms b, c and d shouldbe consideredas pre-warningsof a possible
increasingoil mist level.
Seealso our SeruiceLettersSL97-348/EROand SL00-377/CEE.

1. Reducespeedipitch level,if notalreadycarriedoutautomatical-

to slow-down
ly, (seeSection701-02),seeabove.
2. Contactthe bridgefor permission
to stop.

(L\
Paaa ) When referring to this page, please quote Operation 704-02 Edition 0002
MAN B&W DieselA/S
/-*G\ lgnitionin Crankcase 704-02

3. Whenthe enginesrop orderis received:

- stopthe engine
- closethe fueloil supply.

4. Switch-off
the auxiliaryblowersand engineroomventilation.
and/or"storeshatch".
5. Openthe skylight(s)
6. Leavethe engineroom.
7. Lockthe casingdoorsand keepawayfromthem.
8. Preparethe fire-fighting
equipment.
Do not open the crankcaseuntil at least2Ominutesafter stoppingthe en-
gine.Whenopeningup, keep clearof possiblespurts of flame.Do not use
nakedlights and do not smoke.

oil pump.Takeoff/openallthe lowermost

9. Stopthe circulating doorson one
sideof the crankcase.Cut off the startingair,and engagetheturninggear.
10. Locatethe "hotspot'. Use powerfullampsfromthe start.
Feelover,by handor witha "thermo-feel",allthe slidingsurfaces(bearings,
thrustbearing,pistonrods,stuffingboxes,crossheads, pipes,vi-
telescopic
brationdampers,momentcompensators, etc.).
See alsopoint 14.

Lookfor signsof squeezed-out bearingmetaland discolouration

causedby
heat(blistered
paint,burntoil,oxidizedsteel).Keeppossiblebearingmetal
foundat bottomof oil trayfor lateranalyzing.
11. Preventfurther"hotspots"by preferably
makinga permanent repair.
fn caseof bearingsrunninghot,see Section708-01and Section701-01.
Ensurethatthe respective
slidingsurfacesare in goodcondition.
Takespecialcareto checkthatthe circulating
oil supplyis in order.
12. Startthe circulating
oil pumpand turnthe engineby meansof theturning
gear.
Checkthe oil flowfromall bearings,
spraypipesandspraynozzlesin the
crankcase,chaincaseand thrustbearing(Section702-01).

Checkfor possibleleakagesfrompistonsor pistonrods.

13 . - S ta rtth e e n g i n e .
After:
- 1 5 -3 0mi n u te s,
- one hourlater,
- w h e nfu l ll o a di s r eached:

when referring to this page, please quote operation 704-02 Edition 0002 Page 3 (4)
MAN B&W DieselAJS
704-02 lgnitionin Crankcase l,|AN
B&Uv

- Stopand feel over.

Lookfor oil mist.
feelover(by handor witha "thermo-feel")
Especially the slidingsuffaces
whichcausedthe overheating.
See Section703-03.

14. ln caseswhereit hasnotbeenpossibleto locatethe"hotspot",theprocedure

accordingto Point10 aboveshouldbe repeated and intensified
untilthe
causeof the oil misthasbeenfoundand remedied.
thatthe oil mistis dueto "atomization"
Thereis a possibility of the circulating
oil,causedby a jet of airlgas,e.g.by a combinationof thefollowing:

Stuffingboxleakages(notairtight).
Blow-bythrougha crackedpistoncrownor pistonrod (withdirectconnec-
via the coolingoil outletpipe).
tionto crankcase
- An oilmistcouldalsodevelopas a resultof heatfroma scavenge firebeing
transmitteddownthe pistonrodor viathestuffingbox.Hotairjetsor flames
couldalsohavepassedthroughthe stuffingboxintothe crankcase.

Page4 (4) When referring to this page, please quote Operation 704-02 Edition 0002
MAN B&W DieselA/S
/=G\ Surging(Stalling)
Turbocharger 704-03

1. G e n e r al
Duringnormaloperation,a few sporadicsurgeswilloftenoccur,e.g.at crashstop
or otherabruptmanoeuvrings. Suchsurgesare normallyharmless, providedthe
turbochargerbearingsare in a goodservicecondition.
However,continuous surgesmustbe avoided,as thereis a riskof damaging
the
rotor,especially
the compressor
blades.
All casesof turbocharger
surgingcan be dividedintothreemaincategories:
1. Restriction
andfoulingin the airlgassystem.
2. Malfunction
in the fuelsystem.
3. Rapidvariations
in engineload.
However, for convenience,the pointsin the "checklists"beloware groupedac-
cordingto specificenginesystems.See also Plate70404.

2. Causes
2.1 Fuel Oil System
r Lowcirculating or supplypumppressure.
o Air in fueloil
. Waterin fueloil
o Low preheating temperature
o Malfunctioningof deaerating
valveon top of ventingtank
o Defectivesuctionvalve
o Defectivepuncturevalve
o Sticking
fuelpumpplunger
o Stickingfuelvalvespindle
o Damagedfuelvalvenozzle
o Defectin overflowvalvein fuel returnpipe
o Camshafttiming,faultyloaddistribution.

2.2 ExhaustSystem
o Exhaustvalvenotopeningcorrectly
o Damagedor blockedprotective
gratingbeforeturbocharger
o lncreased
backpressureafterT.Ch.
o Pressurepulsations
afterT.Ch.

when referring to this page, please quote operation 704-03 Edition 0002 page 1 (2)
MAN B&W DieselA/S
704-03 TurbochargerSurging(Stalling) lt/i^A.N
B&Yv

o Pressure
pulsations
in exhaustreceiver
o Damagedcompensator beforeT.Ch.

2.3 Turbocharger
o Fouledor damagedturbineside
o Fouledor damagedcompressor
side
o Fouledairfilterboxes
o Damagedsilencer
o Bearingfailure.

2.4 ScavengeAir System

o Fouledair cooler,watermistcatcher,and/orducts
o Stoppedwatercirculation
to cooler
o Cokein scavengeports
o Too highreceivertemperature.

2.5 Miscellaneous
o Huntinggovernor
o R a p i dch a n g e si n e n g ineload.
o Too rapidrpm change:
a . w h e nru n n i n go n highload
b. duringmanoeuvring
c. at shutdowns/slowdowns
d . w h e nru n n i n o
A STERN.
e. dueto "OroOJ',r, racing"in badweather.

3. Countermeasure
Continuous surgingcan be temporarily by "blowing-offl'from
counteracted the
valveat thetop of the air receiver.
However,
whendoingthisthe exhausttemper-
atureswillincreaseand mustnot be allowedto exceedthe limitingvalues,see
Chapter701.

Page 2 (2) When referring to this page, please quote Operation 704-03 Edition 0002
MAN B&W DieselA/S
 Runningwith Cylindersor Turbochargers
1l|AN 704-04
B&Uv out of Operation

1. General
The engineis designedand balancedto runwithall cylinders
as wellas all turbo-
chargersworking.lf a breakdownoccurswhichdisables oneor morecylinders, or
turbochargers,repairshouldpreferably
be carriedout immediately.
lf thisis not possible,the enginecan be operatedwithone or morecylinders
or
turbochargers butwithreducedspeedowingto thefollowing:
out of operation,
1. As, in suchcases,the airsupplyis no longeroptimal,
thethermalloadwillbe
h i g h e r.
Therefore, uponthe actualcircumstances,
depending the enginewillhaveto
be operatedaccordingto the restrictions
mentioned
in ltems4 and5 further
on in thisSection.

Notethatthe exhausttemperatures can sometimesbe highat about30-40%

load,corresponding to 67 to 73/" of MCRspeed.lt maybe necessary to avoid
operatingin thisrange.
2. Pressurepulsations
mayoccurin thescavenge andexhaustreceivers,which
cangivea reducedair supplyto any one of the cylinders,
and as a result
causethe respectiveexhausttemperatures to increase.
Thefuelpumpindexfor thesecylinders musttherefore
be reducedto keep
(aftervalves)belowthe valuestatedin Chapter
the exhausttemperatures
701.However,see "Note"in point 1 above.

3. Sincethe turbochargers
willbe workingoutsidetheirnormalrange,surging
mayoccur.
Thiscangenerally be remediedby "blowingoff'fromthe scavengeair receiv-
er.The increasedtemperaturelevelcausedby thismustbe compensated for
by reducingthe enginerevolutions,
untilthe exhausttemperatures
are in ac-
cordancewiththe valuesstatedin Chapter701.

lf morethanonecylindermustbe cutoutof operation,andtheenginehastwo

or moreturbochargers,
it maybe advantageous to cut out oneof the turbo-
chargers.However,see "Note"in point 1 above.

4. Whencylinders governorhuntingmayoccur.Whenthis
are out of operation,
happens, thefuelpumpindexmustbe limitedby operating
the electricgover-
noron "indexcontrol".
Forsomeelectronicgovernors,
it is notrecommended to usethe mechanical
stopfor max.index.Thesegovernors havea built-inelectronic
max.index
control.

When referring to this page, please quote Operation 704-04 Edition 0003 Page 1 (9)
MAN B&W DieselF/S
 Runningwith Cylindersor Turbochargers
704-04
out of Operation /-*G\
the mechanical/hydraulic
Regarding governor(Woodward)the stopscrew,
mountedat thechange-over mechanism,seePlate70301,is screwedslightly
downwards, untilthe huntingjustceases.

Beforethisis carriedout,measureor markthe positionof the stopscrew,so

to the originalposition,
thatit can be returned whenmax.indexis no longer
needed.

5. Withone or morecylinders
out of operation,
torsional
vibrations,
as wellas
othermechanicalvibrations,
may occurat certainenginespeeds.
The standardtorsionalvibrationcalculations
coverthefollowing
conditions:
n o rmaru
l nning
- misfiring
of one cylinder
The latterleadsto loadlimitations,
see ltem4 furtheron,whichin mostcases
are irrespective
of thetorsionalvibrationconditions; restrictions
additional
mayoccurdepending on the specificconditions.

The above-mentioned calculations

do notdealwiththe situation
whererecip-
rocatingmassesare removedfromthe engineor wherethe exhaustvalvere-
mainsopen.In suchspecificcasesthe enginemakerhasto be contacted.

Shouldunusualnoiseor extremevibrations
occurat the chosenspeed.the
speedmustbe furtherreduced.

Becausethe engineis no longerin balance,increasedstressesoccurin

crankshaft,
chainandcamshaft. However,if no abnormalvibrations
occur,the
enginecanusuallybe runfor a shortperiod(forinstance
somedays)without
suffering
damage.

lf the engineis to be run for a prolongedperiod with cylindersout of operation,the

enginebuildershould always be contactedin order to obtain advice concerning
possible recommendedbarred speed ranges.

Whenonlythefuelfor the respective cylinders

is cut off,andthe startingaircon-
nectionsremainintact,the engineis fullymanoeuvrable.

In caseswherethe startingairsupplyhasto be cut offto somecylinders,

starting
positions
in all crankshaft cannotalwaysbe expected.

lf the enginedoesnotturnon startingair in a certaincrankshaft position,

it must
be immediately startedfor a shortperiodin the oppositedirection,
afterwhichre-
versalis to be madeto the requireddirection of rotation.

Shouldthisnotgivethe desiredresult,it willbe necessary

to turnthe engineto a
betterstartingposition,by meansof the turninggear.Remember to cut offthe
startingair beforeturningandto openthe indicatorcocks.

Page2 (9) When referring to this page, please quote Operation 704-04 Edition 0003
MAN B&W DieselAJS
 Runningwith Cylindersor Turbochargers
704-04
out of Operation

2. How to Put Cylinders Out of Operation Plate70401

See Volumell, 'Maintenance'forthe respectiveprocedures.

Thefollowing "methods"
points(A-E)describefivedifferent of puttinga singlecyl-
inderout of operation.

The extentof the workto be carriedout depends,of course,on the natureof the
tro u b l e .

Note:In caseswherethe crosshead and crankpinbearingsare operative,

the oil
inletto the crosshead
mustnot be blanked-off,
as the bearingsare lubricated
throughthe crosshead.

A summaryof the variouscasesis givenon Plate70401.

A. Combustioncut out. Pistonand exhaustvalvegear still working

Compressionon
Reasons:
Preliminary measurein the eventof,for instance:
blow-byat pistonringsor ex-
haustvalve;bearingfailureswhichnecessitate reduction
of bearingload;faultsin
the injection
system.
Procedure:
Cut outthefuelpumpby liftingand securingthe rollerguide
(see Vol. Il, Procedure909-5).

Note:The pistoncoolingoil and cylindercoolingwatermustnot be cut off.

Seealso ltem 4,

B. Combustionand compressioncut out. Pistonstill working in cylinder

Reasons:
Thismeasureis permitted in the eventof,for instance,
waterleakingintothe cyl-
inderfromthe coolingjackeVliner or cylindercover.
Runningwiththe aboveit mustbe superseded
as soonas possibleby the precau-
tionsmentionedunderD or E. Seealsoltem3.
Procedure:
1 . C u to u tth efu e lp u mpby liftingandsecur ing
ther ollerguide
(see Vol. ll Procedure909-5).
2. Putthe exhaustvalveout of actionand lockit in open position.
See Vol. ll, Procedure908-6.
Shut-offthe air supplyto the exhaustvalveand stopthe lubeoil pumps.Dis-
mantleand blockthe actuatoroil pipe.
Restartthe lubeoil pumps.

3. Closethe coolingwaterinletand outletvalvesfor the cylinder.

lf necessary,
w a terspacescom pletely.
d ra i nth eco o l i n g

When referring to this page, please quote Operation 704-04 Edition 0003 Page 3 (9)
MAN B&W DieselfuS
 Runningwith Cylindersor Turbochargers
704-04
out of Operation

4. Dismantle the staftingair pipe,and blankoffthe mainpipeandthecontrolair

pipefor the pertainingcylinder.
5. Whenoperating in this manner,the speedshouldnot exceed55%of MCR
speed.See also'Note'below.
Note:Thejointsin the crosshead and crankpinbearingshavea strength that,for
a shorttime,willacceptthe loadsat fullspeedwithoutcompression inthecylinder.
However, to avoidunnecessary wearandpittingat thejointfaceswhenrunninga
unitcontinuously withthe compression cut-out,it is recommended
thattheengine
speedis reducedto 55% of MCRspeed,whichis normallysufficient for manoeu-
vringthe vessel.

Duringmanoeuvres, if foundnecessary,the enginespeedcan be raisedto 80%

of MCRspeedfor a shortperiod,for example15 minutes.
ln orderto ensurethatthe enginespeedis keptwithina safeupperlimitunder
thesecircumstances, the over-speed
levelof the enginemustbe loweredto 83%
of MCRspeed.

C. Combustioncut out. Exhaustvalveclosed.Pistonstill workingin cylinder.

Reasons:
Thismeasuremaybe usedif,for instance,
theexhaustvalveor theactuatoris de-
fective.See also ltem 4.

Procedure:
'1. Cutoutthe fuelpumpby liftingandsecuringthe rollerguide
(see Vol. Il Procedure909-5).
2. Put the exhaustvalve out of action(See Vol.ll Procedure908-5)so that the
valveremainsclosed (liftthe guideor stopthe oil supplyand removethe hy-
d ra u l i cp i p e ).
Note:The cylindercoolingwaterand pistoncoolingoil mustnot be cut out.

D. Piston,piston rod and crossheadsuspendedfn the engine.

Connectingrod out
Reasons:
Forinstance, seriousdefectsin piston,pistonrod,connecting
rod,cylinder
cover,
cylinderlinerand crosshead.Seealsoltem3.
Procedure:
1. C u to u tth efu e lp u mpby liftingandsecur ing
the r ollerguide
(see Vol. Il Procedure909-5).
2. Putthe exhaustvalveout of actionMol. ll Procedure908-5)so thatthe valve
remainsclosed.
3 . D i sma n tlth air pipe
e esta rti ng
Blankoffthe main pipe and the controlair pipefor the actualcylinder.

Page 4 (9) When referrtng to thrspage, please quote Operation 704-04 Edition 0003
MAN B&W DieselA/S
 Runningwith Cylindersor Turbochargers
704-04
out of Operation

Note:In thiscasethe blanking-off of the startingair supplyis particularly

im-
portant,as otherwise the supplyof startingair willblowdownthe suspended
e n g i n eco mp o n e n ts.

4. Suspendthe piston,pistonrod and crosshead, andtakethe connecting rod

out of the crankcase,in accordance
withthe directionsinVolumell, Chapter
904.
5. Blankoffthe oil inletto the crosshead.
6. Setthe cylinderlubricator to "zero"delivery.
for the actualcylinder,

E. Piston,piston rod, crosshead,connectingrod and telescopicpipe out

Reasons:
This methodis onlyusedif lackof sparepartsmakesit necessaryto repairthe
defectivepartsduringthe voyage.See alsoltem 3.

Procedure:
1. Cut outthe fuelpumpby liftingand securingthe rollerguide
(see Vol. ll Procedure909-5).
2. Putthe exhaustvalveout of action(SeeVol.ll Procedure908-5)so thatthe
valveremainsclosed.
3. Dismantle the startingair pipe,andthenblankoffthe mainpipeandthe con-
trolair pipefor the actualcylinder.
4. Dismantlepistonwithpistonrod andstuffingbox,crosshead, connecting rod
and crankpinbearing.Blankoff the stuffingbox openingwithtwo plates(to-
wardsscavengeair boxand crankcase). Minimumplatethickness 5 mm.
. 5. Blankoffthe oil inletholefromthe telescopic
pipe.
for the actualcylinderto "zero"delivery.
6. Setthe cylinderlubricator

3. Starting After Putting Cylinders Out of Operation

Aftercarryingout anyof the procedures describedunderpointsB, C, D and E, it
is absolutely
necessary beforestartingto checkthe oilflowthroughthe bearings,
andthe tightness of blanked-off
openings.
After10 minutes'running, and againafterone hour,the crankcase
mustbe
op e n e dfo r ch e cki n g :
. the bearings,
. the temporarily
securedparts,
o the oilflowthroughbearings,
o the tightnessof blanked-off
openings.

When referring to this page, please quote Operation 704-04 Edition 0003 Page5 (9)
MAN B&W DieselfuS
 Runningwith Cylindersor Turbochargers
704-04 IIA]\|
out of Operation El&ult

LoadRestrictions:

CasesA and C. see ltem 4 below.CasesB, D and E, alwayscontactthe engine

builderfor calculation outputand possiblebarredspeedrange.
of allowable

4. Runningwith one (1)CylinderMisfiring(CasesA and C)

Misfiring
is definedas:
o no injection
and
o compression present.
it may be possibleto runthe enginewiththe re-
lf onlyone cylinderis misfiring,
mainingandworkingcylinders, undertwo restrictions:

1. Thethermalloadof the cylinders.

vibrationin the propeller
2. Thetorsional shaftsystem.
Ad 1) Thermalload restriction:Thefollowing r/minandshaftpowersmaybe ob-
tainedwitha fixedpitchpropeller
givenby the thermalloadof the cylinders:

Total No. of "/" rlmin % Load

Cylinders (of MCR) (of M C R )

4 B3 57
86 63
6 BB 67
7 B9 71
B 90 73
o 91 75
10 91 77
11 92 78
12 92 78
14 93 80

givenas barredspeed
Ad 2) Torsionalvibrationrestrictions.Theserestrictions,
range,maybe foundfromthe class-approved reporton the torsional
vibration
of
the actualpropeller
shaftsystem.
NoteOnlyvalidfor misfiring,
i.e.ltem2, casesA and C. SeealsoPlate70401.

Witha CP-propeller,
the samerestrictions
applywhenrunningaccording
to thede-
signpitch.Duringthe misfireoperation pitch
keepthe CP-propeller fixedat the de-
signpitch.

lf mo reth a no n ecyl i n d eis

r m isfir ing,
the enginebuildermustbe contacted.

l i mi ta ti o ni ns C a s esB. D and E
Ru n n i n o
In casesB, D and E, the enginebuildermustalwaysbe contacted for calculation
of allowable outputand possible barred speedrange.

Page6 (9) When referring to this page, please quote Operation 704-04 Edition 0003
MAN B&W DieseltuS
 Runningwith Cylindersor Turbochargers
704-04
out of Operation

5. How to Put Turbochargers Out of Operation

(Seealso specialinstructionbook for turbochargers).

lf heavyvibrations,
bearingfailureor othertroublesoccurin a turbocharger,
pre-
liminarymeasurescan be takenin one of the following
ways:

A. lf the ship must be instantlymanoeuvrable:

Reducethe loaduntilthe vibrations
cease.

B. lf the ship must be instantlymanoeuvrable,

but the damagedturbochargercannot run even at reducedload:
Note:Thismodeof operation is onlyrecommended if no timeis available
for car-
out the proceduresdescribed in ltem'C', 'Runningfor period
rying an extended
witha Turbocharger out of Operation'.
Referto theT/C manualregardingthe maximumtimeof operation 'B',
in condition
beforethe bearingswill be damaged.

Engineswithone turbocharger:
'1. Stopthe
engine.
2. Lockthe rotorof the defectiveturbocharger.
(SeeT/Cmanual).
3. Removethe compensator betweenthe compressor
outletandthe scavenge
air duct. This reduces the suction resistance.
4. Load restrictions:See Plate704A3.
Engineswithtwo or more turbochargers:

1 . S to pth ee n g i n e .
2. Lockthe rotorof the defectiveturbocharger.
(SeeT/Cmanual).
3. Insertan orificeplatein the compressor outlet.
A small air flow is required throughthe compressorfo coolthe impeller.
4. Load restrictions:See Plate70403.
Note:The loadlimitcanbe increased considerablyif an orificeplateis alsoinsert-
ed in the turbineinlet,as described
in ltemC, 'Engines withtwo or more Turbo-
chargers'.

C. Runningfor an extendedperiodwith a turbochargerout of operation

Engineswithone turbocharger:
o Engineswithexhaustby-pass(Option).
Note:The blankingplatesmentioned in item3 below,are optional
for BBC/
A B Ba n d MH Itu rb o char qer s.
1 . S t o pt h ee n g i n e .
2. Lockthe turbocharger
rotor.(SeeT/Cmanual).

When referring to this page, please quote Operation 704-04 Edition 0003 Page 7 (9)
MAN B&W DieselA/S
 Runningwith Cylindersor Turbochargers
744-04 }IA]{
out of Operation E &U\t

3 . Removethe blankingplatefromthe exhaustby-passpipe.

4 . Removethe compensator betweenthe compressor outletand
the scavengeair duct. Ihis reducesthe suctionresistance.
5 . Load restrictions:See Plate70403.

o Engineswithoutexhaustby-pass.
1 . S to pth e e n g i n e .
2. Removethe rotorand nozzleringof the turbocharger.
(SeeT/Cmanual)
3. Insertblankingplates.(SeeT/Cmanual)
4. Removethe compensator betweenthe compressor outletand
the scavengeair duct. Ihis reducesthe suctionresistance.
5. Load restrictions:See Plate70403.
Engineswithtwo or more turbocharqers:

1. S to pth e e n g i n e .
2. (SeeT/Cmanual)
Lockthe rotorof the defectiveturbocharger.
3, Insertorificeplatesin the compressor outletandthe turbineinlet.
A small air flow is requiredto cool the impeller,and a smallgas flow is desir-
able to prevent corrosion.
4. Load restrictions:See Plate70403.

D. Repairto be carriedout during voyage.

Engineswithtwo or more turbochargers:

1. S to pth e e n g i n e .
2. Insertblankingplatesin compressor
outlet,turbineinletandturbineoutlet.
3. Load restrictions:See Plate70403.
equippedwithexhaustby-pass(Option):
Engineswithone turbocharger.

1. S to pth e e n g i n e .
2. Insertblankingplatesin turbineinletandturbineoutlet.
3. Removethe blankingplatefromthe exhaustby-passpipe.
4. Removethe compensator betweenthe compressor outletandthe scavenge
air duct.
5. Load restrictions: See ltem 'C', 'Engineswith exhaustby-pass(Option)'.

PageB (9) When referring to this page, please quote Operation 704-04Edition 0003
MAN B&W DieselAJS
 Runningwith Cylindersor Turbochargers
IIAN 704-04
El&ut out of Operation

6. Putting an Auxiliary Blower Out of Operation

lf one of the auxiliary
blowersbecomesinoperative, it is automaticallycut out by
the built-innon-returnvalve,andthereare no restrictions in the operationof the
engine.See also Vol.lll,'ComponentsDescriptions',Chaptergl0.

When referring to this page, please quote Operation 704-04 Edition 0005 Page9 (9)
MAN B&W DieselA/S
 lr,|AN
EI&Uv CuttingCylindersout of Action Pfate 70401

CaseA CaseB CaseC CaseD CaseE

Natureof the action Combustion
to Compression Combustion to All reciprocating All reciprocating
be stopped andcombustionbe stopped(due partssuspended partsout
to be stopped to faultyexhaust or out
valve)

Some reasonsfor Blow-byat pis- Leakingcylinder Exhaustvalve, Quickestand Onlyof interest

i{
the action ton ringsor coveror liner or exhaustvalve safestmeasure sparepansare
exhaustvalve. actuatinggear, in the eventof notavailable
Reductionof malfunction faultsin large
loadon bear- movrngparts,or
ings.Faulty cylindercoveror
injectionequip- cylinderliner
ment.

Fuel pumpwith Lifted Lifted Lifted Lifted Lifted

rollerguide

Exhaustvalve Working Heldopen Closed Closed Closed

Air for air spring Open Closed Open Open Open
Exhustvalve actua- Working Out or lifted Out or lifted Out or lifted Out or lifted
tor with rollerguide

Oil inletfor actuator Open Pipe dismantled Pipe dismantled Pipedismantled Pipedismantled
and blocked and blocked and blocked and blocked
Startingvalve Working Blanked Working Blanked Blanked
Pistonwith rod Moving Moving Moving Suspended Out
Crosshead Moving Moving Moving Suspended Out
Connectingrod Moving Moving Moving Out Out
Crankpinbearing Moving Moving Moving Out Out
Oil inletto Open Open Open Blanked Blanked
crosshead

Coolingoil outlet Open Open Open

from crosshead

Cylinder Working Working Working "zera"delivery "zero"delivery

lubricators

When referring to this page, please quote Operation Plate 70401, Edition 0002
MAN B&W DieselA/S
Plate 7O4O2 ScavengeAir DrainPipes /-*?\

E E E EB
Normallyopen.To be closed
in case of fire in the
nnnnnn
trt0trtrtrtr
scavengeair box.

10 mm orifice

Sludgetank Draintank
for heavyoil
centrifuges

Normallyclosed.Tankto be emptied
duringservicewith valve open

Scavengeair receiver

I
I

TESTCOCK i rcsr cocK

Il--\- I It--
[*t{*-r - +"i
T --r- -=- =:+
=AF
I
N o r m a l loyp e n i
I
n\ /
BV AV

When referring to this page, please quote Operation Plate 70402, Edition 0002
M A NB & W D i e s e l A / S
 6 cuttingTurbochargers
out of Action Plate 7O4O3

Case B C a s eC 1 ) Case D

Component Enginew
s i t h E n g i n e sw i t h Engineswith one T/C Engines with ( E n g i n e s
one T/C two or more two or more with two or
Ttc with Without TIC more T/C)
by-pass Dy-pass

Rotor 2) Locked Locked Locked Removed Locked

Nozzlering 2; Removed

Compressor Orificeplate O r i f i c ep l a t e B l a n k i n g
outlet plates

T u r b i n ei n l e t Orificeplate Blanking
plates

Turbineoutlet Blanking
plates

Compensator Removed Removed Removed

aftercompres-
sor outlet
By-pass Removed
blankingplate

T/C housing2) Blanking

plates

Maxo/"of MCR
loadi (speed):

1 T/C of 't sl
1s/(ss) 20-(58) 4) sl
1s/(se;
lTlCot2 1s/(53)3)5) 50/(79) 3) 6) 50/(79) 3) 6)
\
1 T / C o f3 20l(s8)3)s) 66/(az;s)o) 66/(82; s) ol
lTlCot4 20l(sB)3)s) 75l(91)3) 6) 75l(91)3) 6)

1 A u x . b l .o f 2 7 ) 1 0 / ( 4 6 )4 ) 1sl(ss)+l st
1O/{+O; st
10/(+o; 8) 8)

qt 8) 8)
1 A u x . b l .o f 3 7 ) 1s/(sg)

1 A u x . b l .o t q 7 ) 15/(se)al 8) 8)

1) The enginebuilderwill,in eachspecificcase,be ableto givefurtherinformation

aboutengineloadpos-
sibilitiesand temperaturelevels.
2) See T/C manual.
3) The exhausttemperaturesmust not, however,exceedthe value(s)statedin Chapter701.
See alsothe Notein ltem 1, 'General'.
4) The exhausttemperaturemust not exceed430"C.
5) This is due to the lossof exhaustgas throughthe damagedturbocharger.
6) The mentionedexhausttemperature
limitis an averagevaluefor the wholeloadrange.
7) Simultaneouswith 1 T/C out of operatronThereare no loadrestrictions
with 1 aux.blowerout of
operationand all T/C'sin operation.
8) S e e t h e l i m i t s g i v e n u n d eTr '/ 1C o f2 ' , ' 1 I l C o f 3 ' , a n d ' 1T / C o f4 ' , a b o v e .

When referring to this page, please quote Operation Plate 70403, Edition 0001
MAN B&W DieselA/S
Plate 7O4O4 TurbochargerSurging /*?\
-R
0)
o o)G 'a
6

i= rl >c
or*f c l-'s*
:it
ya(o
^ ts v,(g
O Orar
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tlo lt,
P^:.i:
luv
i q€.=
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9=O
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vt N g.! cTt .1
ilo G C (d-
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.> 6 I?:<
R6iio
eR 0 - - ii al l3
ll
ill
rn .o ar li
6E-,= SH3.s
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nrl Q o
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6'= o
ot O H:or6E l l at o lt il r : o glP ?;FoX
9i ", o)
9#s9*e". t(u ttr
c)
_c Ja o-"
P6;35 ?
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d) F=ts
o > !u'R=
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ll l l- *P: u l i i
c) e53li
EE=ft s gH I
\)-PAA '6 c =(o. a 3 Y
;E€PE 0) L L T = v * . - 4
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5: FE - F ^ J J 4-\'-
ts-iug
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a aEi g Ia ) iI
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cu_JJmLUJ 19;il
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When referring to this page, please guote Operation Plate 70404, Edition 0001
M A NB & WD i e s e l f u S
 ScavengeAir Spaces,Fire Extinguishing
Systems Plate 70405

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When referring to this page, please quote Operation Plate 70405, Edition 0001
MAN B&W DieselA/S
 Fueland FuelTreatment Chapter705

Tableof Contents

705-01 FuelOil
1 . D i e s eOl i l .......1
2. HeavyOil .......1
3 . F u e lS a m p l i n g . . .......2
3.1 Sampling ....2
3 . 2 A n a l y s i s oSf a m p l e s .....2
3.3 SamplingEquipment ....2
+. G u i d i nF
g u e lO i lS p e c i f i c a t i o n ......2

7O5-O2PressurisedFuelOil System
1. Systemlayout ........1
2 . F u e lO i lP r e s s u r e ......2

705-03 FuelTreatment
1. Cleaning ........1
1.1 General .....1
1 . 2 C e n t r i f u g i n. g. . ........1
1 . 3 H i g hDe n si tyF u e l s . . . :.. .3
1.4 Homogenisers ....3
1.5 FineFilter ........9
1.6 SuperDecanters ........3
2 . F u e lo i ls t a b i l i t y ........3
3. Preheating beforeInjection . . . .4
3.1 Precaution .......4
9 . 2 F u e lP re h e a ti nwgh e ni n P o rt . . . . .1.. .+
3.3 StartingafterStayingin Port . . . .5
4. OtherOperational Aspects . . . .5
4.1 CirculatingPumpPressure .....5
4 . 2 F u e lc h a n g e - o v e r .......5

When referring to this page, please guote Operation Chapter 705 Edition 0001 Page 1 (2)
MAN B&W DieselA/S
Chapter 705 Fueland FuelTreatment

Tableof Contents

PLATES

ResidualMarineFuelStandards
. . . . Plate70501
FuelOil System . . Plate70502
FuelOil Pipeson Engine Plate70503
F u e lO i lC e n t r i f u g e s - M o d e sOopf e r a t i o n . . . . .. Plate70504
Centrifuge
FlowRateand Separation Temperature (Preheating)
... . Plate70505
of HeavyFuelOil (Priorto Injection)
Preheating . . . Plate70506

Page 2 (2) When referring to this page, please quote Operation Chapter 705 Edition 0001
MAN B&W DieseltuS
 It,lAN
B&Utt
FuelOil 705-01

1. D i e s e l Oi l
Dieseloilfulfilling:
BritishStandardMA 100,ClassM2;ASTMClassification of Dieselfueloil D975.
gra d eN o .4 -D ,C IMA Cg rade1, or sim ilarm
; aybe used.

2. Heavy Oil
Mostcommerciallyavailable
fueloilswitha viscosity
below700cSt.at 50'C (7000
sec.RedwoodI at 100'F)can be used.

Forguidanceon purchase,referenceis madeto ISO8217,856843 andto CIMAC

recommendationsregarding requirementsfor heavyfuelfor dieselengines,edi-
tion1990.Fromthese,the maximumacceptedgradesare RMH55 and K55.The
mentionedISOand BS standards supersedeBS MA 100in whichthe limitis M9.
For referencepurposes,an extractfrom relevantstandardsand specifications
is
shownin Plate70501.
The datain the abovefuel standardsand specifications
referto fuel as delivered
to the ship,i.e.beforeon-boardcleaning.

In orderto ensureeffective cleaningof the fueloil- i.e.removalof

and sufficient
-
waterandsolidcontaminantsthe fueloil specificgravityat 15"C(60'F)should
b e b e l o w0 .9 9 1 .
Fligher:
densities
can be allowedif specialtreatment
systemsare installed.
See Sectrbn705-03.

Currentanalysisinformation
is notsufficient
for estimating proper-
thecombustion
tiesof the oil.

Thismeansthatserviceresultsdependon oil properties whichcannotbe known

beforehand.Thisespecially
appliesto the tendencyof the oil to formdepositsin
combustion chambers,gaspassagesandturbines.lt maytherefore be necessary
to ruleoutsomeoilsthatcausedifficulties.

lf the shiphas beenout of servicefor a longtimewithoutcirculation

of fueloil in
the tanks(serviceand settling),
the fuelmustbe circulated beforestartof the en-
gine.

Beforestartingthe pump(s)for circulation,

thetanksareto be drainedfor possible
watersettledduringthe stop.

The riskof concentration of dirtand waterin thefuelto the mainandauxiliaryen-

ginescausedby longtimesettlingis consequently considerably reduced.For
treatmentof fuel oil,see furlheron in thisChapter.

When referring to this page, please quote Operation 705-01 Edition 0001 Page 1 (3)
MAN B&W DieselA/S
705-01 FuelOil

3. F u e l Sa mp l i n g
3.1 Sampling
To be ableto checkwhetherthe specification indicated and/orthe stipulated
de-
liveryconditionshavebeencomplied with,we recommend thata minimumof one
sampleof eachbunkerfuellot be retained.In orderto ensurethatthe sampleis
representativefor the oil bunkered,a sampleshouldbe drawnfromthe transfer
pipeat the start,in the middle,and at the end of the bunkering
period.

3.2 Analysisof Samples

The samplesreceivedfromthe bunkering companyarefrequently not identical
withthe heavyfueloil actuallybunkered. lt is alsoappropriate
to verifythe heavy
fueloil properties statedin the bunkerdocuments, suchas density,viscosity,and
pourpoint.lf thesevaluesdeviatefromthoseof the heavyfueloilbunkered, there
is a riskthatthe heavyfuel oil separatorand the preheatingtemperature are not
set correctlyfor the giveninjectionviscosity.

3.3 Sa m p l i n gE q u i p me n t
Severalsuppliers
of samplingandfueltestequipmentareavailable
on themarket,
butfor moredetailedand accurateanalyses,
a fuelanalysing
institute
shouldbe
contacted.

4. G u i d i n g F u e l Oi l S p e ci fi ca ti on
Basedon our generalserviceexperience
we have,as a supplement to the above-
mentioned drawnup the guidingfueloil specification
standards, shownin the Ta-
ble below.
Fueloilslimitedby thisspecification
have,to the extentof the commercial
availa-
bility,beenusedwithsatisfactoryresultson MAN B&Wtwo-strokelowspeeddie-
sel engines,as wellas MANB&Wauxiliaryengines.

G u i d i n g s p e c i f i c a t i o n( m a x i m u mv a l u e s )
D e n s i t ya t 1 5 " C kg/m3 ggl "
K i n e m a t i cv i s c o s i t ya t 1 0 0 ' C cSt 55
Kinematicviscosityat 50"C cSt 700
F l a s hp o i n t or\
>60
P o u rp o i n t OC
30
C a r b o nr e s i d u e "/"(mlm) 22
Ash %(mlm) 0 . 15
T o t a ls e d i m e n a t f t e ra g e i n g %(mlm) 0.10
Water %(vlv) 1.0
Sulphur "/"(mlm) 5.0
Vanadium mg/kg 600
A l u m i n i u m+ S i l i c o n mg/kg 80
E q u a lt o I S O B 2 l T l C l M A C- H 5 5
* 1 0 1 0 p r o v r d e da u t o m a t i cm o d e r n c l a r i f i e r sa r e i n s t a l l e d

Page2 (3) When referring to this page, please quote Operation 705-01 Edition 0001
MAN B&W DieselAJS
 r,|AN
Et&u,
FuelOil 705-01

The datarefersto the fuelas supplied,

i.e.beforeanyon-boardcleaning.
lf fueloilswithanalysisdataexceeding the abovefiguresareto be used,especial-
ly withregardto viscosityand specificgravity,the enginebuildershouldbe con-
tactedfor adviceregarding possiblefueloil systemchanges.

On accountof the relatively

lowcommercial
availability
of theabove-mentioned re-
siduals,onlylimitedserviceexperience
hasbeenaccumulated on fuelswithdata
exceeding the following:

Viscosity 450 cSt/ 50"C

ConradsonCarbon 18o/o
Sulphur 4o/o
Vanadium 400 mg/kg

Therefore,in the caseof fuelswithanalysisdataexceedingthesefigures,a close

watchshouldbe kepton engineperformance.

When referring to this page, please quote Operation 705-01 Edition 0001 Page3 (3)
MAN B&W DieselA/S
 }IAh|
El&trt
PressurisedFuelOil System 705-02

1. System Layout (Plates70502,70503)

The systemis normallyarrangedsuchthatbothdieseloil and heavyfueloil can
be usedas fuel.

Plate70502showsthe UN|-Concept commonfor mainandauxiliary engines.lt is

possibleto runthe auxiliary
engineson heavyfueloil or dieseloil independent of
th e ma i ne n g i n e .

Fromthe bunkertanks,the oil is pumpedto an intermediate tank,fromwhichthe

can deliverit to the respectiveservicetanks("day-tank").
centrifuges
To obtainthe mostefficient the centrifuges
cleaning, are equippedwithpreheat-
ers,so thattheoilcanbe preheated
to about95-98'C(regardingthecleaning,
see
Section 705-03).

Fromthe particularservicetank in operation,the oil is ledto one of the two elec-

tricallydrivensupplypumps,whichdeliverthe oil,undera pressure of about4 bar
(possibly througha meter),to the low pressuresideof the fueloilsystem.

The oil is thereafterdrawnto one of two electrically

drivencirculatingpumps,
which passes it throughthe preheater,
the viscosityregulator,
thefilter,and on to
the fuelinjection pumps.

Thefiltermeshshallcorrespond
to an absolutefinenessof 50 pm (0.050mm).The
absolutefinenesscorresponds
to a nominalfinenessof approximately30 pm at a
retainingrateof 90%.

The returnoilfromthefuelvalvesand pumpsis led back,viatheventingpipe,to

pump.
the suctionsideof the circulating

In orderto maintaina constantpressurein the mainlineat the inletto the fuel

pumps,the capacityanddeliveryrateof the circulating
pumpexceedstheamount
of fuelconsumedby the engine.

ln addition,
a spring-loaded overflowvalveis fitted,whichfunctionsas a by-pass
pumps
betweenthe fueloil inletto the fuelinjection andthefueloil return,thus
ensuringa constantpressurein the fueloil inletline.

fne fueloil drainpipesare equippedwithheattracing,throughwhichhotjacket

coolingwaterflows.The drainpipeheattracingmustbe in operationduringrun-
ningon heavyfuel.See also Plate70903.

To ensurean adequate flowof heatedoil throughthe fuelpumps,housings

and
fuelvalvesat all loads(including
stoppedengine),thefuelvalvesare equipped
with a slideand circulating
bore,see Vol.lll, Section909.

By me a n so f th e" b u i l t-i n" of pr eheated

c ir culation fueloil,thefuelpumpsandfuel
va l ve sca nb e ma i n ta i n edat ser vicetemper aturalso
e. whiletheengineis stopped.

When referring to this page, please quote Operation 705-02 Edition 0001 Page 1 (3)
MAN B&W DieselAr/S
705-02 PressurisedFuelOil System l|Ah|
B&UT'

Consequently, it is notnecessaryto changeto dieseloilwhenenteringharbour,

provided thatthe circulatingpumpis keptrunningandpreheatingof thecirculated
fuel oil is maintained, see Section705-03.

lf, duringlongstandstillperiods,it is necessary pumpor the

to stopthe circulating
preheating, the fueloil systemmustfirstbe emptiedof the heavyoil.

Thisis carriedout by:

o eitherchangingto dieseloil in duetimebeforethe engineis stopped,
see Section 705-03,or
o stoppingthe preheating,
and pumpingthe heavyoil backto the servicetank,
throughthe change-over valvemountedat thetop of the ventingpipe.
See Section 705-03.

2. Fuel Oil Pressure

of thefueloil pressure,
Carryoutadjustment in thefollow-
duringenginestandstill,
ingway:

thuspermitting
1. Adjustthevalvesin the systemas for normalrunning, fueloil
circulation.
2. pumps,and checkthatthefueloil is circulat-
Startthe supplyand circulating
ing.
3. safetyvalveat supplypumpNo.1 to
SupplyPumps:Adjustthe spring-loaded
openat the maximumworkingpressureof the pump.
The pressuremustnot be set below4 bar,dueto the required
pressurelevel
in the supplyline,seepoint4.

Makethe adjustment gradually,whileslowlyclosingandopeningthevalvein

the discharge line,untilthe pressure,
withclosedvalve,hasthe above-men-
ti o n e dva l u e .
withsupplypumpNo.2.
Carryoutthe sameadjustment

4. Regulatethefueloil pressure, by meansof the over-flow

valvebetweenthe
supplypump'sdischarge andsuctionlines.Adjustso thatthe pressurein the
low pressurepartof the fuel systemis 4 bar.
5. CirculatingPumps.Withthe supplypumpsrunningat 4 baroutletpressure,
pumpNo. 1 to openat
by-passvalveat circulating
adjustthe spring-loaded
the maximumworkingpressureof the circulating
pump,about10 bar.
gr adually,
Ma keth ea d j u stme nt whileslowlyclosingandopeninga valvei n
the pressureline,untilthe pressure,
withclosedvalve,hasthe above-men-
ti o n e dva l u e .
pumpNo.2.
withcirculatrng
Carryoutthe sameadjustment

Page2 (3) When referring to this page, please quote Operation 705-02 Edition 0001
MAN B&W DieselA/S
 }IAh|
EI&Uv
PressurisedFuelOil System 705-02

6. FuelLine:Regulate thefueloil pressureby meansof the spring-loaded

over-
flowvalveinstalledbetweenthe maininletpipeto thefuelinjection
pumpsand
the outletpipeon the engine.Adjustthe overflowvalveso thatthe pressure
in the maininletpipeis 7-8 bar,see also Chapter701.
the pr essurwill
7 . Wi thth e e n g i n eru n ning, e falla little.
Re-adjust
to the desiredvalueat MCR.

When referring to this page, please quote Operation 705-02 Edition 0001 Page3 (3)
MAN B&W DieselA/S
 FuelTreatment 705-03

1. Cleaning
1.1 G e n e r al
Fueloilsare alwayscontaminated and musttherefore,
beforeuse,be thoroughly
cleanedfor solidas wellas liquidcontaminanrs.

Thesolidcontaminantsaremainlyrust,sandandrefinerycatalysts;the
mainliquid
contaminant -
is water, i.e.eitherfreshor saltwater.

Theseimpurities can:
o causedamageto fuelpumpsandfuelvalves.
o resultin increased
cylinderlinerwear.
o be detrimental
to exhaustvalveseatings.
o giveincreasedfoulingof gaswaysandturbocharger
blades.
1.2 Centrifuging
Effective
cleaningcanonlybe ensuredby meansof centrifuges.
The abilityto separatewaterdependslargelyon the specificgravityof the fueloil
relativeto the water- at the separationtemperature.In addition,the fuel oil vis-
cosity(at separation temp.)and flow rate,are alsoinfluencingfactors.
The abilityto separateabrasiveparticlesdependsuponthe sizeand specific
weightof the smallestimpurities thatare to be removed;and in particular
on the
fuel oil viscosity(at separationtemp.)and flow ratethroughthe centrifuge.

To obtainoptimumcleaning,
it is of the utmostimportance
to:
a. operatethe centrifugewithas low a fuel oil viscosityas
p o ssi b l e .
b. allowthe fueloil to remainin the centrifuoebowlfor as
longas possible.
Rea.
Theoptimum(low)viscosity,
is obtainedby runningthecentrifuge
preheater
at the
maximumtemperature recommended for the fuelconcerned.
It is especiallyimportantthat,in the caseof fuelsabove1500Sec.RW/100'F
(i.e.180cSt/S0"C), the highestpossiblepreheatingtemperature- 98'C -
shoufd be maintainedin the centrifugepreheater.SeePlate 7OSOS.

The centrifuge
shouldoperatelor 24 hoursa day exceptduringnecessary
clean-
ing.

when referring to this page, please quote operation 705-03 Edition 0001 Page 1 (7)
MAN B&W DieselA/S
70s-03 FuelTreatment l,lAhl
Er&ut

Reb.
as longas possible,
Thefuelis keptin the centrifuge by adjustingtheflowrateso
thatit corresponds by the engine,withoutexcessive
to the amountof fuelrequired
re-circulation.

The ideal"through-put"shouldthuscorrespond to the normalamountof fuelre-

quiredby the engine,plusthe amountof fuelconsumedduringperiodswhenthe
centrifugeis stoppedfor cleaning.

Thenominalcapacity
of the installed
centrifuges
mustbe according
to the maker's
instructions.

For efficientremovalof waterby meansof a conventionalpurifier,the correct

choiceof gravitydiscis of specialimportance.
The centrifuge manualstatesthe
discwhichshouldbe chosen,corresponding to the specificgravityof thefuelin
question.

Centrifuge
Capacity:Seriesor ParallelOperation

It is normalpracticeto haveat leasttwo centrifuges forfuelcleaning.

available
Plate 70504Fig. 1

As regardscentrifugetreatmentof today'sresidual fuelqualities,experimental

workhas shownthat,providedthe capacityof eachcentrifugeis sufficient, the
bestcleaningeffect,particularly
as regardsremovalof catalystfines,is achieved
whenthe centrifuges are operatedin series- in purifier/clarifier
mode.
Seriesoperationof centrifuges (ensuringa maximumof safety),istherefore
a fully
acceptable to the previously
alternative recommended paralleloperation.Each
centrifuge
musthoweverbe ableto handlethetotalamountof fuelrequired by the
engine,withoutexceeding the flow-raterecommended by the centrifuge
maker.
Thisrecommendation is validforconventional Forlatertypes,
centrifuges. suitable
for treatingfuelswithdensities higherthan991 kg/m"at 15"C,it is recommended
to followthe maker'sspecificinstructions, see item 1.3below.
Plate 70504Fig. 2

lf the installed
centrifuge capacityis on the lowside(relative viscos-
to thespecific
ity of thefueloil in question),and if morethanonecentrifuge parallel
is available,
operation maybe considered in orderto obtaina lowerflowrate.However, in view
of theaboverecommendations, seriousconsiderations shouldbegivento thepos-
sibleadvantages of installing
newequipment, in accordance withtoday'sfuelqual-
itiesandflow recommendations.

As regardsthe determination/checking
of the centrifuging we generally
capacity,
advisethatthe recommendationsof the centrifuge
makerarefollowed,butthe
curvesshownon Plate70505can be usedas a ouidance.

Page 2 (7) When referring to this page, please quote Operation 705-03 Edition 0001
MAN B&W DieselA/S
 },|AN
El&Ult
FuelTreatment 705-03

1.3 H i g h D en si tyF u e l s
To copewiththe trendtowardsfuelswithdensityexceeding
991 kg/m3at 15'C,
the centrifuging
technology
hasbeenfurtherdeveloped.

lmprovedclarifiers,
withautomaticde-sludging providesadequateseparation
of
waterand particles
fromthefuel,up to a densityof 1010kg/m3at 15"C.

Thecentrifuges in parallel
shouldbe operated or in seriesaccording
to themaker's
instructions
and recommendations.

1.4 H o m o g e n i se rs
As a supplement only(tothe centrifuges),
a homogenisermay be installed in the
fueloil system,to homogenise possiblewaterand sludgestillpresentin the fuel
aftercentrifuging.

1.5 F i n eF i lte r
only(tothe centrifuges),
As a supplement a finefilterwithveryfinemeshmaybe
to removepossiblecontaminants
installed, presentin the fuelaftercentrifuging.

A homogeniser beforea possible

shouldbe inserted finefilterin orderto minimise
the riskof blockingby agglomeration
of asphaltenes.
1.6 Super Decanters
As a supplementonly,a superdecantermay be installed.
Thisis, in principle,
a
"horizontal" The aim is to removesludgebeforenormalcentrifuging
clarifier. and
thusminimizethe riskof blockingof the centrifuges.

2. Fuel oil stability

Fueloilsof todayare produced on the basisof widelyvaryingcrudeoilsandrefin-
ery processes.Practicalexperiencehasshownthat,dueto incompatibility,
certain
fueltypesmay occasionally tendto be unstablewhenmixed.
As a consequence,
fuelmixingshouldbe avoidedto the widestpossibleextent.
A mixtureof incompatible fuels,in the bottomtanksand the settlingtanks,may
leadto stratification,
andalsoresultin ratherlargeamountsof sludgebeingtaken
out by the centrifuges,
in somecasesevencausingcentrifuge blocking.
can alsotakeplacein the servicetank,leadingto a fluctuating
Stratification pre-
heatingtemperature,whenthisis controlledby a viscorator.
Servicetankstratification
can be counteractedby recirculating
the contentsof the
tankthroughthe centrifuge.Thiswillhaveto be carriedout at the expenseof the
previouslv
mentioned benefitsof low centrifuqe
flowrate.

When referring to this page, please quote Operation 705-A3Edition 0001 Page3 (7)
MAN B&W DieselfuS
705-03 FuelTreatment

3. Preheating before Injection

the fueloil hasto be preheated
ln orderto ensurecorrectatomization, beforein-
jection.

Thenecessary preheating
temperature
is dependent
uponthespecific
viscosity
of
t h e o i li n q u e sti o n .
preheating
lnadequate (i.e.too highviscosity):
o willinfluence
combustion.
o maycauseincreasedcylinderwear (linersand rings),
o maybe detrimental to exhaustvalveseatings,
. may resultin too highinjectionpressures, leadingto
excessive
mechanical stressesin the fuel oilsystem.
preheating
In mostinstallations, is carriedout by meansof steam,andthe result-
antviscosity
is measuredby a viscosityregulator (viscorator),
whichalsocontrols
the steamsupply.

Depending uponthe viscosity/temperature relationship,

andtheviscosity
indexof
thefueloil,an outlettemperature of up to 150'Cwillbe necessary.
Thisis illustrat-
ed in the diagramon Plate70506,whichindicates the expectedpreheating tem-
peratureas a functionof the fuel oil viscosity.

Recommended
viscositymetersettingis 10-15cSt.

However,experience fromservicehasshownthatthe viscosityof thefuel,before

the fuelpump,is nota too strictparameter,
for whichreasonwe allowa viscosity
of up to 20 cSt afterthe preheater.

In orderto avoidtoo rapidfoulingof the preheater,

a temperature
of 150'Cshould
not be exceeded.

3.1 Precaution
Cautionmustbetakento avoidheatingthefueloilpipesby meansof theheattrac-
ingwhenchangingfromheavyfuelto dieseloil,and duringrunningon dieseloil.
Underthesecircumstances excessive heatingof the pipesmayreducetheviscos-
itytoo much,whichwillinvolvethe riskof the fuelpumpsrunninghot,therebyin-
creasingthe riskof stickingof the fuelpumpplungerand damageto thefueloil
sealings.(Seeitem4.2).

3.2 Fuel Preheatingwhen in Port

Duringenginestandstill,the circulationof preheated
heavyfueloil doesnotre-
quiretheviscosityto be as lowas is recommended for injection.
Thus,in orderto
saveenergy,the preheating temperature maybe loweredsome20"C,givinga vis-
cositvof about30 cSt.

Page4 (7) When referring to this page, please quote Operation 705-03 Edition 0001
MAN B&W DieselA/S
 IIAN
E &Uv
FuelTreatment 705-03

3.3 Starting after Stayingin Port

lf the enginehas beenstoppedon heavyfuel,and if the heavyfuelhas beencir-
culatedat a reducedtemperature duringstandstill,the preheatingandviscosity
regulationshouldbe madeoperative aboutonehourbeforestarting theengine,so
as to obtainthe requiredviscosity,see ltem 3.,'Preheatingbeforelnjection'.

4. Other Operational Aspects

4.1 CirculatingPump Pressure
Thefueloil pressuremeasuredon the engine(atfuelpumplevel)shouldbe 7-8
bar,equivalent pumppressureof up to 10 bar.Thismaintains
to a circulating a
pressuremarginagainstgasificationand cavitationin the fuel system,evenat
150'C.

The supplypumpmay be stoppedwhenthe engineis not in operation.

See Plate 70502.

4.2 Fuel change-over

(See also Section 705-02).

The engineis equipped "all-symmetrical",

withuncooled, lightweightfuelvalves-
withbuilt-infuelcirculation.
Thisautomatic of the preheated
circulation fuel
(throughthe high-pressure pipesandthe fuelvalves)duringenginestandstill, is
the background for our recommendingconstantoperationon heavyfuel.
However,change-over
to dieseloil can becomenecessaryif, for instance.
o thevesselis expected to havea prolonged periodwithcoldengine,e.g.
inactive
d u eto :
- a majorrepairof the fuel oil systemetc.
- a docking
morethan5 days'stop(incl.laying-up)
o environmental
legislation
requiring
the useof low-sulphur
fuels.

Change-overcan be performedat anytime:

o duringenginerunning,seeltems4.2.A.and 4.2.8.
o duringenginestandstill,
seeltem4.2.C.

ln orderto prevent:
o fuelpumpand injectorsticking/scuffing,
o p o o rco mb u sti o n ,
o foulingof the gasways,

it is veryimpoftant to carefullyfollowthe temperature

/ loadrequirements
of the
p rro ce d u reSee
ch a n g e -o ve s. ltems4.2.A.,4.2.8.and4.2.C.

When referring to this page, please quote Operation 705-03 Edition 0001 Page5 (7)
MAN B&W DieselA/S
705-03 FuelTreatment IIAN
El&ut

A. Change-overfrom Dieseloil to HeavyFuel during Running

To protecttheinjection
equipment againstrapidtemperature changes,
whichmay
of thefuelvalvesand of the fuelpumpplungersandsuc-
causesticking/scuffing
tionvalves,the change-over is carriedout as follows(manually)'

First,ensurethatthe heavyoil in the servicetankis at normaltemperature

level.

Reducetheengineloadto 314of normal.Then,by meansofthethermostatic valve

in the steamsystem,or by manualcontrolof the viscosity
regulator,the dieseloil
is heatedto maximum60-80"C.Regulate the preheating so as to givea tempera-
tureriseof about2"C per minute.

Thedieseloilviscosity shouldnot dropbelow2 cSt,as thismightcausefuelpump

andfuelvalvescuffing, withthe riskof sticking,dueto failinglubrication
abilityof
th e d i e seol i l .

Forsomelightdieseloils(gasoil),thiswill limitthe uppertemperature

to some-
whatbelow80'C.

Dueto the above-mentioned riskof sticking/scuffing

of thefuelinjection
equip-
ment,the temperatureof the heavy fuel in
oil the servicetankmustnot be more
than25'C higherthanthe heateddieseloil in the system(60-80'C)at thetimeof
change-over.

Whenthetemperature requirementshavebeenfulfilled,thechangeto heavyoilis

performed by turningthe change-over cock.The temperature riseis thencontin-
ued at a rateof about2'C per minute,untilreachingthe required
viscosity,
see
Item 3.,'Preheatingbeforelnjection'.

B. Change-overfrom HeavyFuelto DieselOil during Running

Seealso ltem 3.1, 'Precaution'.
To protectthefueloil injection againstrapidtemperature
equipment changes,
whichmaycausescuffingwiththe riskof stickingof thefuelvalvesandof thefuel
pumpplungersandsuctionvalves,the change-over to dieseloil is performed
as
follows(manually):
o Preheatthe dieseloil in the servicetankto about50'C, if possible.
r Cut offthesteamsupplyto thefueloil preheater and heattracing.
o R e d u ceth ee n g i n el o adto 314of M CRload
o Changeto dieseloilwhenthetemperature of the heavyoilin thepreheater has
droppedto about25"Cabovethe temperature in the dieseloil servicetank,
however.not below75'C.

lf, afterthe change-over,the temperature(at the preheater)suddenly

drops considerably,the transitionmust be moderatedby supplyinga lit-
tle steam to the preheater,which now containsdiesel oil.

Page6 (7) When referring to this page, please quote Operation 705-03 Edition 0001
MAN B&W DieselA/S
 I'AN
Et&w
FuelTreatment 705-03

C. Change-over from HeavyFuelto DieselOil during Standstill

o Stopthe preheating. Regarding temperature levelsbeforechange-over,
'Change-over
see ltem 8., from Heavy Fuel to Diesel Oil during Running'.
o Changepositionof the change-over valveat the fueltanks,
so thatdieseloil is ledto the supplypumps.
o Startthe supplypumpsandcirculating pumps
(iftheyare notalreadyrunning).
o Changepositionof the change-over valveat the ventingpipe,
so thatthe fueloil is pumpedto the HFO-tank.
o Whenthe heavyfueloil is replacedby dieseloil,turnthe
change-over valveat the ventingpipebackto its normalposition,
so thatthe heavyoil in the ventingpipeis now mixedwithdieseloil.
o Stopthe supplypumps.
o Stopthe circulating pumps.

When referring to this page, please quote Operation 705-03 Edition 0001 Page 7 (7)
MAN B&W DieselA/S
 I,|AN
B&Ut ResidualMarineFuelStandards Plate 70501

Designation C I M A C I M A C C I M A C C I M A C C I M A CC I M A C C I M A C C I M A C C I M A C C I M A CC I M A C C I M A C C I M A C
A10 B 10 c10 D 15 E25 F25 G35 H35 K35 H45 K45 H55 K55

R e l a t e dt o I S O 8 2 1 7 ( 9 6 ) :F RMA RMB RMC RMD RME RMF RMG RMH RMK RMH RMK RMH A
10 10 10 tc 25 25 35 35 45 45 55

Characteristic Dim. Limit

D e n s i t ya t 1 5 ' C Kg/m3 max. 950 975 980 991 991 1010 991 1 0 10 991 1010

Kinematic max. 10 t3 25 45 55
viscosityat 100" C cSt 2)
1) m i n .a ) o 15

F l a s hp o i n t .C mrn 60 60 60 60 60 60

P o u rp o i n t "c max 0 24 30 30 30 JU 30
63)

C ''ronresidue "/"(mlm) max tz 14 14 IJ 18 zz

Ash "/"(mlm max. 0.10 0.10 0.10 0.15 u. tf, 0.15 0 . 15

Total sediment "/"(m/m max. 0.10 0 . 10 0.10 0.10 0 . 10 0.10

afier ageing

Water %(vA/) max. 0.50 0.80 1.0 1.0 1.0 1.0

Sulphur "/"(m/m) max. 3.5 4.0 5.0 5.0 5.0 5.0

Vanadium mg/kg max. 150 300 350 200 500 300 OUU 600 600

A l u m i n i u ma n d mg/kg max. 80 80 80 80 80 80
silicon

l g n i t i o np r o p e r t i e sc /

1) Approximateequivalentviscosities(for informationonly)
Kinematicviscosity(cSt)at1OO"C 6 1 0 1 5 2 5 3 5 4 5 5 5
Kinematicviscosity(cSt)at 50'C 22 40 80 180 380 500 700
Sec. RedwoodI at 100"F 165 300 600 1500 3500 5000 7000

2) 1 cSt = '1mm2/sec

3) Appliesto regionand seasonin whichfuel is storedand used,

(uppervaluewinterquality,bottomvaluesummerquality)

4) lgnitionProperties

Normallyappliedanalyticaldatafor fuel oil containno directindicationof ignitionquality,neither

do currentspecificationsand standards.Althoughnot an importantparameterfor low and
mediumspeedengineswith highcompressionratios,the ignitionqualitycan to someextentbe
predictedby calculationsbasedon viscosityand density,usingformulasissuedby the oil indus-
try (CCAIby Shellor Cll by BP).Highdensityin combination with low viscositymay be an indi-
cationof poor ignitionquality.

When referring to this page, please quote Operation Plate 70501, Edition 0001
MAN B&W DieselA/S
 IIAN
Pfate70502 FuelOil System EI&YY

!
o
2---+
5:lb L
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ooo ;;:f N c
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900
of 'O
"9!
q oo
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Lto o\o-"
o oJ o >+ u u
!.+ ?0000
EO -OOLL
)P a OIIFF
Z @+
o!

When referring to this page, please quote Operation Plate 70502, Edition 0001
MAN B&W DieselA/S
 I'AN
Er&Ul, FuelOil Pipeson Engine Plate 70503

Cylinder1

Fuelvalve

When referring to this page, please quote Operation Plate 70503, Edition 0001
MAN B&W DieselA/S
 FuelOil Centrifuges
Plate70504 Modesof Operation

In Series F i g .1

ln Parallel F i g .2

By courtesyof Alfa-Laval

When referring to this page, please quote Operation Plate 70504, Edition 0001
MAN B&W DieselA/S
 CentrifugeFlowRateand Separation
/-*G' (Preheating)
Temperature
Plate 70505

Rate of flow

Relatedto ratedcapacityof centrifuge

100

BO

60

40

20

Separationtemperature

"C
100

90

80

7Q

60

50

40

Log 1( 25 AE
75 100 130
cSVB0'C
scales ------+-.''--
30 60 80 180 380 600
cSV50"C
------]--'+>
200 400 600 1500 3500 6000
secR l/100"F

When referring to this page, please quote Operation Plate 70505, Edition 0001
MAN B&W DieseltuS
 Preheating
of HeavyFuelOil
I||Ah|
Plate 70506 (Priorto lnjection) B&U\t

Approx. viscosity
Temperature afterpreheater
afterpreheater
"C

170
160
150
140
130
120
110
100
90
BO
70
60
50
40
30 Viscosityof fuel

35 45 55 cSt/100"C

30 60 100 180 380 600 cSt/ 50" C

200 400 800 1500 3500 6000 sec. Rw/ 100"F

This cart is basedon information

from oil suppliersregardingtypical
marinefuelswithviscosityindex70-80.
Sincethe viscosityafterthe preheateris the controlledparameter,the
preheatingtemperaturemay vary, dependenton the viscosityand the
viscosityindexof the fuel.

Recommended
viscositymetersettingis 10-15cSt.

When referring to this page, please quote Operation Plate 70506, Edition 0001
MAN B&W DieselA/S
 ltA'hl
B&Ult
Performance
Evaluationand GeneralOperation Chapter706

Tableof Contents

706-01 Observations
duringOperation
1. SymbolsandUnits .....1

2. OperatingRange ......2
2.1 LoadDiagram. ....2
2.2 Definitions ........2
2.3 LimitsforContinuousOperation.. ....2
2.4 LimitsforOverloadOperation.... ....2
2.5 Recommendations ......2
2.6 PropellerPerformance.. ......3
3. PerformanceObservations ........3
3.1 General .....3
3.2 KeyParameters ........3
3.3 Measuringlnstruments.... ....4
3.4 IntervalsbetweenChecks .....4
3 . 5 E v a l u a t i oonf O b s e r v a t i o n s . ....4

706-02 Evaluationof Records

1. General ....1
2. EngineSynopsis .......1
2 . 1 P a r a m e t e r s r e l a t e d t oMt heea nl n d i c a t ePdr e s s u r(ep i ) .......1
2 . 1 . 4 M e a nD r a u g h t .....2
2 . 1 . 8 M e a ni n d i c a t ePdr e s s u r(ep , ). . ......2
2 , 1 . CE n g i n e S p e e d ( .p., ) .....2
2 . 1 . DM a x i m u m C o m b u s t i o n P r e s s u r ep( ,p),.,." ......2
2 . 1 . E F u e l n d e x ( p .' ). ........3
2 . 2 P a r a m e t er e s l a t e d t o t hEef f e c t i vEen g i n eP o w e r( P " ) ........3
2 . 2 . 4 E x h a u s t T e m p e r a t(ut e r e, n u - P.". ) ....4
2.2.8Compressio Pnr e s s u r(ep " o , pP . ) . . . .......5

3. TurbochargerSynopsis ......8
3 . 0 . A S c a v e n g e A i r P r e s s(upr.e" , u - P ".) ........8
3.0.8 Turbocharger Speed(T/Cspeed- pscau) . . . .9
3.0.C PressureDropacrossTurbocharger Air Filter(Apr- pscau) . . . . . .9
3 . 0 . DT u r b o c h a r g e r E f f i c i e n c y ( q T / C ) .......9

When referring to this page, please quote Operation Chapter 706 Edition 0002 Page 1 (4)
MAN B&W DieselA/S
 706 PerformanceEvaluationand GeneralOperation
Chapter

Tableof Contents

4 . Ai r C o o l e rS yn o p si s . . . 10
4.0.A Temperature Difference
betweenAir OutletandWaterInlet
(Atlairwate4-psou) .......10
4.0.8 CoolingWaterTemperatureDifference(A t*atu, - p.c"u) . . . 't0
4.0.C PressureDropacrossAir Cooler(A p"i, p.""u). . . . '10
4.1 Evaluation .......10

5. SpecificFuelOil Consumption 12

706-03 Cleaningof Turbochargers

and Air Coolers
1. Turbocharger ....1
1.1 General .....1
1.2 CleaningtheTurbineSide .....1
1 . 2 . AD r y C l e a n i n g .....1
1 . 2 . 8W a t e r C l e a n i n.g. . .....2
1.3 CleaningtheCompressorSide. ......2
2. Air CoolerCleaningSystem

3 . D r a i nS y s t e m f o r W a t e r M i s t C a t c.h. .e r ........3
3.1 Condensation of Waterfroma HumidAtmosphere. .. . . . .3
3.2 DrainSystem .....3
3.3 Checking the DrainSystemby the SightGlass . . . .3

706-04 MeasuringInstruments
1. ThermometersandPressureGauqes .....1

2. Thelndicator.-. .......1
2.1 lndicatorandDrawDiagrams ........2
2.2 Maintenance of the Indicator . . . .2
2.3 IndicatorValve .....3
2.4 Fittingthelndicator... ........3
2.5 TakingtheDiagrams.. ........4
2.6 DiagramFaults ....5
2 . 7 A d j u s t m e n t lonfd i c a t o r D r i v e ........5

3 . P M IS y s t e m .....6

Page2 (a) When referring to this page, please quote Operation Chapter 706 Edition 0002
MAN B&W DieselA/S
 1l|Ah|
B&Ul'
Performance
Evaluationand GeneralOperation Chapter706

Tableof Contents

706-05 PressureMeasurements
and MeasuringInstruments
'1. Compression
Pressure,
MaximumPressure,
and Faults . . . . . .1
2. Areaof Indicator
Diagram . . . . .2
3. Calculation
of the Indicated
and EffectiveEnginePower . . . . . .z

706-06 Correctionof PerformanceParameters

1. General ....1
2. Correction .......1
3. Examplesofcalculatio
. ns: ....2
4. MaximumExhaustTemperature . . . .3

706-07 TurbochargerEfficiency
1. General ....1
2. CalculatingtheEfficiencies. ........1
2 . 1 P l a n t s w i t h o u t T C S aEnxdh a u s t B y - P a s s ........1
2 . 2 P l a n t s w i t h T CaSn d l oEr x h a u sBt y - P a s s ........3

706-08 Estimationof the EffectiveEnginePower

withoutIndicatorDiagrams
1. General ....1
2. Methods ........1
2 . 1 F u e lI n d e x .......1
2.2 TurbochargerSpeed ....1

When referring to this page, please quote Operation Chapter 7a6 Edition 0002 Page3 (4)
MAN B&W DieseltuS
Chapter
706 PerformanceEvaluationand GeneralOperation }|AN
Et&w

Tableof Contents

PLATES

LoadDiagramfor Propulsion
alone . . Plate70601
and MainEngineDrivenGenerator
LoadDiagramfor Propulsion . . . Plate70602
Performance
Observations(2 pages) Plate70603
Readingsrelatingto Thermodynamic Conditions . Plate70604
SynopsisDiagrams - for engine(2 pageseach) . Plates70605-70607
- for turbocharger
SynopsisDiagrams (2 pageseach) . Plates70608-70609
- for air cooler(2 pages)
SynopsisDiagrams . . . . Plate70610
- Corrections
SpecificFuelOil Consumption . . . . Plate7061'1
(Turbineside) .
DryCleaningof Turbocharger . . . Plate70612
(Turbine
WaterCleaningTurbocharger side) . . . . Plate70613
Air CoolerCleaningSystem(Option) Plate70614
NormallndicatorDiagram . . . . Plate70615
Adjustment
of Indicator
Drive. . Plate70616
FaultylndicatorDiagrams .... Plate70617
Information
fromIndicator
and DrawDiagrams . . . Plate70618
Usingthe Planimeter
.. . Plate70619
to ISOReference
Correction AmbientConditions
:
MaximumCombustion
Pressure Plate70620
ExhaustTemperature... Plate70621
CompressionPressure... .... Plate70622
ScavengePressure .... Plate7}623
E x a m p l e oRf e a d i n g s . . . . .... Plate7)624
C a l c u l a t i o nC
oof mpressorEfficiency., ... Plate70625
Calculation
of TotalTurbocharger
Efficiency . . . . Plate70626
PowerEstimation . Plate70627
Turbocharger
Compressor
WheelDiameterand SlipFactor. . . Plate70628

Page4 (4) When referring to this page, please quote Operation Chapter 706 Edition a002
MAN B&W DieselfuS
 ItA'hl
Et&l\t
Observations
duringOperation 706-01

1. Symbolsand Units
I he tollowinodesionationsare used.
Parameter Symbol Unit 1 U n i t2
Effectiveenginepower P" bhp KW
Enginespeed speed speed speed
Indicated enginepower pi ihp ikw
Fuelpumpindex Index No. o/

Specificfueloil consumption SFOC g/bhph g/kwh

Fueloil lowercalorific
value LCV kcal/kg kJ/kg
Turbocharger speed T/C speed speed speed
Barometricpressure puaro mmHg mbar
PressuredropacrossT/C air filters Apt mmWC mbar
Pressuredropacrossair cooler AP" mmWC mbar
Scavengeair pressure pscav mmHg bar*)
Meanindicated pressure pi bar *) bar*)
Meaneffectivepressure pe bar*) bar*)
Compression pressure pcomp bar *) bar*)
Maximumcombustion pressure pmax bar*) bar*)
Exhaustreceiverpressure pexhrec mmHg bar*)
Pressureafterturbine patc mmWC mbar
OC
Air temperaturebefore T lCfilters tint "C
OC OC
Air temperaturebeforecooler tb"oo
OC OC
Coolingwaterinlettemp.,air cooler tcoolint
OC OC
Coolingwateroutlettemp.,air cooler tcoolout
OC OC
Scavenge air temperature t""",
OC OC
Temperature afterexhaustvalve texhv
OC OC
Temperature beforeturbine tut"
Temperature afterturbine t"t" 'C OC

Conversion factors:
1 b a r=1 .0 2kp /cmz= 0 .1M P a= 1 o sP a= 1 0 5+
1 kg/cm2 = 0.9807bar m'
1kw = 1.3596 hp
1 mbar = 1 0 .2mmWC= 0.75m m
JT = 3 .'1
4 15 9

*) Pressurestated in bar is the measuredvalue, i.e. read from an ordinary

pressuregauge. Note:the officialdesignationof bar is Absolute Pressure.

When referring to this page, please quote Operation 706-01 Edition 0002 Page1 (s)
M A NB & W D i e s e l A / S
706-01 Observations
duringOperation 1l|AN
EI&Uv

2. OperatingRange
2.1 LoadDiagram
The specificrangesfor continuous are givenin the 'LoadDiagrams':
operation
o Forpropulsionalone,Plate70601.
o For propulsion
and mainenginedrivengenerator,
Plate70602.
(loaddiagrams)
Specificenginecalculations can be orderedby contacting
MAN
B&WDieseltuS.

2.2 Definitions
The loaddiagram,in logarithmic scales(Plates70601and/or70602)definesthe
powerandspeedlimitsfor continuous as wellas overload
operation
of an installed
en g i n eh a vi n ga sp e ci fi ed
MCR( Maximum Continous point'
Rating) M' accor di ng
to the ship'sspecification.

The servicepointsof the installed the enginepowerrequired

engineincorporate
for shippropulsion, see Plate70601,andfor mainenginedrivenshaftgenerator,
if installed,see Plate 70602.

2.3 Limitsfor ContinuousOperation

The continuous
servicerangeis limitedby fourlines:
Line3: Represents the maximumspeedwhichcan be accepted for
continuous operation.
Runningat low loadabove10O/"of the nominalspeedof the
engineis, however,to be avoidedfor extendedperiods.
Line4: Represents the limitat whichan ampleair supplyis available
for combustion andgivesa limitationon the maximumcombi-
nationof torqueandspeed.

Line5: Represents the maximummeaneffectivepressure(mep)lev-

el, whichcan be acceptedfor continuous
operation.
the maximumpowerlinefor continuous
Line7: Represents operation.

2.4 Limitsfor OverloadOperation

Manyparameters the pedormance
influence of the engine.Amongtheseis:over-
loading.The overloadservicerangeis limitedas follows:

Line8: Represents
the overloadoperation
limitations.

Theareabetweenlines4, 5, 7 andthe heavydottedline8 is available

as overload
fo r l i mi te dp e ri o d so n l y(1 hourper 12 hour s) .

2.5 R e c o mme n d a ti o n s
C o n ti n u o uosp e ra ti own i thoutlimitations
is allowed
onlywithinthear ealim itedby
li n e s4 , 5 , 7 a n d3 o f th e l oaddiaqr am

Page2 (5) When referring to this page, please quote Operation 706-01 Edition 0002
MAN B&W DieselA/S
/-*G\ duringOperation
Observations 706-01

Theareabetweenlines4 and 1 is availablefor runningconditions

in shallowwater,
heavyweatherandduringacceleration, i.e.for non-steady
operation withoutactu-
al timelimitation.

Aftersometimein operation, the ship'shulland propeller willbe fouled,resulting

r n n i n go f th e pr opelleri.e.
i n h e a vi eru , loadingthe enginemor e.The pr opel l er
curvewillmoveto the leftfromline6 to line2 andextrapoweris required for pro-
pulsion. The extentof heavyrunningof the propeller willindicate the needfor
cleaningthe hulland possiblypolishing the propeller.

PointA is a 100"/"speed and power referencepoint of the load dia-

gram. Point M is normallyequal to point A but may in special cases,for
examplesometimeswhen a shaft generatoris installed,be placed to
the right of point A on line 7.

2.6 PropellerPerformance
Experience indicatesthat shipsare - to a greateror lesserdegree- sensitiveto
badweather(especially withheavywaves,andwithheadwindsandseas),sailing
in shallowwaterwithhighspeedsandduringacceleration. lt is advisable
to notice
the power/speed combination in the loaddiagramandto takeprecautions when
approaching the limitinglines.

3. Performance Observations Plates70603(twopages),70604

3.1 General
Duringengineoperation, severalbasicparameters
needto be checkedand eval-
uatedat regularintervals.

The purposeis to followalterations

in:
o the combustion conditions,
o the generalcylindercondition,
o the generalenginecondition
in orderto discoverany operational
disturbances.
Thisenablesthe necessaryprecautions
to be takenat an earlystage,to prevent
the furtherdevelopment
of trouble.
Thisprocedure willensureoptimummechanical
condition
of the enginecompo-
nents,and optimumoverallplanteconomy.

3.2 Key Parameters

The key parameters
in performance
observations
are:
pressure
Barometric
F
- "n
I tn
" 'i"n o
qnood

When referring to this page, please quote Operation 706-01 Edition 0002 Page3 (5)
MAN B&W DieselA/S
706-01 during Operation
Observations /-*?\
- Shipsdraught
- Meanindicatedpressure
- Compression
pressure
- Maximumcombustionpressure
- F u e lp u mpi n d e x
- Exhaustgas pressures
- Exhaustgas temperatures
- Scavengeair pressure
- Scavenge
airtemperature
- Turbocharger
speed
- Exhaustgas backpressurein exhaustpipeafterturbocharger
- Air temperature
beforeT/C filters
- A p airfilter(if pressuregaugeinstalled)
- Apaircooler
- Air and coolingwatertemperatures
beforeand after
scavengeair cooler.

3.3 M e a s u r i n g l n stru me n ts
The measuring for pedormance
instruments observations
comprise.
- Thermometers,
- Pressure
gauges,
- Tachometers,
- PMI- On/Off-line
Cylinderpressuremeasurring
equipment
- Eventuallythe enginediagnosis
systemCoCos-EDS
- Indicator
and planimeter
It is important
to checkthe measuring
instruments
for correctfunctioning.

Regardingcheck of thermometersand pressuregauges,see Section706-04.

3.4 IntervalsbetweenChecks
Constantly:
Temperature andpressuredatashouldbe constantly monitored,
in or-
derto protectthe engineagainstoverheating
andfailure.ln general,automatic
alarmsandslow-down or shut-downequipmentare installedfor safety.

Guidingvaluesof permissible fromthenormalservicedataaregivenin

deviations
Section701-01.

Daily:Fill-inthe Pedormance record,Plate70603.

Observation
Eve rytw ow e e ks:T a kei ndicator
car dsandfillin thecom plete
Per for m ancOb-
e
servationsrecord,Plate70603.

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MAN B&W DieselA/S
/-G\ Observations
during Operation 706-01

3.5 Evaluationof Observations

Comparethe observations
to earlierobservations
and to the testbed/sea
trialre-
su l ts.

Fromthe trends,determine
whencleaning,
adjustment
and overhaulshouldbe
carriedout.

See Chapter701,regardingnormalseruicevaluesand alarm limits.

Notall parameters
can be evaluatedindividually.
Thisis becausea changeof one parameter anotherparameter.
can influence
Forthisreason,theseparameters mustbe compared parame-
to the influencing
tersto ensurecorrectevaluations.

A simplemethodfor evaluationof theseparametersis presentedin Section

706-02.

When referring to this page, please quote Operation 706-01 Edition 0002 Page 5 (5)
MAN B&W DieselA/S
 Evaluationof Records 706-02

1. General
Recordthe performance as describedin the previousSection
observations
706-01.

Usethe synopsisdiagramsto obtainthe bestand mostsimplemethodof plotting

the parameters:
and evaluating

Engine: Plates70605,70606,70607
Turbocharger:Plates70608,70609
A i r co o l e r: P l a te7 0610
Plates 70605,70606and 70607are sufficientto give a generalimpressionof the
overalI engine condition.

The platescomprise:

Modelcurve:showsthe parameter as a functionof the parameter

on whichit is
mostdependent(basedon the testbed/sea trialresults).
Time baseddeviationcurve:showsthe deviationbetweenthe actualserviceob-
servations
andthe modelcurve,as a functionof time.The limitsfor max.recom-
mendeddeviationis alsoshown.The limitsare basedon the MANB&WCAPA-
system.(ComputerAidedPerformance Analysis).

curves,it is possibleto determine

Fromthe deviation whatenginecomponents
shouldbe overhauled.
Fromthe slopeof the curves,it can be determined
approximately
whenthe over-
haulshouldbe carriedout.

Blanksheets:Blank'Timebaseddeviation'sheets whichcan be copied.Use

thesesheetsfor plottingthe deviation
valuesfor the specificengine.

of eachparameter
The followingltemsdescribethe evaluation in detail.

2. Engine Synopsis
A 6L60MChas beenusedin theseexamples.

2.1 Parametersrelatedto the MeanIndicatedPressure(p)

Plates70605and 70606(enginesynopsisdiagrams)showmodelcurvesfor en-
gineparameters
whichare dependent pressure(pi).
uponthe meanindicated

| ,fFl Plate 70605also includestwo charls for plotting the draughtof the
l:6" ship,and the averagemean indicatedpressureas a functionof the
engine runninghours.
Forcalculation pressure,
of the meanindicated see Section706-05

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MAN B&W DieselA/S
706-02 Evaluationof Records I,|AN
B&Uv

Forengineswithoutindicatordriveor PM|-system, meanindicated

the estimated
pressureis readfrom Plate70606.

2.1 . 4 M e a nD ra u g h t
Themeandraughtis depicted for anypadicular
herebecause, enginespeed,it will
havean influence
on the enoineload.

2.1 . 8 M e a ni n d i ca teP (p i )
d re ssu re
The averagecalculated pressure
valueof the meanindicated is depicted
in order
thatan impression of the engine'sloadcan be obtained.

Loadbalance:the meanindicatedpressurefor eachcylindershouldnotdeviate

morethan0.5 bar fromthe averagevaluefor all cylinders.

The load balancemust not be adjustedon the basisof the exhaust

gas temperaturesafter each exhaust valve.

Thefuelindexmustbe steady.Unbalances
in the loaddistribution
maycausethe
governorto be unstable.

It is recommended to applyPM|-system (work

for easyaccessto P-V-diagrams
diagram), if the indicator
driveis not installed.
2.1 . C En g i n eS p e e d(p i )
The modelcurveshowsthe relationship
betweenthe enginespeedandthe aver-
age meanindicated pressure(p).

The enginespeedshouldbe determined

by countingthe revolutions
overa suffi-
cientlylongperiod
of time.
Deviationsfromthe modelcuryeshowwhetherthe propeller is lightor heavy,i.e.
whetherthe torqueon the propeller is smallor largefor a specified speed.lf this
is comparedwiththe draught(underthe sameweatherconditions) , seeremarks
in Section706-01
, thenit is possible
to judgewhether the alterations are owingto:
o changesin the draught,
o or an increasein the propulsion
resistance,
for instancedueto foulingof the
hull,shallowwater,etc.
Valuableinformation
is herebyobtainedfor determining
a suitabledockingsched-
ule.

lf the deviation fromthemodelcurveis large,(e.9.deviationsfromshoptrialto sea

trial),it is recommended to plotthe resultson the loaddiagram,
see Section
706-01,andfromthatjudgethe necessity of makingalterations
on the engine,or
to th e p ro p e l l e r.

2.1 . D C o mb u sti oPnre ssur (ep' ", p)

M a x i mu m
The modelcurveshowsthe relationship betweenthe averagep*a*(corrected
to
IS Ore fe re n ce
a mb i e ncondr
t tions)andtheaver aqep,.

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MAN B&W DieselA/S
/.*G\ Evaluationof Records 706-02

ll.ffi For correctionto referenceconditions,see Section706-06.

Iet
fromthe modelcurveareto be comparedwithdeviations
Deviations in the com-
pressionpressureand the fuel index(seefurtheron).

At loadslowerthan85-90%of specified MCR-power, the p"'* willincreasein pro-

portionto the fuelpumpindex.At loadshigherthan85-90o/o,lhe pmaxis keptcon-
stant.
p,"" valuedeviatesmorethan3 bar fromthe averagevalue,the
lf an individual
reasonshouldbe foundandthe faultcorrected.

The pressurerisepcomp-pmax
mustnot exceedthe specified
limit,i.e.35 bar.

2.1.E F u e lI n d e x( p )
The modelcurveshowsthe relationship
betweenthe averageindexandtheaver-
age Pi.

fromthe modelcurvegiveinformation
Deviations on thecondition
of thefuelinjec-
tionequipment.
Wornfuelpumps,and leakingsuctionvalves,willshowup as an increased fuel
indexin relationto the meanpressure.
Note,however,thatthe fuelindexis also
dependent on:

a. Theviscosityof thefueloil,(i.e.the viscosityat the pre-

heatingtemperature). Lowviscosity willcauselarger
leakagesin the fuelpump,andtherebynecessitate
higherindexesfor injecting
the samevolume.
valueandthespecificgravityof thefueloil.
b. Thecalorific
Thesewilldeterminethe energycontentper unitvol-
ume,and canthereforealsoinfluencethe index.
c. All parameters (am-
that affectthe fuel oil consumption
pma",
bientconditions, €tc.)
Sincethereare manyparameters thatinfluence the index,andtherebyalsothe
p',", it can be necessaryto adjustthe p'n""from timeto time.

to overhaulthe fuelpumpswhenthe indexhasincreased

It is recommended by
a b o u t1 0 %.
In casethe engineis operating wornfuelpumps,the startingper-
withexcessively
formanceof the enginewillbe seriously
affected.

2.2 Parametersrelatedto the EffectiveEnginePower(P")

Plate70607showsmodelcurvesfor engineparameters
whicharedependent
on
the effectivepower(P.).

Regarding
the calculation enginepower,see Section706-05.
of effective

When referring to this page, please quote Operation 706-02 Edition 0002 Page 3 (14)
MAN B&W DieselA/S
706-02 Evaluationof Records }IAN
Et&Ilt

Forengineswithoutindicator
drive,the estimated enginepoweris found
effective
by usingthe fuelpumpindexandT/C revolutions
as parameters,
see Section706-
08.

It is recommendedto applyPM|-system (work

for easyaccessto P-V-diagrams
diagrams) and therebythe effective
engine power.

2.2 . 4 ExhaustTemperature(tu*r.u-
P")
The modelcurveshowsthe averageexhausttemperatures (afterthevalves),cor-
rectedto reference
conditions,
anddrawnup as a functionof the effective
engine
power(P").

ffiffi For correctionto ISO referenceambientconditions,see Section706-06.

[.ffi$4

Regardingmaximumexhausttemperatures,
see alsoSection706-06.

Theexhausttemperature parameter,
is an important becausethemajorityoffaults
in the airsupply,combustionandgassystemsmanifest
themselves
as increases
in the exhausttemperaturelevel.

The mostimportant parameterswhichinfluence the exhausttemperature

arelist-
ed in the tableon the nextpage,togetherwitha methodfor directdiagnosing,
wherepossible.

P a g e4 ( 1 4 ) When referring to this page, please quote Operation 706-02 Edition 0002
MAN B&W DieselAJS
 }IAh|
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IncreasedExhaustTemperatureLevel- FaultDiagnosing

PossibleCauses Diagnosing
a. Fuelinjection
equipment: As thesefaultsoccurin individual
cylinders,
Leakingor incorrectlyworkingfuel compare:
valves(defective
spindleand seat) r fuelindexes
- Wornfuelpumps.lf a highwearrate o Indicatorand drawdiagrams
occurs,the causefor thismustbe found
See Section706-05.
and remedied.
Checkthe fuelvalves:
Note:Inadequate cleaningof the fueloil
can causedefectivefuelvalvesandworn o visually
fuel pumps. o by pressure
testing.
b. Cylindercondition: Thesefaultsoccurin individual
cylinders.
Blow-by,pistonrings r Comparethe compression pressures
from
See also Chapter703,Item '4.1,Run- the indicator
and drawdiagrams.
ning Difficulties',point 7. See Section 706-05.
Leakingexhaustvalves r Duringenginestandstill:
See also Chapter703,ltem '4.1,Run-
ning Difficulties',point 6. Carryout scavengeportinspection.
See Section707-01.
Checkthe exhaustvalves.
c. Air coolers: Checkthe coolingcapability.
Fouledair side See Section 706-02.
Fouledwaterside
d. Climaticconditions: Checkcoolingwaterand engineroomtemper-
Extremeconditions atures.
CorrectTe,nuto referenceconditions.
See Secfion 706-06.
e. Turbocharger: Usethe turbocharger synopsismethodsfor
Foulingof turbineside diagnosing.
Foulingof compressor side See Seclion 706-02.
F u e lo i l : Usingheavyfueloilwillnormallyincrease Te"nu
- Type by approx.15'C,comparedto the useof gas
- Quality oil.
Furtherincreaseof Te*nuwilloccurwhenusing
fueloilswithparticularly
poorcombustion
properties.Inthiscase,a reductionof pmax
c?t1
alsooccur.

2.2.8 Pressure(p"o,p-
Compression P.)
The modelcurveshowsthe relationship
betweenthe compressionpressur€
pcomp
(corrected
to ISOreference
ambientconditions) enginepowerP".
andtheeffective

Il ' oI For correctionto referenceconditions,see Seclion 706-06.

When referring to this page, please quote Operation 706-02 Edition 0002 P a g es ( 1 4 )
MAN B&W DieselA/S
706-02 Evaluationof Records /-=G\
Deviation
fromthe modelcuryecan be dueto:

a. a scavengeair pressurereduction,
b. - mechanical defectsin the enginecomponents (blow-by
pastpistonrings,defectiveexhaustvalves,etc.- see
the table on the next page).
- excessive grindingof valvespindleand bottompiece.
It is therefore expedient between'a' and 'b',andinvesti-
and usefulto distinguish
gatehowlargea partof a possiblecompression is dueto 'a' or 'b'.
reduction

Thisdistinguishing
is basedon the ratiobetweenabsolutecompression pressure
(p"o'p* poaro)
andabsolutescav.pressure(pscau + po,,o)
which,for a specificengine,
is constantoverthe largestpartof the loadrange(loaddiagramarea).

Constant pmax the upperloadrangeis achieved

ir'1 by a combinationoffuelinjection
timingandvariationof the compression ratio(thelatterby varyingthetimingof
closingthe exhaustvalve).

for the "new"engine,eitherfromthetestbedresults,

The ratiois firstcalculated or
fromthe modelcurve.

Seethe examplebelowregarding:
o Calculating
the ratio
o Determiningthe influence
of mechanical
defects.
It shouldbe notedthat,the measuredcompression pressure,
fortheindividualcyl-
inders,candeviatefromthe average,owingto thenaturalconsequence of air/gas
vibrationsin the receivers.
The deviations
will,to somedegree,be dependent on
the load.

However,
suchdeviationswillbe "typical"
forthe particular
engine,andshouldnot
changeduringthe normaloperation.

Whenevaluating servicedatafor individual

cylinders,
comparisonmustbe made
withthe originalcompression pressureof the cylinderconcerned,
at the corre-
sp o n d i n lgo a d .

Examole:

The followingfour valuescan be assumedreadfrom the modelcurves'.

pressurewas:
The barometric 1 . 0 0b a r
The scavengepressurewas: 2.25bar
Thisgavean absolutescavengepressureof: 3.25bar
The average(orindividual) pressurewas.
compression 115bar
pressureof 115 + 1.00=
whichgavean absolutecompression 11 6 b a r

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MAN B&W DieselA/S
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Evaluationof Records 706-02

P c o m ap b s- 1 1 6 = 35.7
pscavabs 3.25

Thisvalueis usedas followsfor evaluating

the datareadduringservice.

ServiceValues
pcomp
: 101 bar (averageor individual)
pscav : 2.0 baf
poaro . 1.02 bar

Calculatedon the basis of pscau

?Dd poaro,
the absolute compression pressure would
be expectedto be:

abs= 35.7 x (2.0 + 1 .02) = 107.8bar

pcomp

i . e .p " o ' p= 1 0 7 . 8- 1 . 0 2= 1 0 6 . 8b a r

The differencebetweenthe expected106.8bar and the measured101 bar could

be owing to mechanical defects or grinding of exhaust valve spindle and bottom
piece.

Concerningthe pressurerise pcomp-pmax,

'Maximum
see ltem 2.1.D, Combustion Pressure (p.*-p)'.

When referring to this page, please quote Operation 706-02 Edition 0002 P a g e7 ( 1 4 )
MAN B&W DieseltuS
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MechanicalDefectswhich can influencethe CompressionPressure

Pistonrings: Diagnosis:See TablelncreasedExhaustTem-

Leaking peratureLevel - Fault Diagnosing
Remedy:See Secfion 703-04.
b. Pistoncrown: Checkthe pistoncrownby meansof the tem-
Burnt plate.See Vol.ll, Procedure902-3.
c . C y l i n d elri n e r: Checkthe linerby meansof the measuring
- Worn tool. See Vol.ll, Procedure903-2.
d. Exhaustvalve: Remedy:See Section703-04.
Leaking
- The exhausttemoerature
rises.
- A hissingsoundcan possiblybe
heardat reducedload.
- Timing Check:
- Cam lead
Hydraulicoilleakages,e.g.misalignment
of highpressurepipebetweenexhaust
valveactuatorand hydrauliccylinder.
Damperarrangement for exhaustvalve
closing.
e. Piston rod stuffingbox: Smallleakagesmayoccurdueto erosionof
Leaking the bronzesegmentsof the stuffingbox,but
- Air is emittedfrom the check a cosmeticphe-
thisis normallyconsidered
funnelfrom the stuffinobox. nomenon.
Remedy:Overhaulthestuffingbox, see Vol.ll,
Chapter902.

3. TurbochargerSynopsis Plates 70608 and 70609

(Turbocharger synopsis diagrams)

Plates 70608and 70609should be filled out in a number of copies

whichcorrespondsto the number of turbochargers.

Regarding
cleaningof the turbochargers,
see Section706-03.

3.0.A ScavengeAir Pressure(p'""u- P")

The modelcurveshowsthe scavengeair pressure(corrected
to reference
condi-
enginepower(P").
tions)as a functionof the effective

See Sections706-05and 706-08regardingthe effectiveenginepower.

For correction to ISO reference ambient conditions.see Section 706-06.

P a g e8 ( 1 a ) When referring to this page, please quote Operation 706-02 Edition 0002
MAN B&W DieselA/S
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Evaluationof Records 706-02

in the scavengeair pressureare,likethe exhausttemperature,

Deviations an im-
portantparameter for an overallestimation
of the enginecondition.

A dropin thescavenge airpressure,

for a givenload,willcausean increasein the
thermalloadingof the combustionchambercomponents.

A simplediagnosis, air pressure,

madeonlyfromchangesin scavenge is difficult.

cangreatlyinfluence
Fouledairfilter,aircoolersandturbochargers thescavenge
air pressure.

Changesin the scavengeair pressureshouldthusbe seenas a "consequential

effect"whichis closelyconnected
withchangesin:
o the aircoolercondition.
o the turbocharger condition.
o th eca mti mi n g .
Reference
is thereforemadeto the varioussectionscoveringthesetopics.

3.0.8 TurbochargerSpeed(T/Cspeed- ps"au)

The modelcurveshowsthe speedof the turbocharger
as a functionof the scav-
engeair pressure(p,".u).

Corrodednozzleringor turbinebladeswillreducetheturbinespeed.The same

thingwillhappenin caseof a too largeclearance
betweenthe turbinebladesand
the shroudring(MANB&W)/ coverring(BBC/ ABB).
Deviation fromthe modelcurve,in theformof too highspeed,cannormallybe at-
tributedto a fouledairfilter,scavengeair cooler,turbinesideor compressor
side.
A morethoroughdiagnosing of the turbochargercondition
can be madeas out-
linedin the'turbocharger
efficiency'Sectionbelow.

Air Filter(Apr- pscau)

3 . 0 . c PressureDropacrossTurbocharger
The modelcurveshowsthe pressuredropacrossthe airfilteras a functionof the
scavengeair pressure(p."ru).

fromthiscurvegivedirectinformation
Deviations aboutthe cleanliness
of the air
filter.

Liketheaircooler,thefiltercondition
is decisive airpressure
forthescavenge and
exhausttemperatu re levels.

The filterelementsmustbe cleanedwhenthe pressuredropis 50% higherthan

the testbedvalue.

lf a manometer
is notstandard,
the cleaningintervalis determined
by visualin-
spection.

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706-02 Evaluationof Records
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3.0.D TurbochargerEfficiency (nT/C)
The modelcurvesshowthe compressor andturbineefficiencies
as a functionof
the scavenge air pressure(p'."u).

In orderto determine
the condition
of theturbocharger,
the calculated
efficiency
valuesarecompared withthe modelcuryes,andthe deviationsplotted.

of the efficiencyis explainedin Section706-07.

Calculation
havea greatinfluence
As the efficiencies on the exhausttemperature,
the condi-
shouldbe checkedif the exhausttemperature
tionof theturbocharger tendsto in-
creaseup to the prescribed
limit.

Efficiency can normallybe relatedto "flowdeterioration",

reductions whichcanbe
counteracted by regularcleaningof the turbineside(andpossiblycompressor
si d e ).

4. Air Cooler Synopsis Plate 70610(Air cooler synopsisdiagrams)

The plategivesmodelcurvesfor air coolerparameters,

whichare dependent
on
the scavengeair pressure
(p.""u).

Regardingcleaningof air coolers,see Section706-03.

4.0.A Temperature
Difference - pscau)
betweenAir Outletand WaterInlet(A tlairwaterl
The modelcurveshowsthetemperature difference
betweenthe airoutletandthe
coolingwaterinlet,as a functionof the scavengeair pressure(p"""u).
Thisdifferencein temperature is a directmeasureof the coolingability,andas
suchan important parameterfor thethermalloadon the engine.Theevaluation of
thisparameteris furtherdiscussed in ltem4.1,'Evaluation'.

4.0.B CoolingWaterTemperature - pscau)

Difference(A twater
The modelcurveshowsthe coolingwatertemperature increaseacrossthe air
cooler,as a functionof the scavengeair pressure(p.""u).

Thisparameter as indicated
is evaluated in ltem4.1.

4.0.C PressureDropacrossAir Cooler(A p"i,-p,""u)

The modelcurveshowsthe scavengeair pressuredropacrossthe air cooler,as
a functionof the scavengeair pressure(p.""").

Thisparameter
is evaluated in ltem4.1,'Evaluation'.
as indicated

4.1 Ev a l u ati o n
for the abovethreeparameters,
Generally, changesof approx.50"/"of the testbed
valuecan be consideredas a maximum.However,the effectof the alteredtem-
peratures
shouldbe keptunderobservation in accordancewiththeremarksunder
ExhaustTemperature. (Potnt2.2 earlierin thisSection).

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MAN B&W DieselA/S
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ln the caseof pressuredropacrossair cooler,for purposesof simplification,

the
mentioned "50"/"margin"includesdeviations
causedby alterations of thesuction
temperature, scavengeairtemperature, and efficiencyof the turbochargers.

Of the three parameters,fhe temperaturedifferencebetweenair outletand water

inlet,is to be regardedas the mostessentialone.

Deviationsfromthe modelcurves,whichare expressions

of deteriorated
cooling
capability,
can be dueto:

a. Foulingof the air side

b. Foulingof the waterside
a. Foulingof the air side:manifestsitselfas an increasedpressuredrop
across the air side.
Notehowever, thatthe heattransmission
canalsobe influencedby an
"oilyfilm"on tubesandfins,andthiswillonlygivea minorincreasein the
pressuredrop.

Beforecleaningthe airside,it is recommendedthatthe U-tubemanom-

eteris checkedfor tightness,
andthatthe cooler.is
visuallyinspected
for
deposits.
Makesurethatthe drainagesystemfromthewatermistcatcherfunctions
properly,as a highlevelof condensed - up to the
water(condensate)
lowermeasuring pipe- mightgreatlyinfluence
the Ap measuring.See
also Section 706-03.
b. Foulingof the waterside:Normallyinvolvesa reductionof thecoolingwa-
ter temperature difference,becausethe heattransmission (coolingabili-
ty) is reduced.
Notehoweverthat,if the depositsreducethe crosssectionalareaof the
tubes,so thatthe waterquantityis reduced,the coolingwatertempera-
ture differencemay not be affected,wherebydiagnosisis difficult(i.e.
lowerheattransmission, butalsolowerflowvolume).

Furthermore,a similarsituation willariseif suchtubedepositsare

presentsimultaneously witha faultin the saltwatersystem,(corroded
waterpump,erroneous operation of valves,etc.).Hereagainthereduced
waterquantitywillresultin the temperature remaining
difference approx-
imatelyunaltered.

In caseswhereit is suspected
thattheaircoolerwatersideis obstructed,
the resistanceacrossthe coolercan be checkedbv meansof a differen-
tial pressuregauge.

A mercurymanometerpressuregaugeshouldnot be used,
becauseof environmentalconsiderations.

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Beforedismantling the air cooler,for piercingof the tubes,it is recom-
mendedthatthe remaining salt-water systemis examined, andthe cool-
ing abilityof the otherheatexchangers checked.

[,lB Be carefulwhenpiercing,becausethe pipes are thin-walled.

t-gd.

5. SpecificFuel Oil Consumption Plate70611

Calculation (g/kWh,g/bhph)requires
of the specificfueloil consumption thaten-
ginepower,andtheconsumed fueloilamount(kg),areknownfor a certainperiod
of time.
The methodof determining the enginepoweris illustrated
in Section706-05.For
engineswithoutindicatordrive,see Section706-08.

The oil amountis measuredas described

below.

To achievea reasonable measuring

accuracy,it is recommended
to measureover
a suitablylongperiod- dependentuponthe methodemployedi.e.:
o lf a daytankis used,the timefor the consumption
of the wholetank
contentswillbe suitable.
o lf a flow-meter
is used,a minimumof t houris recommended.
The measurements
shouldalwaysbe madeundercalmweatherconditions.

Sincebothof theabove-mentioned quantity measurements willbe in volumeunits,

it willbe necessaryto knowtheoil density,in orderto convertto weightunits.Ihe
densityis to correspondto the temperatureat the measuringpoint (i.e.in the day
tankor flow-meter).

The specificgravity,(andthusdensity)canbe determined by meansof a hydrom-

eterimmersed in a sampletakenat the measuringpoint,
butthe densitycanalso
be calculatedon the basisof bunkerspecifications.
Normally, the specificgravityis indicated
in bunkerspecifications, at 15'C/60'F.
Theactualdensity(g/cm3) pointis determined
at themeasuring by usingthecurve
on Plate70611, wherethe changein densityis shownas a functionof tempera-
ture.

The consumedoil quantityin kg is obtainedby multiplying

the measured
volume
(inlitres)by the density(inkg/litre).

In orderto be ableto compareconsumption

measurements carriedoutforvarious
typesof fueloil,allowancemustbe madefor the differences
in the lowercalorific
value(LCV)of the fuelconcerned.

o nth ete stb e dgas

No rma l l y, , oilwillhavebeenused,havinga lowercalor ific val ue
of a p p ro x.
4 2 ,7 0 7kJ/kg (cor r esponding
to 10,200kcal/kg)lf no otherinstr uc ti ons
ha veb e e ng i ve nb y th e shipownerit,is r ecomm ended
to converto t thisvalu e.

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Usually, the lowercalorific

valueof a bunkeroil is notspecified
by the oil compa-
nies.However,by meansof the graph,Plate70611,the LCVcan be determined
withsufficient accuracy,
on the basisof thesulphurcontent,andthe specificgrav-
itya t 1 5 " C .

The correctedconsumptioncan then be determinedby multiplyingthe "measured

consumption",by either:

!9Yl= LCVI= the specificlowercatorific vatue,

42,707 in kJ/kg,of the bunkeroil concerned
or
LCVz LCV2= the specificlowercalorific
value,
10,200 in kcal/kg,of the bunkeroil concerned

Example:(6L6OMC)

EffectiveEngine
Power,Pu : 15,600bhp
Co n su mp ti oC
n ,o 7.125m3over3 hours
pointtemperature :
Measuring 11g.C
Fueldata : Specificgravity:
0.9364g/cm3at 15'C,3% sulphur
Densityat 119"C(seePlate70611),p 119:0.9364- 0.008= 0.8684g/cm3.

Specificconsumption:
c o x p 11 9 x 1 o b
( gi b h p h )
hxP"
wh e re :
Co = Fueloil consumptionoverthe period,m3
p 119 = Correctedgravity,gicm3
= Measuring period,hours
P. = Brakehorsepower,bhp
7 . 1 2 5x 0 . 8 6 8 4x 1 0 o
= 132.2g/bhph
3 x 15,600

Correction
to ISOreference conditions
regarding
the specificlowercalorific
value:
LCVr= 40,700kJ/kg,derivedfromPlate70611.
Consumptioncorrected
for calorific
value:
1 3 2 -2x 4 o ,7 o o =
r2 6 .0g/bhph
4 2 .7 0 7

When referring to this page, please quote Operation 706-02 Edition 0002 P a g e1 3 ( 1 4 )
MAN B&W DieselfuS
706-02 Evaluationof Records

or
LCVz= 9723kcallkgderivedfromPlate70611.
Consumption for calorific
corrected value:
132.2 x 9723
= 1 2 6 .0g /bhph
10,200

The ambientconditions(blowerinlet temperatureand pressureand

scavengeair coolant temperature)will also influencethe fuel consump-
tion. Correctionfor ambient conditionsis not consideredimportant
when comparingservice measurements.

P a g e1 4 ( 1 4 ) When referring to this page, please quote Operation 706-02 Edition 0002
MAN B&W DieseltuS
 Cleaningof Turbochargers
and Air Coolers 706-03

1. Turbocharger
1.1 G e n e r al
We recommend
to cleanthe turbochargers
regularly
duringoperation.
Thisprevents
the build-upof heavydepositson the rotatingpartsand keepsthe
turbochargers
in the bestrunningcondition
betweenmanualoverhauls.
The intervals
betweencleaningduringoperation shouldbe determined
fromthe
degreeof foulingof the turbocharger plant.
in the specific
Thisis becausethe tendencyto formdepositsdepends,among
otherthings,on the combustionproperties
of the actualfueloil.
Guidingintervals
betweencleaningare givenfor eachcleaningmethodin thefol-
lowingitems.

lf the cleaningis not carried out at regularintervals,the depositsmay

not be removeduniformly.This will cause the rotor to be unbalanced,
and excite vibrations.

Vibrationsoccur aftercleaning
Vibrationsoccur after repeated See Secfion 704-04.
cleaning
Cleanthe turbochargers manu-
ally at the firstopportunity.

Manualoverhaulsarestillnecessaryto removedeposits whichthecleaning

during
operationdoesnot remove,in particularon the non-rotating
parts.

Regardinginterualsbetween the manual overhauls,see the maker'sinstructions.

1.2 Cleaningthe TurbineSide

1.2.A Dry Cleaning(Plate70612)

Intervals
betweencleaning:
24-50hoursof operation.

The cleaningis effectedby injecting a specified

volumeof crushednutshellsor
s i mi l a r.
The" g ra i n
si ze "i s to be about1.5mm .

Sincethecleaning
is mechanical,thehighestefficiency
is obtained
at fullload,and
cleaningshouldnotbe carriedout belowhalfload.

Carryoutthe cleaningaccording givenon the "instruction

to the instruction plate"
locatedat the turbocharger,see Plate 70612.Seealso Vol.ll, 'Maintenance',
Chapter910.

When referring to this page, please quote Operation 706-03 Edition 0002 Page 1 (4)
MAN B&W DieselA/S
706-03 cleaningof rurbochargersandAir coolers /-G\

1.2.8 (Plate70613)
WaterCleaning (NotMET-Turbochargers)
Intervals Approx.every50 to 500 operating
betweencleaning: hours.

atomisedwaterthroughthe gas inlet,at re-

The cleaningis effectedby injecting
d u ce de n g i n el o a d .

Carryoutthe cleaningaccording givenon the "instruction

to the instruction plate"
locatedat the turbocharger,
see Plate70613.

Be awarethatwatercleaningcancausecorrosion
on theshroudringsurrounding
the T/Cturbineblading.

Notethat,duringnormalrunning,someof the scavengeair is ledthrougha three-

waycock,frompipeNo.2 to pipeNo.1, at theturbineoutletdrainagehole,where-
by thispipeis keptclean.

1.3 C l e a n i n gth e C o mp re ssoS

r ide
Guidingintervals
betweencleaning:25-75hoursof operation.
kirc
ffiilS Always refer to the maker's special instruction.
ffiW'

waterthrougha specialpipearrangement
The cleaningis effectedby injecting
duringrunningat highloadand normaltemperatures.

Regardingthe cleaningprocedure,see the maker'sspecialinstructions.

lf the depositsare heavy and hard, the compressormust be

dismantledand cleanedmanuallv.

lf the in-service
cleaningis carriedoutwhenthe compressor
sideis too contami-
nated,the looseneddepositscan be trappedin the narrowpassages of the air
coolerelement.

Thisreducesthe air coolereffectiveness.

Regardingair cooler cleaning,see ltem 2., 'Air Cooler CleaningSystem',below.

We recommend to wrapa thinfoamfiltergauzearoundthe turbocharger

intake
filter,andfastenit by straps.

Thisgreatlyreducesfoulingof the compressor

side,andevenmakesin-
servicecleaningunnecessary.

Replaceanddiscardthe filtergauze,whenit becomesdirty.

2. Air Cooler Cleaning System Plate70614

$gg Qonfinn 7fi1-fi2 rongygling the baStS fOr intervals between Cleaning.

Page 2 (4) When referring to this page, please quote Operation 706-03 Edition 0002
MAN B&W DieselA/S
 f*$ Cleaning andAir Cooters
of rurbochargers 706-03

l,:ser
1,'W Carry out the cleaning only when the engine is at standstill.
I . g4t{

Thisis becausethe watermistcatcheris notableto retainthe

cleaningfluid.Thustherewouldbe a riskof fluidbeingblowninto
the cylinders, causingexcessivelinerwear.

Cleaningof the air sideof the scavengeaircooleris effectedby injecting

a chem-
icalfluidthrough'AK'to a spraypipearrangement fittedto the airchamberabove
the air coolerelement.

The pollutedchemicalcleaningagentreturnsfrom'AM',througha filterto the

chemicalcleaningtank.

The procedureis describedin the 'Maintenance'

instruction
book,Chapter910.

3. Drain System for Water Mist Catcher

3.1 Condensationof Waterfrom a Humid Atmosphere.
of highair humidityand coldair coolerpipeswillcausean amount
A combination
waterto be separatedfromthe scavengeair in the watermistcatch-
of condensed
er.
A typicalexampleis highairtemperature
and lowcoolingwater
temperature.

To givean impression
of the amountof condensed
water,two examples
are
shownin Plate70712.
i
'::
9.2 Drain System Plate70614
Condensed waterwillbe drainedofffromthewatermistcatcherthroughthesight
glass,the orificeandflangeAL to bilge.

The sizeof the orificein the drainsystemis designedto be ableto drainoffthe

amountof condensed waterunderaveragerunningconditions.

In caseof runningunderspecialconditions
withhighhumidity,
it canbe necessary
to openthe bypassvalveon the dischargelinea little.

Closethe bypassvalvewhenpossibleto reducethe lossof scavengeair.

A level-alarm (Section701-02)will set off alarmin caseof too highwaterlevelat

th e d ra i n .

Checkthe alarmdeviceregularly
to ensurecorrectfunctioning.

3.3 Checkingthe DrainSystemby the Sight Glass

a. A mixedflowof airandwaterindicates workingsystemwhere
a correctly
co n d e n sa ti otankesplace.
b . A fl o wo f w a te ronly,indicates
malfunctioning
of the system .

When referring to this page, please quote Operation 706-03 Edition 0002 Page 3 (a)
MAN B&W DieseltuS
zoo-03 andAir coolers
cleaningof rurbochargers 6

Checkthe orificefor blocking.

Checkfor any restrictions pipefromAL.

in the discharge

Checkand overhaulthe levelalarm.

c. A flowof air is onlynormalwhenrunningunderdry ambientconditions

A sight glass whichis completelyfilled with clean water,and with no air

flow, visuallylooks like an emptyair4illedsight glass.

Page 4 (4) When referring to this page, please quote Operation 706-03 Edition 0002
MAN B&W DieselA/S
/=*G' MeasuringInstruments 706-04

1. Thermometers
and PressureGauges
The thermometersand pressuregaugesfittedon the engineare oftenduplicated
withinstruments
for remoteindication.

Owingto differences
in the installation
method,typeand makeof sensingele-
ments,and designof pockets, the two setsof instruments
cannotbe expectedto
giveexactlythe samereadings.

Duringshoptestandseatrials,readingsaretakenfromthe localinstruments.
Use
thesevaluesas the basisfor all evaluations.

and pressuregaugesat intervals

Checkthe thermometers againstcalibrated
con-
trol apparatus.

Thermometers shouldbe shieldedagainstair currents

fromthe engine-room
ven-
ti l a ti o n .

permits,keepthermometer
lf the temperature pocketsfilledwithoil to ensureac-
curateindication.

tightat thejoints.
perfectly
Keepall U-tubemanometers

Checkthe tightness
fromtimeto timeby usingsoap-water.

To avoidpolluting
the environment,
do not use mercuryinstruments.
Checkthatthereis no wateraccumulation
in tubebends.

Thiswouldfalsifythe readings.

lf cocksor throttlevalvesare incorporated

in the measuring
equipment,
check
thesefor freeflow,priorto takingreadings.

lf an instrumentsuddenlygivesvaluesthatdifferfromnormal,consider
the possi-
bilityof a defective
instrument.

Theeasiestmethodof determiningwhetheran instrument

is faultyor not,
is to exchangeit for another.

2. The Indicator
The indicator
is employed
for takingindicator
diagrams, wherebythe combustion
chamberpressures can be measured whilethe engineis running.

2.1 Indicatorand DrawDiagrams

The drawdiagramis usedfor measuring thecompression pressureandmaximum
pre ssu rea,n dfo r e va l u ating
the ignition
char acter istics
of thefueloil.

When referring to this page, please quote Operation 706-04 Edition 0002 Page 1 (6)
MAN B&W DieselA/S
706-04 MeasuringInstruments /-G\
Forenginesfittedwithindicatordriveor PMl-system:

The indicator diagram(pvdiagram:workdiagram), the pressure

illustrates varia-
tionsin the enginecylinderas a functionof the mainpistonposition.Thediagram
areacanbe integrated by meansof a planimeter, andthemeanindicated pressure
calculated.

The powerdeveloped in the particular

cylindercanthenbefoundby multiplication
by the enginespeedand the cylinderconstant,see Section706-05.

In orderto ensuretrueindicator/draw
diagrams,andcorrectevaluation
of data,the
followinginstructions
shouldbe followedin detail.

2.2 Maintenanceof the lndicator

pistonmovement,
Frictionin the indicator as wellas slacknessin the stylus(writ-
ing)mechanism, willdistorlboththe shapeandthe areaof the diagram.

Testand maintain
the indicatorin the following
way:

of piston:
Frictionandtightness
o Removethe indicator
spring.
o Dismantle
the upperpartof the indicator,
and
removethe pistonfromthe cylinder.
o Wipethe pistonand cylinderwitha cleancloth.

o Mountthe upperpartagain.

During mounting,check that the piston sinksslowly down the liner, by

its own weight,when the cylinderis held vertically.

o Holdthe indicator
upright.
o Pullthe pistonto the upperposition.

o Blockthe bottomof the cylinderwitha finger.

o Checkthatthe pistonfitsso tightlythatit remainsin the upperposition.

o Pushthe pistondownwards
and release.
o Checkthatthe pistonspringsbackto the upperposition.

o Tightenthe top screw,whichretainsthe spring,firmlyagainst

the ball-headof the spring.
o C h e ckth a tth e b a l li s n otlooseon thespr ing( olderspr ingtypes) .

o Checkthatthe coilsof the springhavenot workedlooseat the

i o i n ti n th e b ase.
so l d e re d

Page 2 (6) When referring to this page, please quote Operation 706-04 Edition 0002
MAN B&W DieselF/S
/-G\ MeasuringInstruments 706-04

Stylus(writing)
mechanism:
o Checkthatthe stylusis sharp.

o Checkfor slackness
in the writingmechanism.
o Replaceany worn parts.

o Adjustthestylusso that,witha lightwritingpressure,

a singlepassageoverthe
papercanjust be seen.
o To obtainsufficiently
distinctworkdiagrams,
tracethe diagramtwo or three
ti me s.
o Lubricate
the mechanism
withthinoil.

2.3 IndicatorValve
Duringtherunningof the engine,sootandoilwillaccumulate
in theindicator
bore.
Cleanthe boreby openingthe indicator
valvefor a moment.
To protectthe valveagainstburning:
- Openthe valveonlypartially,
- Closethe valveafterone or two ignitions.

2.4 Fittingthe Indicator

o Dismantle the upperpart.
o Givethe pistona littlecylinderoil.

o Checkthatthe variousrecessesare clean.

the partscouldbe positioned

Otherwise askew,
andthiswouldcausethe pistonto movesluggishly
in the cylinder.
o Mountthe upperpart.

o Fitthe indicator
andthe cord.
o Engagethe indicator
drive.
o Checkthe cordalignment.

o Adjustthe lengthof the indicator

cordso that:
the diagramis tracedin the centreof the paper,
- the cordis tightin all positions.

When referring to this page, please quote operation 706-04 Edition 0002 Page 3 (6)
MAN B&W DieselA/S
706-04 Measuring
Instruments tt,|AN
El&ut

2.5 Taking the D i a g ra ms

For diagramdescriptions - see Plate70615.
and nomenclature

1 . A tmo sp h e ril icn e :

Keepthe indicator
valveclosed.
Pressthe stylusagainstthe paper.
Releasethe styluswhenthe indicator
drive
hasturnedthe drumone or two times.
2. Forenginesfittedwithindicator
drive/PMl-system.
Indicator
diagram:
- Openthe indicator
valve.
Pressthe stylusagainstthe paper.
- Releasethe stylus,whenthe drumhasturnedtwo or threetimes.
- Closethe indicator
valve.
3. Drawdiagram:
Releasethe cordfromthe indicator
drive.
- Openthe indicator
valve.
- Watchthe movement of the stylus.
- At the momentit movesupwards,simultaneously
- Pressit againstthe paper.
- Pullthe cordjustquicklyenoughfor the stylusto
tracethe compression and ignitionsequence.
Thisoperation requiressomepracticeto ensurethatboth
compression and maximumpressures are clearlyrecorded.
Closethe indicator
valve.
quicklybecomesveryhot,andthe pistonis blackafteruse,then
lf the indicator
thismeansthatthereis a leakage.

In sucha case,exchangethe pistonand liner.

See also item 2.2 in this Section.

4. Checkthatthe diagramshavebeencorrectly
takenand aredistinct.
Normalindicator and drawdiagramsare shownin the illustration,
Plate 70615.
Examples diagramsand possiblecausesare shownon
of incorrect
Plate 70617.See also ltem 2.6 in this Section.

Regardingpressureevaluationand enginepower calculation,seeSection706-05.

5. R e p e altte ms2 .3 ,2 .4and2.5forthe r emaining

cylinder s.

Page 4 (6) When referring to this page, please quote Operation 706-04 Edition 0002
MAN B&W DieseltuS
 r'AN
Er&w
MeasuringInstruments 706-04

the pistonwitha dropof cylinderoil afteraboutsix diagramshavebeen

Lubricate
taken.

Whendiagramtakingis finished,unscrewthe indicator

head.

boththe cylinderandthe pistonwithcylinderoil.

Cleanand lubricate

2.6 DiagramFaults
The mostcommonfaultsare shownon Plate70617,in Figs. 1 to 6.

Fig.1 Forenginesfittedwithindicator
drive:

in the cord,or drive,givea wavyindicator

Vibrations
diagram,but a smoothdrawdiagram.
Fig.2 & 3 Forenginesfittedwithindicator
drive:
The drumhitsthe stopat oneof the end points,beforethe
diagramis completed:
The cordis too longor too short.

Fig.4 The indicatorpistonworkssluggishly in the cylinder,

and movesin jerks:
lf onlythe expansion curveis wrong(wavy),the causemay
be gas pulsationsin the combustionchamberor indicator
bore.
Fig.5 The indicator
springis too weak.
The pistonstrikesagainstthetop of the indicator
Changeto a morerigidspring.
cylinder.
Fig.6 The indicator
valveleaks:
Givesan untrueatmospheric
line.

2.7 Adjustmentof IndicatorDrive Plate70616

The paperdrumof the indicatoris drivenby the indicatordrive,whichis activated
by the indicator
cam on the camshaft, in linewiththe correspondingcylinder.
The indicator
drivemustbe adjusted so thatthe positionof the paperdrumat any
momentcorresponds to the position
of the mainpiston,whentakingthediagrams.

Thisensurescorrectindicator
diagrams.

Checkthe adjustment of the individual

indicator
drivesregularly,
and afterdisas-
se mb l i n ign th efo l l o w i ng
way:

1. Preparethe indicator
valveand indicator
for takingdiagrams.
See previousltems2.3 and 2.4.
2. Cut-offfuelinjectionin onecylinder:
R e d u ceth e l o a dto 35- 50%of M CR( 70- 80% of MCRspeed) .
- P u l lth efu e lra ckfor thecvlinderconcer nedto ' O' index.

When referring to this page, please quote Operation 706-A4Edition 0002 Page 5 (6)
MAN B&W DieselA/S
706-04 Measuringlnstruments /-*G\
liftthe rollerguideas described
Alternatively, in Vol.ll, Procedure
909-5.Startthe
engineand loadto 35-50%of MCRpower(70-BO% of MCRspeed).

3. Tracethe compressionand expansionlines.

in ltem2.5,point2, 'lndicator
Followthe procedure Diagram'.
The
compres-
sionlineis tracedwhentheenginepistonmovesupwards,
andtheexpansion
lineis tracedwhenthe enginepistonmovesdownwards.
4. Evaluatethe diaoram:

The indicator
driveis correctlyadjusted.
Seealso Plate 70616,Fig. 1.
The indicator driveis incorrectly
adjusted.
Seealso Plate 70616,Fig.2.
Adjust the indicatordrive.
SeePlate 70616,CaseA and CaseB.

3. PMI System
The PMISystemis designed to provideengineersandservicepersonnel onboard
shipandat powerplantswitha computerisedtoolforpressure
measurements and
dieselengines.The mainadvantages
analysison two-stroke of the systemare:
o On-linemeasurement
of cylinderpressure.
Fullyautomatedmeasurement
rou-
tinefor measurements
conducted fromenginecontrolroom.
r Graphicdisplayand printout of PT, PV and BalanceDiagrams,togetherwith
MeanIndicated Pressure and Max.Pressuredeviation limits.
o Calculated
valuesof EffectivePower,MeanIndicated pi,Compres-
Pressure
pcomp,
sionPressU[e Max.Pressur€ pmax,andScavenge pscav,
Pressufe including
proposedvaluesfor indexadjustments,
etc.
o Software for usewithMANB&WDiesel'sengineperformance
interface anden-
ginediagnostics e.g.CoCos-EDS
software,

Page6 (6) When referring to this page, please quote Operation 706-04 Edition 0002
MAN B&W DieselAJS
 PressureMeasurements
and
1l|AN 706-05
Et&ut EnginePowerCalculations

Regardingtakingthe diagrams,see Section706-04.

1. CompressionPressure,MaximumPressure,and Faults
Plate 70618(Seealso Plate 70615)

pressureand maximumpressureon the cards.

Measurethe compression

Usea scalerulewhichcorresponds
to the stiffness
of the
indicator
springused.
Comparethe measurement
resultsto the normalvaluesfor the actualengine.

Figs.1-3showsometypicalexamplesof enginemaladjustment and

faultswhichcan be derivedfromthe indicator
and drawdiagrams.
F i g .1
Maximumpressure pressurecorrect.
too low,but compression
Fuelinjection
delayed,check:
o the fuel pressureat engine(afterthe filter),see Section701-01 'AlarmLimits'.
,
o the fuel valvesfunction
o the fuelpumpsuctionvalve,puncturevalveandshockabsorber.
o VIT-index.
lf the abovearein order,thefueloilis injected
too latein relation
to itsignition
char-
acteristics.

ffi bad fuelscan haveverypoorignitionquatities.

Exceptionalty

lncreasethe fuel pumplead.See Vol.ll, Chapter909.

F i g .2
Maximumpressure pressurenormal.
too high,but compression

Too earlyinjection,
checkV|T-index.
lf this is in order,reducethe fuel pumplead.See Vol.ll, Chapterg0g.

F i g .3
and maximumpressures
Compression bothtoo low.Possiblecauses.
o pistonringblow-by*
o leakingexhaustvalve*
. increased spacevolume(pistoncrownburnt)*
combustion

When referring to this page, please quote Operation 706-05 Edition 0002 P a g e ' l( 4 )
MAN B&W DieselA/S
706-05
PressureMeasurements
and
EnginePowerCalculations /-*G\
o lowscavenge air pressure,
for instancedueto foulingof exhaust
and/orairsystem.
o defective
or maladjusteddampingarrangement in the exhaustvalve*
o Coolingwaterinletand air inlettemperatures
deviatefromreference
ambientconditions.
Seealso Section706-06.

* See also Section706-02,ltem 2.2.8,'CompressionPressure(p"o*p-P")'

2. Area of Indicator Diagram Plate70619

(Forenginesfittedwithindicator
driveor PM|-system)
lf the planimeter
is adjustable,
checkthe settingbeforeuse.

usethe reference
Forchecking, template,
or the areaof an accurately
drawnrectangle
or circle.

Placethe planimeter
and indicator cardon a pieceof planecardboard
(nottoo
smooth),as shownin the illustration.
Tracethe diagramas described
in Plate
70619.

Only considerthe result satisfactory,when two readingsare obtain-ed

whichdo not differ more than '1' on the planimetervernierscale.

3. Calculation of the Indicated and Effective Engine Power

(Forengineswithoutindicatordriveor PMl-system,
see Secfion706-08)

of the indicated
Calculation enginepowerconsistsof the following
and effective
steps:

Calculate:
- The meanindicatedpressure,pi
- The meaneffectivepressUfe,pe
- The cylinderconstant,kz
- The indicatedenginepower,Pi
- The effective
enginepower,P"
pfeSSUfe,
The meanindicated pi
A
p r= _ (bar)
LxC'
where:

A (mm2) = ?fe? of the indicatordiagram,as found by planimetering.

L (mm) = l e n g t ho f t h e i n d i c a t o dr i a g r a m( = a t m o s p h e r i lci n e ) .

Page 2 (4) When referring to this page, please quote Operation 706-05 Edition 0002
MAN B&W DieselA/S
 PressureMeasurements
and
IIAN 706-05
B&t t EnginePowerCalculations

C' (mm/bar)= springconstant(= verticalmovement of the indicator

stylus(mm)for a 1 bar pressurerisein the cylinder).
picorrospondsto the heightof a rectangle
withthe sameareaand lengthas the
indicator
diagram.

1.e.,if piw?sactingon the pistonduringthecompletedownwards

stroke,
the cylinderwouldproducethe sametotalworkas actuallyproducedin
onecompleterevolution.

The meaneffective p"

oressure,
pe = pi- k1 (bar)

where
k1 = the meanfrictionloss

Themeanfrictionlosshasprovedto be practically
independent
oftheengineload.
By experience,
kr has beenfoundto be approx.1 bar.

The cylinderconstant,kz

kzis determined of theengine,andtheunitsin whichthe power

by the dimensions
is wanted.

For powerin kW : k z = 1 , 3 0 9 0 0x D 2 x S

F o rp o w e ri n B H P '.kz = 1,77968x D2 x S

where:
D (m) = cylinderdiameter
S (m) = piston stroke

When referring to this page, please quote Operation 706-05 Edition 0002 Page3 (a)
MAN B&W DieseltuS
706-0s
PressureMeasurements
and
EnginePowerCalculations

S46MC-C 0.5351 o.7276

L5OMC 0.5301 0.7208
S 5 0 MC 0.6250 0.8498
S 5 0 MC -C 0.6545 0.8899
L6OMC 0.9161 1.2455
560MC 1.0801 1.4685
S6OMC-C 1. 1 3 10 1.5377
LTOMC 1.4547 1.9779
S T OMC 1.7151 2.3319
STOMC-C 1.7959 2.4418
LEOMC 2.1715 2.9524
SsOMC 2.5602 3.4809
KsOMC-C 1.9268 2.6198
LgOMC 3.0918 4.2037
KgOMC 2.7037 3.6761
KgOMC-C 2.4387 3.3157
S9OMC-T 3.3802 4.5958
K98MC-C 3.0172 4.1022
S9OMC-T 3.3802 4.5958
K98MC-C 3.0172 4.1022

enginepower,Pi
The indicated

P i= k z x n x p i ( i k W o r i h p )
where
n (rpm)= enginespeed.

The effectiveenginepower,P"

P"=kexnxpe(kWorbhp)

where
n (rp m)= e n g i n esp e e d .

Dueto the frictionin the thrustbearing,the shaftpoweris approx.1% lessthan

the effectiveenginepower.

Page 4 (4) When referring to this page, please quote Operation 706-05 Edition 0002
MAN B&W DieselA/S
f*$ of performance
correction parameters 706-06

1. General
Somemeasuredperformance parameters needto be corrected
to ISOambient
conditions
to facilitate
reliableevaluation.

These parameters are: pmax,texhv,

pcomp
dfld pscavSeg also Section 706-01.

Makingsuchcorrectionsenablescomparison to earlier(corrected) read-

ingsor modelcurves,regardlessof deviationsof the actualtinrdhdtcoorinr
fromreferenceconditions.
provides
l.e.the correction thevalueswhichwouldhavebeenmeasured
if tinr?nd tcoorinr
hdd been 25'C.

In extremecases,the divergencies
can be large.
Recordthe correctedvalueas describedin Secfion706-02.

Usethefollowingreference
conditions:
tinr = Air inlettemperaturg
= 25"C

(Theair inlettemperature canvarygreatly,depending on the positionin

whichit is measured on the intakefilter.Experiencehasshownthattwo
thermometers situatedat ten o'clockandfouro'clockpositions (i.e.180"
apart)andat the middleof the filter,givea goodindication
of the average
temperature).
= Coolingwaterinlettemp.to air cooler= 25"C.
tcoorinr
See also Plate 70610,regardingAt (tscav-tcoorinr).

See also Section706-01.

2, Correction
The correction for deviationsof tinrdnd tcoorinr
froff]referenceconditions
can be car-
riedout in two ways:

By reading
See Plate 70624,whichshows how to use Plates70620-70623to determinethe
correction.

When referring to this page, please quote Operation 706-06 Edition 0002 Page 1 (4)
MAN B&W DieselA/S
706-06 Correctionof PerformanceParameters tl,|A1{
El&ult

By calculation
The corrections by the generalequation.
can be determined

A"o,, - (t,n""r * tret) x F x (K + A'n"ur)

where

A"o" = the correctionto be appliedto the parameter,i.e. to pmax,

texh,
pcompOf pscav.

tr"", = mgasufgd tintO[ tcootint.

tret = referencetinrof tcoorinr

(ifi case of StandardConditions,25"C).

Ft, Fz= constants,see the table below.

K = constant, see the table below.

A'"". = the measured parametgrto be corrected,i.e. pmax, pcomp

texn, of pscav.

See Plates 70620, 70621, 70622 and 70623, which show how to use the formulas.

Parameterto Fr: for air inlet Fz:for cooling K

be corrected temp. waterinlettemp.
texhv -2.446 x 10-3 - 0 . 5 9x 1 0 - 3 273

pscav
+ 2.856x 10-3 - 2.220' 10-3 poa,o1 bol or 750 rT'lrnHg

pcomp
+ 2.954 10-3 -1.530x10-3 poa'o1 b?t or 750 mm Hg
"
P.* + 2 . 1 9 8x 1 O - 3 - 0 . 8 1 0x 1 0 - 3 poa'o1 bar or 750 rnrn Hg

3. Examples of calculations:
SeePlate70624,whichstatesa set of servicereadings.
(Plate70621).
1. Correctionof te*nu
Measured:
Exhausttemperatureaftervalve 425"C
A i r i n l e tte mp . 42'C
Cooling w a te ri n l e ttem p.( air
cooler ) 40"c
Correction for air inlettemperature:
-
(42 25)x (-2.466x t 0-3)x (273+ a25) = -29.3"C
Correction for coolingwaterinlettemperature:
-
(40 25) x (-0.59 x 10-") x (273+ 425) -€.2"C
correctedtexnv V?IUO = 425- 29.3- 6.2 389.5"C

Page2 (4) When referring to this page, please quote Operation 706-06 Edition 0002
MAN B&W DieselAJS
 },|AN
Et&Yrt
Correctionof PerformanceParameters 706-06

2. Correctionof p,""u(Plate70623):
Measured: Scavengeair pressure = 2 . 0b a r
A i r i n l e tte mp . = 42"C
Coolingwaterinlettemp.(aircooler) = 40'C
Correction for air inlettemp.:
(4 2 -2 5 ) x (2 .8 5 6x 10- 3)x ( 1 + 2.0) = 0.146bar
Correction for coolingwaterinlettemp.:
(4 0 -2 5 )x(-2 .2 2 0 x t0- 3)x ( 1 + 2.0) = -0.10bar
Corrected pscav V?lu€= 2.0 + 0.146 - 0.10 = 2.046 bar
Alternatively, if p,""uis measuredin mmHs:
Scavengeair pressure = 1 5 0 0m m H s
Correction for tinr:
(4 2 -2 5 ) x (2 .8 5 6x r0{ ) x ( 750+ 1500) = 1 0 9 . 2m m H g
COrreCtiOnfOf tcoorinri
(40-25) x (-2.220 r0-3) x (750+ 1500) = -74.9 mmHs
"
Correctedpscav Vdlue= 1500 + 109.2- 74.9 = 1534.3mmHo
Corrections of pcomp
(Plate 70622) ?Dd p'", (Plate 70620) can be made in a similar
manner-

4. MaximumExhaustTemperature
Theengineis designed
to allowa limited
increase loading,
of thethermal i.e.in-
Crease Of te"nu.

Thisenablesthe engineto operateunderclimaticalterations

and under
normallydeteriorated
servicecondition.
Whetherthe engineexceedsthisbuilt-insafetymarginfor thermalloadingcanbe
evaluated
as follows:
The factorscontributingto increasedexhaust temperaturelevels (and thereby
thermalloads) and the largestpermissibledeviationvaluesare:

o due to foulingof turbocharger

(incl.air intakefilters),
+ 30'C
and exhaustuptake,see also Chapter 701, ltem 4334
o due to foulingof air coolers + 10'C

o due to deteriorated condition(estimate) + 1 0 ' C

mechanical
o due to climatic(ambient)conditions + 45'C

o due to operationon heavyfuel,etc. + '15"C

Regardingincreasingexhausttemperatures,
see also Sectton706-02.

When referring to this page, please quote Operation 706-06 Edition 0002 Page3 (a)
MAN B&W DieseltuS
706-06 Correctionof PerformanceParameters /.*G'
For newenginesit is not unusualto observea temperature
increaseof 50-60"C
fromthe shoptestto the seatrial.

on heavyfueloil and alteredclimatic

Thisis dueto the operation
co n d i ti o n s.

lf the temperature furtherduringservice:

increases
o Findthe causeof the temperature
increase.
o Clean,repairor overhaul
the componentsin question
at thefirstopportunity,
to
improvethe engine performance.

The exhausttemperaturemust not exceed the alarm limit,

seeSection701-02.
To evaluate
the exhausttemperature
correctly,
it is important
to distinguish
be-
tween:
o Exhausttemperature
increasedueto foulingand mechanicalcondition,
and
o Exhausttemperature
increasedueto climaticalterations.
The methodto distinguish
betweenthefactorsis shownin the example:
Example:
According (approx.
to a modelcurve,the exhausttemperature 95%engineload)
shouldbe 375"C.The observedexhausttemperature is 425"C.

Correctt "n"accordingto Plate 70621:

to (42- 25) = 17'C abovethe reference
= 42"C corresponding
Air inlettemp.(tinr)
value.
= 40oC,corresponding
Coolingwaterinlettemp.to the air cooler(tcoorinr) to
(40- 25) = 15"Cabovethe reference value.

Usingthe curves,the following

temperature
corrections
are obtained:
Correctiondueto increasedengineroomtemperature: -27.0"C
Correctiondueto increasedcoolingwaterinlettemp. -€.0'C
Total -33.0'C
Distinguishbetweenthe factors:
The totalexhausttemp.increaseof 425'C- 375'C = 50oC,is causedby:
o an increaseof 33.0'Con accountof climaticalterations,
. an increaseof 50'C - 33'C = 17"C.dueto mechanical conditions
and operationon heavyfueloil.

Page 4 (4) When referring to this page, please quote Operation 706-06 Edition 0002
MAN B&W DieselA/S
/-*3' TurbochargerEfficiency 706-07

1. General
To recordthe turbocharger
efficiencies,
see Section706-02.

Plate70609showsmodelcurvesfor compressor
andturbineefficiencies,
basedon the scavengeair pressure.

Forgeneralevaluationof the engineperformance,

it is unnecessary
to calculate
turbocharger
efficiencies.

However,
if suchcalculations
aredesired,
theycanbe carriedoutas described
be-
low.

2. Calculating the Efficiencies

Thetotalturbocharger is the productof the compressor,
efficiency turbine,and
mechanicalefficiencies.
However,the lastone has almostno effecton the efficiencycalculations,
and is
thereforeomitted.

Whencalculating
the turbocharger it is necessary
efficiency, to distinguish
be-
tween:
o Plantswithoutturbocompoundsystem(TCS)and exhaustby-pass.
o PlantswithTCS andlorexhaust.
by-pass.

2.1 PlantswithoutTCS and ExhaustBy-Pass

Measurethe oarameters
listedin Table1.

as far as possible,
It is essentialthat, the measurements
aretakensimul-
taneously.

Convedall pressures
to the sameunit.

Usethefollowingconversion
factors:

01MPa
l'i#il,8n=J333i3l=
I kp/cm'= 735 mm Hg = 0.98bar
I bar = 0 . 1M P a
lT = 3.141 59

When referring to this page, please quote Operation 706-07 Edition 0002 Page 1 (4)
MAN B&W DieselA/S
706-07 TurbochargerEfficiency l,lA|\|
B&Uv

Unit Exam plesof M easur emen ts

Barometricpressure puaro mm Hg or bar 766.5175O=1.022 bar
Pressuredrop,air filter Apr mm HzOor bar 2 1 x 0 . 0 0 0 1 = 0 . 0 0b2a r
Pressuredrop,air cooler AP. mm HzOor bar 1 6 8x 0 . 0 0 0 1 = 0 . 0 1b7a r
Temperaturebeforecompr. OC = 21"C
I r nI

Turbochargerspeed n rpm = 1 3 3 5 0r p m
Scavengeair pressure pscav mm Hgor bar 1900/750=2.533 bar *)
Exhaustreceiverpressure pexh mm Hg or bar 17951750=2.393 bar *)
Pressureafterturbine patc mm HzOor bar 265 x 0.0001=0.026 bar *)
Temperaturebeforeturbine totc "C = 400"C

Table 1: Measurementsfor calculationof efficiencies *) "Gauge"Pressure

of bar is "absolute
Notethatthe officialdesiqnation pressure".

Total Efficiency:
is givenby the equation
The totalefficiencyTtrot

Tr (Rr0'286-1; Example of Calculation,rltot

4tot= 0.9055 See measurements in Table
1 - Rzo'
Tr = ti"r+273 21+273 = 294"K
Rr = pbaro*pscav+Ap" 1.022+2.533+0.017 = 3.502
- Apt
puaro 1 . 0 2 2- 0 . 0 0 2
Tz = tot.+273 40O+273 = 673'K
Rz = pbaro*patc 1.022+0.026 = 0.307
pbaro* pexn 1 . 0 2 2+ 2 . 3 9 3
1 R , 0 ' 2 8 6 - 1*; = 0.4311
265)
11 - Rro * = 0.2688
ntor = 0 . 9 0 5 5 , T t 1 R , o2 8 6 - l ) 0.9055x294x0.4311 - 0.634
Tz (1 - R2o'265) 673 x 0.2688

Compressorefficiency:
The compressor
efficiency is givenby the equation
{compr
= 3614a00 t T, (R,Ot%
rlcompr
p*u2
p = slip factor,seePlate 70628
U2=(nxDxn)2
D = Diameterof compressor wheel,see Plate70628
U = n x D x n is the peripheral wheel.
speedof the compressor

usedin thisexampleis an MAN B&W,typeNA57/TO7.

Theturbocharger

Page 2 (4) When referring to this page, please quote Operation 706-07 Edition 0002
MAN B&W DieselAJS
 I,|A.N
E &Yv
TurbochargerEfficiency 706-07

FromPlate70628is taken:
D = 0.656m
u = O.7 7
E x a m p l eo f C a l c u l a t i o n ,q " o . p ,
See measurements in Table I

Tr = tint+ 273 "K 21+273 = 294"K

Rr = pbaro*pscav+Apc 1.022+2.533+0.017 = 3.502
pua,o- Apt 1 . 0 2 2- 0 . 0 0 2
286-'1; =
1qro * 0.4311
U2=(nxDxn)2 (nx0.656x 13350)2 = 757000000
rlcompr= 361 4400 x Tr 1Rr0'286-1; 3614400x294x0.4311 = AJ€E
y,xU2 0 . 7 7x 7 5 7 0 0 0 0 0 0

* Determinethe valuesof the expressions(R,0'240-1) and (1- Rzo'z'sr.

Use a mathematicalcalculatoror use the curuesin Plates 70625and 70626.

Turbineefficiency:
The turbineefficienc![turoappearsfrom
Tltotal='lcompr X Tlturb

rltotal
- 0'634 = 0.807
|- - =
i.e. nrurb :
rlcompr 0.786

2.2 Plants with TCS andior ExhaustBy-Pass

The equationrltot= 0.9055 Tr (Rr0'286-1) statedin item2.1 is basedon
T z ( 1- R z
a situationwherethe massflowthroughthe turbineis equalto the massflow
throughthe compressor plusthefueloil amount.

lf a TCS or an exhaustby-passis fitted,the massflowthroughtheturbineis re-

ducedby the massflowthroughthe TCS or the exhaustby-pass.

The massflowsthroughthe turbineandthe TCS or throughtheturbineandthe

exhaustby-passare proportional
to the effectiveareasin theturbinesor the orifice
in the exhaustby-pass.

Calculate
theturbocharger
efficiency in ltem2.1 'PlantswithoutTCS
as described
and exhaustby-pass'.

Thencorrectthe resultsin accordance

withthefollowino:
Total efficiency:
Aefr*dett
?]tot : Tltol x
'
TCS/by-pass Aer
wnere
Aer= Effective
areain turbocharger
turbine
aer= Effective
areain TCS or exhaustby-pass

Seealso'Remarks',
below

When referring to this page, please quote Operation 706-07 Edition 0002 Page3 (4)
MAN B&W DieselfuS
706-47 TurbochargerEfficiency /-*G\
TurbineEfficiency:
Aefl*?eff
n 't u r b :lllurbX-
Tcsrby.pass Ae1

Seealso'Remarks',below

CompressorEfficiency:
as it is not affectedby whetherthe plantoperateswithTCS/
is unchanged,
4comp,
by-passor not.

Remarks
Aeff*?eff
The relation nett canvaryfromplantto plant,but is mostoftenabout1.07.
Thisvaluecan be usedwhenevaluating in service.
the trendof the efficiency
Aetr*?ett
Whenusinga computerprogramin whichthe relation Aeff is notintro-
?fldqturo
duced,thevaluefor4tot willhaveto be multiplied
by theabove-mentioned
factorof about1.07.

Page 4 (4) When referring to this page, please quote Operation 706-07 Edition 0002
MAN B&W DieselA/S
 Estimationof the EffectiveEnginePower
706-08
withoutIndicatorDiagrams

1. General
The estimation
is basedon nomograms engineparameter
involving measure-
mentstakenon testbed.

The nomograms
are shownin Plate70627.The followingrelationships
are illus-
trated:

ChartI - fuel indexand meaneffectivepressure.

Chartll - meaneffective
pressureandeffective
enginepower(BHP),withthe en-
ginespeedas a parameter.

Chadlll - turbocharger enginepower(BHP),withthe scav-

speedand effective
engeairtemperatureand ambientpressureas parameters.

A condition
for usingthesechartsis thatthe enginetimingandturbocharger
matchingare unchanged fromthe testbed.

2. Methods (SeePlate 70627)

2.1 Fuel Index (anapproximate

method)
Chartl: drawa horizontal linefromthe observedfuelindexto the nomo-
gramcurve,andthena verticallinedownto the observed enginespeed
on Chartll. Fromthisintersection a horizontal
lineis drawnto the effec-
ti vee n g i n ep o werscale,i.e.16,400BHP.

Thismethodshouldonlybe usedas a quick(rough)estimation, becausethefuel

of the fuelpump,may havegreateffecton the index.
oil,as wellas the condition
In particular,
wornfuelpumpsor suctionvalvestendto increasetheindex,andwill
thusresultin a too highpowerestimation.

2.2 TurbochargerSpeed (A moreaccuratemethod)

Chartlll: drawa horizontal
linefromthe observed
t.ouvalueand an in-
clinedlinefromthe observedturbochargerspeed.
Fromthe intersectionpoint,drawa verticallinedownto the nomogram
curveandthena horizontal lineto the vefticallinefromthe observed
am-
bientpressure(pointx in the ambientpressurescale).

Finally, a lineis drawnparallel withthe inclined'ambient

pressure
correc-
tion'lines.The effective enginepowercanthenbe readon the scaleat
th eri q h th a n dsi de.i.e.15.700BHP.

When referring to this page, please quote Operation 706-08 Edition 0002 Page 1 (2)
MAN B&W DieseltuS
706-08
Estimationof the EffectiveEnginePower
lt^a.N
withoutIndicatorDiagrams Et&ult

Thismethodis morereliable, and an accuracyto withinx 3o/o

c?nbe expected.
However, the accuracyobtainedwilldependon the condition of the engineand
turbocharger.A fouledor erodedturbochargerwillin mostcasestendto decrease
theturbocharger speed,andthusresultin a too low powerestimation. Thissitua-
tionis characterized
by increasedexhaustgastemperatures anda decreased
scavengeair pressure.

to applyPM|-system,
It is recommended for easyaccessto P-V-diagrams
(work
diagrams)for powercalculation.
See alsoSection706-05.

Page2 (2) When referring to this page, please quote Operation 706-08 Edition 0002
MAN B&W DieselA/S
 }IAh|
Et&Ylt LoadDiagramfor Propulsionalone Plate70601

Engineshaftpower,
per cent of powerA

110 1OO%ref. point (A)

105 SpecifiedMCR (M)
100
95
90
85
80
75
70
65

55

50

45

40
90 9s 100 10s 110
Enginespeed,
pql qent 9f sp_g,eqA

L i n e1 : Propeller
curvethroughpointA

Line 2: Propeller curve- heavyrunning,recommended

limit
for fouledhullat calmweatherconditions

Li n e3 : S p ee dl i mi t

Line4: Torque/speed
limit

Line5: Meaneffectivepressurelimit

L i n e6 : Propellercurve- lightrunning(range:2.5 - 5.0"/")

for cleanhulland calmweatherconditions

L i n e7 : Po we lri mi tfo r co n ti n u o urunninq

s

L i n e8 : Overloadlimit.

Plantspecificcalculations
can be preparedby contacting
MANB&WDieselA/S.

When referring to this page, please quote Operation Plate 70601, Edition 0001
MAN B&W DieselA/S
 Load Diagramfor Propulsionand
l,|^A,N
Plate70602 Ma i n E n g ineDrivenGenerator ET&Yv

Engineshaft power,
per cent of powerA

110 lOA%ref.point (A)

105 SpecifiedMCR (M)
100
95
90
85
80

7A
65

55

50

45

40
60 65 70 7q BO B5 90 95 100 105 110
Enginespeed,
per cent of speedA

L i n e1 : PropellercurvethroughpointA

L i n e2 : Propellercurvefor propulsionalone- heavyrunning,recommended

limitfor fouledhullat calmweatherconditions

Line2A: Engineservicecurvefor propulsion(line2) and shaftgenerator(SG)

L i n e3 : Speedlimit

L i n e4 : Torque/speedlimit

L i n e5 : Mean effectivepressurelimit

L i n e6 . alone- lightrunning(range:2.5 - 5.0%),

Propellercurvefor propulsion
for cleanhulland calmweatherconditions

Line7: Powerlimitfor continuous

runninq

L i n eB : O v e r l o a dl i m i t .

1) Note: The propellercurvefor propulsionaloneis foundby subtractingthe actualshaftgeneratorpower

(incl.generatorefficiency)
fromthe effectiveenginepowerat maintainedspeed.

When referring to this page, please quote Operation Plate 70602, Edition 0001
MAN B&W DieselA/S
 Plate 70603
l,lAN
Er&v\t PerformanceObservations Page 1 (2)

SERVICE E n q i n eT v D e : 'lame of vessel:

DATA ltail
EnqineBuilder :nqineNo.: lvaro EIEU'
-ayout kW avoul FlPi,4 ls,on.: T e s lN o . :
Turbocharqer(s) {o. ol TC Serial No. {o. of Cyl lBore,. Itroke, m:
vlake ype: lvlinder Constant (kW.bar): lMean Friction Press bar
\4ax. RPM: v l a x .T e m o . . ' C 2 LubricationOil Svstem (Tick box)
lomor. Slio Factor: l o m o r . D i a m . .m 3
A
D nrerna, ! ;l'::B:H n il:"Jl;,::T
TC soecificalion
ObservationNo:
:uel Oil Viscositv: al: "C Brand Tvoe
lunker Station: CvlinderOil
)il Brand Jeat value, kcaYkq: CirculatinoOil
)ensity ai 15 "C: i u l D h u r%
. : Turbo Oil
Ambient Speed VIT
Test Dale Tes'l Hour Load Engine Tolal Running
Pressure Govemor index Setting Control
RPM nours
l\Nv-mm-d.l) Ihh mm) mbar bar bar

Effective Indicated Eff. Fuel lndicatedFuel Dratl Fore. m Loo Knots Wind. m/s Dir€
Power Power Consumption Consumption

Dratt Att. m Obs.Knots W a v e H e i a h t .m

q
;vlinder No 4 b 7 8 9 t0 11 t3 14 15 to 17 18 Ave.
)i, bar
rmax har

lel. Pmax. bar

'como, bar
:uel Pumo Index

/lT index
xhaust Gas TemD "C

)oolino Water Outlet Temo.. 'C

)iston Outlet Lub. Temo., "C

Coolino Waler TemDerature."C ExhaustGas Temo.. "C ExhaustPressure Turbo Aux. ScavenoeAir Presure
Air Cooler Main Enoine Charger Blower
Turbine Receivel Turb. Oull o Fitler l o Cooler Receiver

Inlel Oullet Inlel Turb. Outlet lnlet Outlet bar mmWC RPM On/Off mmWc mmWc bar
1 ,| 1 1 I 1 1
Seaw mmHo Axial mmHo
2 Temp Vibration
2 2 2 2
mm

4 4

Ave. Ave, Ave. Ave. Ave. Ave. Ave. Ave. Ave.

ScavenqeAir Temoerature."C L u b r i € t i n oO i l Fuel Oil Pressure

Inlet Blower BeforgCoolet Atter Coolel Pressure,
bar TemDerature.'C TemDerature."C bar
Scavenge ,| System Oil lnlel Enorne TC lnlet/ TC Outlet / Betore Filter
Air
Temperalure Blower end Turb. end
2 CoolinoOrl Inlet Cam Atter Finer

Cam Shaft Oil Outlel Cam 2 Temperature,"C

Before Pumos
T u r b a n eO i l Thrusl Seomenl 3

Ave. Ave. Ave

Ave. Ave

il emarks

When referring to this page, please quote Operation Plate 70603, Edition 0002
MAN B&W DieseltuS
 Plate70603 I'A1{
Page2 (2) Performance
Observations EI&Uv

TESTBED Tvpe: /VaterBrake \o Constant,K: kW/Kq.RPM

DATA 'aro:
raA']\l
:noine Builder: E n o r n eN o . : Er&tht
t^
L a y o u lk W : avout RPM: t5lon-: TestNo
Turbocharoer(s) ' l o .o f T C : S e n a lN o 'lo. of Cvl. Bore. m Stroke, m
L4ake Ivoe: lvlinder Constant (kW.bar): ll/teanFriction.
Press..bar
Md. RPM: vlax.Temo..'C: 2
lomDr. Slio Factor: l o m D r - D i a m - ,m : 3 fl rrnrarnar
rrrsrrrdr n Exlernalfrom fl Exlernalfrom
u u u
TC soecification 4
M. E. System G r a v i t yT a n k

ObservationNo:
Fuel Oil Viscosity: at: "C Brand Type
SunkerStaiion: CylinderOil

fil Brand: Heal value. kcaYko: CirculatinoOil

'15'C: Turbo Oil
lensitv at lulphur, %

Ambienl Water Brake Speed VIT

Test Date TestHour LOaO Engine
Pressure LOaO Governor index Sening Control
RPM
mbar bar bar

Etfective Indicated Etf. Fuel IndicatedFuel

Power Power Consumption Consumption

)vlinder No. 6 I 9 10 11
'12 13 14 15
't6 17 l8 Ave.
)i. bar
'max. bar

lef. Pmax. bar

rcomo. bal

uel Pumo lndex

/lT index

x h a u s tG a s T e m o . .' C
)oolina Water Outlet TemD..'C
)iston Outlel Lub. Temo..
"C
Cmlno Water Temoerature.oC ExhaustGas Temo.. 'C xhaust Pressure Turbo Aux. Scavenoe Air Pressure
Charger Blowef p Cooler
Air Cooler Main Enqine Turbine Fieceiver Turb. Outl p Filler Receiver
lnlet Outlel Inlel Turb. Outlet lnlet Outlet bar mmWC RPM On/Ott mmWc mmwc oar
'I
1 1

Seaw. mmflQ Axial mmHo

2 Temp. Vibraiion

mm
J ?

4 I

Ave. Ave Ave. Ave. Ave. Ave. Ave. Ave. Ave.

Scavenqe Air Temperalure,'C LubricatinqOil Fuel Oil Pressure

Inlet Blowel Before Cooler After Cooler Pressure.bar Temoerature."C Temoerature."C bar
Scavenge
1 1 I System Oil lnlet Enqine TC lnlet / TC Outlel / Belore Filtef
Air
Temperature Blowerend T u r b .e n d
2 Cmlino Oil l n l e tC a m 1 Atler Filter

3 C a m S h a t tO r l Outlet Cam Temperature,"C

Before PumDs
4 T u r b i n eO i l Thrust Smment 3 3

Ave Ave. Ave. 4

Ave. Ave.

Fe niaiks

When referring to this page, please quote Operation Plate 70603, Edition 0002
MAN B&W DieselA/S
 1l,|AN
B&UT' Readingsrelatingto Thermodynamic
Conditions Plate 70604

->6 \

o
3
o
o
trj
I eE _*9e
X
l ui5
.= o tro !o-o I
o o
U g6 I c ! qPa I <si
E
o ;2 o -!;;
r-Gii
I
I
gsb
l
F DY : 6
UURi
(I-Ys
I h _ a>
:*.- o
|
I| >9i
t
.9 r 9 3F 7."J=>
U oo
o 6 o LU-s
F o;
0-
EP
l
6 o 8:i I Cfoo
c E o
U .9 o k Eg€ .^oo> agg
F
F o
o
3
:6? 8 U:C6
c[EOo
I
I ti:s
a o .e 23; ,i ]EEE i a 6r\
f ,6 EE
(_);
Y l o o:,
w ) D ?
I > 9.!
:c o o < 6!: ^ , I
{io
X H=!: I 9# > //
c^
U oo >> r E f,3ts9 /
\,/

I
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When referring to this page, please quote Operation Plate 70604, Edition 0001
MAN B&W DieseltuS
 1l|AN
Plate70605
CI&YV - for engine
SynopsisDiagrams Page1 (2)
Time baseddeviationchartsfor: mean draughtand averagemean indicatedpressure(p;1.
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When referring to this page, please quote Operation Plate 70605, Edition 0001
MAN B&W DieselA/S
 Plate 70605
Page 2 (2) SynopsisDiagrams- for engine
Time baseddeviationchartsfor: meandraughtand averagemeanindicatedpressure(p;1.
Modelcurves+ time baseddeviationchartfor: r/minas a functionof p;.

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When referring to this page, please quote Operation Plate 70605, Edition 00A1
MAN B&W DieselAJS
 Plate 70606
SynopsisDiagrams- for engine Page 1 (2)

Modelcurvesand time baseddeviationchartfor:

p,.nu"
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When refening to this page, please quote Operation Plate 70606, Edition 0001
MAN B&W DieseltuS
 Plate 70606
Page2 (2) synopsis Diagrams- for engine
Time baseddeviationchartfor:
prr" and fuel index

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When referring to this page, please quote Operation Plate 70606, Edition 0001
MAN B&W DieselA/S
 I,|AN
Plate70607
ct&v\t SynopsisDiagrams- for engine Page1 (2)
Modelcurvesand time baseddeviationchartfor:
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When referring to this page, please quote Operation Plate 70607, Edition 0001
MAN B&W DieselA/S
 Plate 70607 r|AN
Page 2 (2) SynopsisDiagrams- for engine B&}Y

Time based deviationchartfor:

t"r6u ?fld Pcomo

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When referring to this page, please quote Operation Plate 70607, Edition 0001
MAN B&W DieselA/S
 Plate70608
l,lAN
Ereu, SynopsisDiagrams- for turbocharger Page1 (2)

Modelcurvesand time baseddeviationchartfor:

pscavds a functionof p"
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When referring to this page, please quote Operation Plate 70608, Edition 0001
MAN B&W DieselAJS
 Plate 70608
Page2 (2) Synopsis Diagrams- for turbocharger
Time baseddeviationchartfor:
p"""u T/C r/min and A p1

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When referring to this page, please quote Operation Plate 70608, Edition 0001
MAN B&W DieselA/S
 r,|Ah| Plate 70609
B&}lt SynopsisDiagrams- for turbocharger Page 1 (2)
Modelcurvesand time baseddeviationchartfor:
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When referring to this page, please quote Operation Plate 70609, Edition 0001
MAN B&W DieselA/S
 Plate70609 I,|AN
Page2 (2) SynopsisDiagrams- for turbocharger B&l\t

Time baseddeviationchafi for:

compressorand turbineefficiencies

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When referring to this page, please quote Operation Plate 70609, Edition 0001
MAN B&W DieselAJS
 Plate70610
/=*Ct SynopsisDiagrams- for air cooler Page1 (2)

Modelcurvesand time baseddeviationchartfor:

tair-water,twater,and Pu;t, as a functionof pr"uu

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When referring to this page, please quote Operation Plate 70610, Edition 0001
MAN B&W DieselA/S
 Plate70610
Page 2 (2) SynopsisDiagrams- for air cooler f,lAN
B&UI'

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YNY a 3R
5
.rollernap'r"6V
ralenrleJV ',nte*,V
suotlelneP suorJernap E

lf
6

When referring to this page, please quote Operation Plate 70610, Edition 0001
MAN B&W DleselA/S
 -
SpecificFuelOil Consumption
Correction (Density)
forFuelTemperature and
SulphurContent(Calorific
Value) Plate7 0611

\
P

-oo

o
o,
c
T

+ O .0 2

k j/ke kCot/ke

43000

42800

4260A

42400

J 42200

o 42000
j

4 18 0 0

4r600
(+-
41 40a
L

412AO
o
o
4'l 000
L
o
] 40800

I 40600

40400

402ao

40000

39800 9500
o.9364
0 JI ttl
0.9 ( g/cm r )

When referring to this page, please quote Operation Plate 70611, Edition 0001
MAN B&W DieselA/S
 Dry Cleaningof Turbocharger
Plate 70612 [urbine side) /=*G\

c.^
1s: u?qqqqqqqqqqqqq
c) o o - - N C) c9 - N N cD r A] Ol C)
C:-

uJ
\ \ \ trj
\ uJ ut
oooo
o
aa@a
<f,$V$mro-m
o_
r- $ (o s o .o r.- o - 3 I 3 i ii 6 rt- i5
NNcD9$tr)NcoCr[fcfcrFFFF
()
t-- zzzzzzzz>

c
= o
ts
._
\u (J,
b+u
33i*
'@b-ctoto
ou).gYoo8
5 ; : #+; e d
gF?ls H! P
e;
E s
*b 5-Eg 8 a ?5f;
E;8
P $ g' op,u 9 E .s9 q
." N .d
- €E 9AE; :E I3 *E
o : :E
€
€= g,^E€
89
;!€ It e ;C to
E
o)
g€e; =E :F riEqr
?.EgrE
bF= i
Z
!s;
=> ;# F :: i
= Fg $'H i 'HE
6 x€ oE 1 ;g* :6 E 1a g:
;E :
I ;: =-E g gs: Eo 8.
e :5 s" E E8€ i qE E E: i
6 fE $: O€ oIPE
d.3 id hk
E =e g [E E
6 rr.-. 6 o*E 6
C\i $ Lrt

+r
When referring to this page, please quote Operation Plate 70612, Edition 0001
MAN B&W DieselA/S
 WaterCleaningTurbocharger[urbine side):
Il|A.N
B&llt ABBTPL (2-stroke) Plate70613
(lnterval:
approx.every50 to 500operating
hours)

Instructions

1. Adjustthe engineloaduntilthe scavengeair pressureis in the rangeof pscau= 0.3 -

0.6 bar (overpressure).
The temperature beforeturbocharger has to be below430"C
andthe auxiliary
blowershouldbe in operation.
2. Openthe draincockA of the gasoutletcasingandcheckwhetherexhaustgasemerges
3. OpenvalveB slowlyuntilthe pressuregaugeC (waterpressurepwateJ
indicates:
= 1'0 bar
Pwater
4. Injectwaterfor 5 minuteswhilekeepingthe engineloadconstant
5. ClosevalveB
6. Closethe draincockA of the gas outletcasing

Remarks
- Theengineshouldbe runat leastforfurther10 minutes to preventcorrosionof the in-
ternalcasingsurfaces.
- Depending on the loadonlylittleor no waterflowsoutthedrainholeA. Waterdrainis
not relevantfor the cleaningeffect.Waterinjectioncan be confirmedwithreduced
TiC speedduringcleaning andlowergastemperature afterturbochareger.
- lf morethanoneturbocharger is mountedit is recommend to cleanoneaftertheother.

Watersupplv
(onlyfresh Water)
m i n .2 . 0 b a r

TC-r TPL65-A TPL69-A TPL73-B TPL77-B TPLSO-B TPL85-B

) r i f i c e i n t e g r a t e di n T C 5.7 6.7 7.8 9.3 10.8 IJ.Z

Q lmml

When referring to this page, please quote Operation Plate 70613, Edition 0001
M A NB & W D i e s e l A / S
 ]l|AN
Plate 70614 Air CoolerCleaningSystem(Option) B&Tv

Nom.diam.25 mm

\ ^AK
>-

\ '{f
\*

[-r.w. (tromnyoroprror)
Re-circulation
N o m .d i a m . Orilice I
Al'4

I
Nom.diam.5omm

Drainfrom air cooler

cleaning& water mist
catcherin air cooler

tank

Heatingcoil*

Circulatin Slu pumpsuction

* Capacityfor heatingcoilsaccordingto
requirementfrom supplierof the chemical

When referring to this page, please quote Operation Plate 70614, Edition 0001
MAN B&W DieselA/S
 NormalIndicatorDiagram Plate70615

IVL-MCEngines:
Indicatordiagram
(p-v diagram, - Draw diagram
workingdiagram)

-€z
II {
I
{.Y
cto,r'
,/
I I
o
E 6

keei"n o-' o.'

I
I I
1 I
Y Y
o) I
o
c oc
o c
o 0)
o o Y4,
(g T) =+=x
0) (o U F F d
o 5F-
E
o ou
F
E 9, Eo,
=
I d E d3
I
Length of indicatordiaqram = -- r-I 6 >a
K____
I tengtn of atmosphericline 71

S - M CE n g i n e s :

For this type of engineit has been necessaryto delay the point of ignitionto 2-3' after
T D C , i n o r d e rt o k e e pt h e p r e s s u r er i s e ,p c o m p - p m a xw , i t h i nt h e s p e c i f i e d3 5 b a r ,w h i l e
s t i l lm a i n t a i n i n g
o p t i m u mc o m b u s t i o na n d t h e r e b yl o w S F O C .

D u e t o t h i s d e l a yi n i g n i t i o nt,h e d r a w d i a g r a mw i l l o f t e ns h o wt w o p r e s s u r ep e a k s ,a s
s h o w ni n t h e f i g u r eb e l o w .

A
\\

\\

\\

|,.
v
When referring to this page, please quote Operation Plate 70615, Edition 0001
MAN B&W DieselAlS
 ]i|AN
Plate70616 Adjustmentof IndicatorDrive B&UI'

Correctlyadjustedindicatordrive/cam
The compression and expansionlinesco-
incide,no areavisiblebetweenthe curves.
( F i s1. )

<___
F i g .1

Incorrectlyadjustedi ndicatordrive/cam
The compression and expansionlinesdo
not coincide- an area is visiblebetween
the curves.(Fig.2)

NB: The compressionline is normallv

thickerthanthe expansionline.

CaseA
tl -ll
The expansionline abovethe compres-
sion line,as shown. il@il
The discrepancy'Z' is positive:Displace CASE A
k)
the indicatordriveor turnthe cam "back",
Fig.3.

q@p
,-----^---r.''-

CaseB CASEA + - C_lSfB

The expansionlinebelowthe compres-

'Z'
sion line. is negative:Displacethe indi-
cator driveor turn the cam "forward",Fig.
3.

(Forz = 1 mrfl,turn the cam 2 mm or dis-

placethe driveapprox.2.5mm, when us-
ing an indicatorspringof 0.5 mm or 0.6 .t-r-=---r
mm per bar).
Direction of rotation
d u r i n gm e a s u r i n g

Fig:J

When referring to this page, please quote Operation Plate 70616, Edition 0002
MAN B&W DieselA/S
 l,|AN
Et&urt FaultylndicatorDiagrams Pfate70617

Fig.1. Vibrationsin drive. Fig.2. Lengthof cordtoo long

Draw-diagramnot affected T . D . C . - p am
rtissing

Fig.3 Lengthof cordtoo short Fig.4. Frictionin indicatorpiston.

B . D . C . - p am
r ti s s i n g . Draw-diagram alsoaffected.Thisfaultgives
a too largeworkingdiagramarea.

f'\
\...

F i g .5 . S p n n gt o o w e a k . l n d i c a t o r F r g 6 . I n d i c a t o rc o c k l e a k r r r g
stril^es tnn end n{ r \/r.nalgl A t m o s p h e n cl r n eu n t r u e .

When referring to this page, please quote Operation Plate 70617, Edition 0002
MAN B&W DieseltuS
Plate 70618 Informationfrom Indicatorand DrawDiagrams

Fig. 1:
Fuel injection too late.
,^i --- Normal
Fuel pressure too low.
Defective fuel valve(s).
Defective fuel pump suction valve
or shock absorber.
Exceptionally p oor fueI
(bad ignition properties)
Fuel pump lead too little.
(see also the text)

pr"" low, but p.o,.no

normal

Fig.2 Normal
Fuel injection too early.

VIT index wrong.

Fuel pump lead too large.

pn.,* high,but p.oro normal

Fig.3: Normal
Leakages, increased cyl.
volume, or fouling.

Piston ring blow-by.

Exhaust valve seat leakaqe.
Piston crown burnt.
Low scavengepressure,
fouling of exhaust and/or
air system.

both p"oro and pn.'* are low.

When referring to this page, please quote Operation Plate 70618, Edition 0002
MAN B&W DieselA/S
 lrlAh|
B&]1, Usingthe Planimeter Plate70619

Loadedfix point

Removable
Roller hinge

Vernier

Counter
Markfor
Adjustablearm startingpoint

Tracercentre -- ---_'-

Indicatordiagram
Fastenby drawingpins-

Planimetering:
Position
the indicator
as illustrated
above.
Marka startingpointontheexpansion
line(toexactlylocalizethestart/stop
position
of
the diagramcircumscription).
point,andcircumscribe
Begintracingfromthestarting thediagram
at evenspeed,and
nottoo slowly.

Employgoodillumination and,if necessary, glassforaccurate

usea magnifying read-
ingof thevernier,beforeandaftercircumscription.

The difference is proportional

in readings to the areaof the indicator
diagram.
N B :T h ec a l i b r a t i o
shno u l d
b e c h e c k ebdy m e a s u r i nagk n o w na r e ae, . g . ap r e c i s e l y -
drawnrectangle.

When referring to this page, please quote Operation Plate 70619, Edition 0001
MAN B&W DieselA/S
 l|AN
Pfate70620 Correctionto ISOReference
AmbientConditions BAUI'

Maximum
Combustion
Pressure
Correctionof measuredpr*
becauseof deviationsbetweentinl/ tcoolint
and standardconditions
Correclronbar Measuredo
' max

1 6 0b a r . 1 4 0b a r

.1 tinr
-t
'coolinl

Measuredp
' max

80 bar

1 0 0b a r
120 bar
1 4 0b a r
1 6 0b a r

-10

Calculating the corrections:

tinl tA.o..,.= (tmeas-25) x 2.198 x 10-3x (1+ Ar"ur) Bar

tcootinl rA.or. = (tmeas-25) x -0.810 x 10-3x (1 + A''""") Bar

See also Plate 70624.

When referring to this page, please quote Operation Plate 70620, Edition 0002
MAN B&W DieselA/S
/-Gt Correctionto ISOReference
AmbientConditions Plate 70621

(afterexhaustvalves)
ExhaustTemperature
Correctionof measuredexhausttemperature(t""nu)
and standardconditions
becauseof deviationsbetweentinl/ tseel;n;

Correction

4A

I inl
t cooilnl
..

"C
Measuredt exh

-10

-An
Air inlettemp. (t,n,) 425"C 325'C

Coolingwater inlettemp.,air cooling(t.oorinr.)

the corrections:
Calculating
tinr -25)x 2.466x 10-3x (273+A.""") Bar
r A.o,,= (t,.nuu,
t c o o l i n l t A . o r , = ( t . . n " u-r2 5 ) x - 0 . 5 9 0x 1 0 3 x ( 2 7 3 + A . " u . 1 B a r

See also Plate 70624.

When referring to this page, please quote Operation Plate 70621, Edition 0002
MAN B&W DieselA/S
 r|AN
Plate70622 Correctionto ISOReference
AmbientConditions Et&ult

Pressure
Compression
Correctionof measuredcompressionpressure
becauseof deviationsbetweent;n;/ ts6s;;6s
and standardconditions

Correctionbar Measuredp
comp.
140 bar 120 bar
tz

60- "C tinl

T
coo{rnl

Measuredo
' comp

80 bar

1 0 0b a r

12Obal

1 4 0b a r

A i r i n l e tt e m p . ( t r n)r
C o o f i n gw a t e r i n l e tt e m p . ,a i r c o o l i n g( t
ff_!.!.\-_u | | | 1ttlL.L.L.Lt_l Lit I ILlf
"oor,nt)

Calculatingthe corrections:

tinl r A"o,.,. -25) x 2.954x 10-3x (1+ A,.n"ur)

= (tmeas Bar
-25)x -1.530x 10-3x (1 + An-'"ujBar
tcootintrA"o',.= (tmeas

See also Plate 70624.

When referring to this page, please quote Operation Plate 70622, Edition 0002
MAN B&W DieselA/S
 IIAN
EI&Uv Correctionto ISOReference
AmbientConditions Plate70623

Scavenge
Pressure
Correctionof measuredscavengepressure
becauseof deviationsbetweentint/ tcootint
and standardconditions

3 . 0b a r

2 . 5b a r

o.3 2.0 bar

1 . 5b a r

o.2 1 . 0b a r

o.1

t
inl
t' c o o l i n l

60 'c

Measuredp

1 . 0b a r

1 . 5b a r
2 . 0b a r

2.5 bar

3 . 0b a r

Air inlet temp. (t,n ) 3 . 5b a r

Coolingwater inletlemp., air cooling (t
coor,nt)
j_l,Ll-t Lr 1 Lt l.i._1._L--t
Li L ,L.t_.t....1,.1....1

Calculating
the corrections:
tinr -25)x 2.856x 1O-3
rA.or,= (tn..uu* x (1 + Ar"ur) Bar
-25) x -2.220 x 10 3 x (1 + A,.n"ur)Bar
tcoolint tA.o,,,.= (t,-n"u.

See also Plate 70624.

When referring to this page, please quote Operation Plate 70623, Edition 0002
MAN B&W DieselA/S
Plate 70624 Correctionto ISOReference
AmbientConditions /=*G'
Exampleof readings:pn,''- : 140 bar pscav : 2.0 bar
texhu : 425 "C tinl '. 42 "c
P c o m p 11 0 b a r tcootinti 40 'C
Measured phd

bar

120 bal

Measuredo

80 bar 325 "C

i00 baf 425'C
12Obal
1 4 0b a r
1 6 0b a r

Atr rnrel temp. (td ) 425'C 325'C

Coohng waler inlet temp , atr c@lng (lcdlnt )

Correctionfor t;n1 : +5.3 bar Correctionfor \n1 : -27"C

Correctionfor t"oo1;n1 '. - 1.7 bar Correctionfor t"oo;1n1 : -6"C
Correction5.3-1.7 : +3.6 bar Correction-29 -6 : -33"C

Coredion bar
l40 hr lrc bf Measured B@v

o.4 3.0 bel

25bal

0 bal

| .5 bar

1 . 0b a l

1 5bar

20bar

2.5 bar

30bar

35bar
cdng *61ennbr r€mp ar 6d'^q (Ldn )

itlr lU uat uallulLt u[L

Correctionfor t,n1 : + 5 . 6b a r C o r r e c t i ofno r t n 1 +0145 'C

Correctionfor t oo11n1 '. - 2.5bar Correctton for t"oo1;n; - 0.1 bar
u o r r e c l r o5
n. b - 2 . 5 : + 3 . 1b a r C o r r e c t i o0n. 1 4 5 - 0 . 1 +0.045 bar

When referring to this page, please quote Operation Plate 70624, Edition 0002
MAN B&W DieselA/S
 I,lAN
B&Ut Calculationof CompressorEfficiency Plate 70625

Curvefor the factor(R, o'zoo-'t,

C\.1
o
;

c9

+
ct
ri- o

When referring to this page, please quote Operation Plate 70625, Edition 0002
MAN B&W DieselA/S
Pfate70626 Calculationof TotalTurbocharger
Efficiency

Curveforthefactor(1-n, o'zos,

When referring to this page, please quote Operation Plate 70626, Edition 0002
MAN B&W DieselA/S
 ]t|AN
ct&tlt PowerEstimation Plate7A627

The Chartsand values,in the examplebelow,referto a particular

7L60MCengine.
For a specificplant,see the actualTestbedReportconcerned.

EngineRPM
lr)|r)r)
c\iotr)
o'

o
E
f
o_ X
CI c)
f o- o lr) o|r)ono 11-;OOOOOO
tL r- \o \Otfitf)S:t f,)oooooox
nOOOOOOX r
E
-oco\osc!oY w E
U LV

OL
o
c) f-- u)
C)) a
0)
I cio o0-
(dtro)
q) o.=oo) r-- c
a ,9
c OE
ct) T\L
i-
c
u
c) n
@

() n
o) O :
lI)

ul O
CO
:
lrJ

o f-
J -lr)
C
3n
c \i

o o r|f)
n
(U
oA \!
E CI
=
o
o_
(/) n
U) o Y
LU o_ t-

When referring to this page, please quote Operation Plate 70627, Edition 0002
MAN B&W DieselA/S
 Turbocharger
CompressorWheelDiameterand
It,lAh|
Plate70628 Slip Factor B&llt

TurbochargerMake: MAN B&W

TypeDesignation D (m)
Diameter, No. of Blades Slip Factor,p
NR 24lR 0.276 0.76
NR 26lR 0.324 0.75
NA 34/S 0.408 0.70
NA 4OlS 0.480 /t I 0.70
NA 48/S 0.576 20 0.70
NA 57lT9 0.684 20 0.70
0.684 18 0.74
NA 7OlT9 0.840 22 0.76
0.840 18 0.74

Turbocharger
Make:BBC/ ABB
Type Diameter, Slip Type Diameter, Slip
Designation D (m) Factor g Designation D (m) Factor p
VTR254 0.29420 TPL65-A1O 0.33900
VTR3O4 0.34970 TPL69-A1O 0.39994
VTR354 0.41570 TPL73-811 0.48793
VTR454D-VA12 0.52330 TPL73-812 0.50652
VTR454D-VA13 0.57560 TPL77-811 0.57991
0.790 o.715
VTR564D-VA12 0.65880 TPL77-812 0.60200
VTR564D-VA13 0.72460 TPLSO-B11 0.67290
VTR714D-VA12 0.82940 TPLSO-812 0.698s4
VTR714D-VA13 0.91230 TPLBs-B11 0.82388
TPL85-812 0.85527

T u r b o c h a r g eMr a k e :M i t s u b i s hHi . l . ( M E T )
Type Diameter, Slip Factorp
Designation D (m)
l m p e l l e rP r o f i l e V,SorR SorR
l m p e l l e rS i z e 2 ? 2 3 2 J

MET33SD,SE 0.352 0.373

MET42SD,SE 0.436 0.462
MET53SD.SE 0.5s3 0.586 o.72 0.69
MET66SD,SE 0.689 0.730
METS3SD,SE 0.873 0.924

When referring to this page, please quote Operation Plate 70628, Edition 0002

MAN B&W DieselAJS

 ll|AN
B&UI'
CylinderCondition Chapter707

Tableof Contents

707-01 CylinderCondition
1. General ....1

2. PistonRingFunction ........1

3. ScavengePortlnspection. ....2
3.1 General .....2
3.2 Procedure ........2
3.3 Observations .....3
3 . 3 . 4 P i sto nR i n g s:l n g o o dC ondition . . . . . .3
3.3.8 PistonRings:Micro-seizure.. .......3
3 . 3 . C P i sto nR i n g s:S cra tch ed .. . . . . .4
3 . 3 . D P i sto nR i n g s:S ti cki n g . . . .4
3 . 3 . E P i s t o n R i n gBs r: e a k a g e / C o l l a p s e .....4
3 . 3 . F P i sto nR i n g s:B l o w -b y . . . .5
3 . 3 . GD e p o s i t s o n P i s t o n s .....5
3 . 3 . HL u b r i c a t i n g C o n d i t i o n ....6
3 . 4 R e p l a c e m e n tPoifs t o n R i n g s ........6
4. CylinderOverhaul ......0
4.1 IntervalsbetweenPistonPulling ......6
4.2 InitialInspection and Removalof the Rings . . . . . . .6
4.3 Cleaning ....7
4.4 Measurement of RingWear . . . .7
4 . 5 I n s p e cti oonf C yl i n d eLr i n e r . . . .7
4 . 5 . AC y l i n d e r W e a r M e a s u r e m .e n t s : ......7
4 . 5 . 8 C o r r e c t i oonf w e a r m e a s u r e m e n t s : . ........8
4 . 5 . CM a x i m u m W e a r : ........8
4 . 5 . DC h e c k i n g L i n e r S u r f a. .c e : .....8
4.6 PistonSkirt,Crownand CoolingSpace . . . . .8
4.7 PistonRingGrooves ....g
4.8 Reconditioning the RunningSurfacesof Liner,Ringsand Skirt . . . . . . .9
4 . 9 P i s t o n R i n g G a p ( N e w R i n.g. .s ) .....9
4 . 1 0F i t t i n go f P i sto nR i n g s . . . .9
4.llPistonRingClearance ......10
4 . 1 2C y l i n d eLr u b ri ca ti oann dMo u nting . . . i0
4 . 1 3R u n n i n g -oi nf L i n e r sa n dR i n g s . . . . .10
4.13.ABreaking-in ......'10
4 . 1 3 . B S p e cR i ael m a r k s . . . ....13
4 . ' 1 3 .C R u n n i n go-i n i n g sa ftera PistonOver haul.
fR . . . . .14
4 . 1 3 . D R u n n i n q - iLnionfe r s a nR d inos ......14

When referring to this page, please quote Operation Chapter 707 Edition 0004 Page 1 (3)
MAN B&W DieselA/S
Chapter707 CylinderCondition

Tableof Contents

5 . F a c t o rIsn f l u e n c i n
Cgy l i n d e r W e a r .......15
5.1 General . .15
5.2 Materials ...15
5 . 3 C y l i n d e r o i.l. ....15
5.4 CorrosiveWear ...15
5 . 4 . A T h e In fl u e n ce o f S u l p h urin the Fuel.. . . . . . 15
5.4.8SodiumChloride .......16
5 . 4 . C C l e a n i nA g g e n ts(A i rC ooler ) . . . 16
5 . 4 . DW a t e r C o n d e n s a toi onnA i r C o o l e r T u b e s .......17
5.5 AbrasiveWear .."17
5 . 5 . AP a r t i c l e s ...17
5 . 5 . 8 S cu ffi n g (mi cro -se i zur.e) .. . . .18
5 . 5 . CF u e lO i lT r e a t m e n t .....18

6. PropellerPerformance.. ....18

7O7-O2 Cylinder Lubrication

1. Lubricators ....".1

2 . C y l i n d e r OFi li l m .......1

3. CylinderOils. ....1
4. CylinderOil FeedRate(dosage) . . . .2
4.1 General .....2
4.2 Running-in .......2
4.3 BasicSetting ......3
4 . 4 A l p h a A C C( A d a p t i v e C y l i n d eCr ooinl t r o l ) ........3
4.5 Howto adjustthe dosageaccording to the AlphaACCprinciple. . . . . .4

Page2 (3) When referring to this page, please quote Operation Chapter 707 Edition 0004
MAN B&W DieselA/S
 CylinderCondition Chapter707

Tableof Contents

7O7-O3Inspectionof NimonicExhaustValveSpindles
1 . S p i n d l e l d e n t i f i c a t.i .o. n .....1
2. lnspectionlntervals .....2
3. lnspecting
the ContactCondition
of the Seat . . . . .z
4. Checkingthe Seatfor Gas Leakage . . . . . . .4
5. CleaningandEvaluation.. ....5
6. lnspecting
the ValveStemWearLayer . . . .7
7. GrindingtheSpindleSeat. ....9
8. ExhaustValveCondition
Report . . . . 11

PLATES

lnspectionthroughScavengePorts. . Plate70701
lnspectionthroughScavengePorts.Record .. Plate70702
Inspection
throughScavengePorts.Symbols . . . . Plate7O7O3
lnspection.through
ScavengePorts.Pictures . . . . PlateTo7o4
lnspection
throughScavengePorts.Evaluation . . Plate7o7os
Factorsinfluencing
CylinderWear . . plate 70T06
AbrasiveParticles(Grum-Schwensen
drawings) . plate70707
AbrasiveParticles(Pictures) . . Ptate7AT0B
AbrasiveParticles(Pictures) . . Plate7A7O9
CylinderOil FeedRates(3 pages) . . Plate7OZ1O
CylinderConditionReport .... PlateTOZil
Calculation
of Condensate
Amount . Plate70712
CylinderLubricating
Oil Pipes . Ptate70713
Running-in
Load . Plate70714

When referring to this page, please quote Operation Chapter 707 Edition 0004 Page 3 (3)
MAN B&W DieselA/S
/-*31 CylinderCondition 707-O1

1. G e n e r al
a goodcylindercondition
To obtainandmaintain involves
theoptimisation
of many
factors.

Sincemostof thesefactorscanchangeduringtheserviceperiod- andcanbe in-

fluencedby serviceparameterswithinthe controlof the engineroomstaff- it is of
greatimportance thatrunningconditions
anddevelopments arefollowedas close-
ly as possible.

By meansof continual
monitoring
it is normallypossibleto quicklydiscoverabnor-
malities,
wherebycountermeasures can be takenat an earlystage.
ln particular,it is advisableto regularlycheck the cylinderconditionby means of
inspectionthroughthe scavenge ports- especiallyconcentratingon the piston
ring condition.See ltem 3.1 furtheron.

ln orderto coverall aspects,thischapteris dividedintosevenprincipalsubjects-

eachhavinga certainamountof topicoverlap.
1 . Ge n e ra l
2. PistonRingFunction
3. ScavengePortlnspection
4. CylinderOverhaul
5. Factorslnfluencing CylinderWear
6. Propeller Performance

and a separatesectiondealingwith:CylinderLubrication

2. Piston Ring Function

The functionof the pistonringis to givea gas-tight
sealingof the clearancebe-
tweenthe pistonandcylinderliner.Thissealis broughtaboutby thegaspressure
aboveand behindthe pistonring,whichforcesit downwards, againstthe bottom
of the ringgroove,and outwardsagainstthe cylinderwall.
ln orderto ensureoptimumsealing,it is therefore thatthe pistonrings,
important
the grooves,and the cylinderwalls,are of propershape,andthatthe ringscan
movefreelyin the grooves(sincethe pistonwillalsomakesmallhorizontal move-
mentsduringthe stroke).

of the pistonringsinfluences
The lubrication the sealingas wellas the wear.
Experience hasshownthatunsatisfactory pistonringfunctionis probablyone of
the mainfactorscontributing to poorcylindercondition.For thisreason,regular
scavenge port obseruationsare strongly recommendedas a means of judging
how conditionsare progressing, see ltem 3.1 below.See alsoltem3.4'Replace-
ment of PistonRings'

When referring to this page, please quote Operation 707-01 Edition 0004 Page1 (18)
MAN B&W DieselA/S
707-O1 CylinderCondition r|AN
B&UI'

3. Scavenge Port Inspection

3.1 General
see Vol.ll, 900-1,'Check-
Regardingintervalsbetweenscavengeportinspection,
ing and MaintenanceSchedules'.

Thisinspectionprovidesusefulinformation
aboutthe condition pis-
of cylinders,
tonsand rings,at low expense.

The inspection consistsof visuallyexamining the piston,the ringsandthe lower

partof the cylinderliner,directlythroughthe scavengeair ports.

To reducethe riskof scavengeboxfire,removeanyoilsludgeandcarbondepos-

its in the scavengeair box and receiverin connection
withthe inspection.
The portinspectionshouldbe carriedoutat thefirststopaftera longvoyage,e.g.
by anchoringif possible,
to obtainthe mostreliableresultwithregardto the eflec-
tivenessandsufficiencyof the cylinderlubrication
andthe combustion cycle(com-
pleteor incomplete).

A misleadingresultmaybe obtainedif theportinspectionis carriedoutafterarrival

at harbour,
sincemanoeuvring to the quayandlow-load running, e.g riveror canal
passage,requiresincreasedcylinderoil dosage,i.ethe cylinders areexcessively
lubricated.

Further, duringlowload,the combustion cyclemightnot be as effective

andcom-
pleteas expected, dueto the actualfueloil qualities
and service(running)condi-
tionof thefuelinjection lt is highlyrecommended
equiprnent. to takethisinforma-
tionintoconsideration.

3.2 Procedure
Scavenge portinspections
are bestcarriedout by twomen,the mostexperienced
of whominspectsthe surfaces,and stateshis observations
to an assistant,
who
recordsthem.The assistantalsooperatesthe turninggear.

so thatpossibleleakages
Keepthe coolingwaterand coolingoil circulating, can
be detected.

Blockthe startingair supplyto the mainstartingvalve.

valves.Engagethe turninggear.
Openthe indicator

Removethe inspectioncoverson the camshaftsideof the cylinder

frame,and
cleanthe openings.Removethe cover(s)on the scavengeair receiver.

Do not enter the scavengeair receiverbeforeit has been thoroughly

ventilated.

P a g e2 ( 1 8 ) When referring to this page, please quote Operation 707-01 Edition 0004
MAN B&W DieselfuS
 ]l|AN
E &}lt
CylinderCondition 707-O1

at the cylinderwhosepistonis nearestBDC.

Beginthe inspection
e In sp e ct
th e p i sto nri, n gs,andcylinder
wall.
Wipethe runningsurfacescleanwitha ragto ensurecorrect
assessmentof the pistonringcondition.
Use a powerfullampto obtaina trueimpression
of the details.
Regarding the sequence,see Plate70701.Regarding description
see ltem 3.3,pointsA) to H).
of the conditions,
Recordthe resultson Plate 70702,'lnspectionthroughScavengePorts,
Record'.
Use the symbolsshownon Plate70703to ensureeasyinterpretation
of the observations.
Keepthe recordsto forma "logbook"of the cylindercondition.
o Measurethe totalclearance betweenthe pistonringsandthe ringgrooves.
See Vol. ll Procedure902-1, 'MaximumClearance,and Vol. ll Data 102-1.
Continuethe inspection at the nextcylinderwhosepistonis nearestBDC,andso
on accordingto the firingorder.Notedownthe orderof inspection for useat later
inspections.

valves(flapvalvesibutterfly
Checkthe non-return valves)in the auxiliaryblower
systemfor easymovement and possibledamage.
Removeanyoilsludgeandcarbondepositsin thescavenge
airboxesand receiv-
er. Recordthe observations
on Plate70702.

3.3 Observations
3.3.A PistonRings:In goodCondition
Whengoodandsteadyserviceconditions havebeenachieved, the runningsur-
facesof the pistonringsandcylinderlinerwillbe wornbright(thisalsoapplyingto
the ringundersides andthe "floor"
of the ringgrooves,
which,however,cannotbe
seen).In addition,
the ringswillmovefreelyin the groovesandalsobe welloiled,
intact,and not undulyworn.

The ringedgeswillbe sharpwhenthe originalroundings

havebeenwornaway,
butshouldbe withoutburrs.
3.3.8 PistonRings:Micro-seizure
lf, overa periodof time,the oilfilm partially
disappears,
so thatdry areasare
formedon the cylinderwall,theseareasandthe pistonringsurfaceswill,by fric-
tionalinteraction,
becomefinelyscuffedand hardened, i.e.the good"mirrorsur-
face"will havedeteriorated (seePlates70704and 70705)

In caseof extensive
seizures,
sharpburrsmayformon the edgesof the piston
nngs.

When referring to this page, please quote Operation 707-01 Edition 0004 P a g e3 ( 1 8 )
MAN B&W DieselA/S
707-01 CylinderCondition I,|AN
El&tlt

A seizedsurface,whichhasa characteristic
vertically-striped willbe
appearance,
relatively
hard,and may causeexcessive
cylinderwear.

Dueto thishardness, the damagedareaswillonlyslowlydisappear (run-inagain)

if and whenthe oilfilmis restored.
As longas the seizureis allowedto continue,
the localwearwilltendto be excessive.

Seizuremayinitially be limitedto parlof the ringcircumference,

but,sincetherings
arefreeto "turn" in theirgrooves,it mayeventually spreadoverthe entirerunning
faceof the ring.

Thefactthatthe ringsmovein theirgrooveswillalsotendto transmitthe localsei-

zureallthe way aroundthe linersurface.

lf seizureshavebeenobserved,thenit is recommended
thatthecyl.oildosageis
(see
temporarilyincreased item 4.12,and Section707-02).

3 . 3 . C PistonRings:ScratchedPlates70704,70705
Scratching is causedby hardabrasiveparticles originating
fromthe ringitself,or,
usually,fromthe fueloil.As regardslinerand ringwear,the scratchingis notal-
waysserious,butthe particles can haveseriousconsequences elsewhere. (See
item 5.5,'AbrasiveWear').

3 . 3 . D P i s t onR i n g s:S ti cki n g

lf, dueto thickandharddepositsof carbon,the pistonringscannotmovefreelyin
theirgrooves,darkareaswilloftenappearon the upperpartof the cylinderwall
(maynotbe visibleat porlinspection).
Thisindrcates lackof sealing,i.e.combus-
tiongas blow-bybetweenpistonringsand cylinderliner.

The blow-bywillpromoteoil filmbreak-down,whichin turnwillincreasecylinder

wear.Stickingpistonringswilloftenleadto brokenpistonrings.

The freemovement of the ringsin the groovesis essential,

andcan be checked
eitherby pressing
themwitha woodenstick(through the scavengeports)or by
turningthe enginealternatelyaheadand astern,to checkthefreeverticalmove-
me n I.

3 . 3 . E PistonRings:BreakageiCollapse
Brokenpistonringsmanifestthemselves
duringthe scavengeporlinspection
by:
o Lackof "elastictension",
whenthe ringsare
pressedintothe grooveby meansof a stick
o Blackishappearance
o Fractured rings
o Mi ssi n gri n g s.
Pistonringbreakageis mostlycausedby a phenomenon knownas "collapse".
However,breakage mayalsooccurdueto continual
strikingagainstwearridges,
or o th e ri rre q u l a ri tiiensth e cvlinder
wall.

P a g e4 ( 1 8 ) When referring to this page, please quote aperation 707-01 Edition 0004
MAN B&W DieselA/S
/-*G\ CylinderCondition 707-01

Collapseoccursif the gaspressurebehindthe ringis builtuptooslowly,andthere-

by exertsan inadequate outwardpressure. In sucha case,the combustion gas
can penetrate betweenthe linerand ring,and violently
forcethe ringinwards,in
the groove.Thistypeof sudden"shock"loadingwilleventually leadto fracture-
particularly
if the ringends"slam"againsteachother.

slowpressurebuild-upbehindthe ringscan be dueto:

The above-mentioned
o carbondepositsin the ringgroove,
o too smallverticalringclearance,
o partialsticking,
o poorsealingbetweenthe ringandthe groovefloor,
o "clover-leafing"
(seebelow)
o ring-endchamfers(seebelow)
o too largering-edge
radii,
. etc.
"Clover-leafing",
is a term usedto describelongitudinalcorrosivewearat several
separatepointsaroundthe linercircumference - i.e.in somecasesthe linerbore
mayassumea "clover-leaf'shape, see ltem5.4.D.
Chamfering at the ringends is unnecessary
and detrimentalin MANB&Wen-
gines,as the scavengeportsare dimensioned to avoid"catching"
the ringends.
3.3.F PistonRings:Blow-by
Leakageof combustiongas pastthe pistonrings(blow-by)is a naturalconse-
quenceof sticking,collapseor breakage(seepointsD and E).

In the laterstages,whenblow-bybecomespersistent,
it is usuallydueto ad-
vancedringbreakage, causedby collapse.
Blow-byis indicatedby black,dry areason the ringsand alsoby largerblackdry
zoneson the upperpartof the linerwallwhich,however,can onlybe seenwhen
overhaulingthe piston(orwhenexchanging the exhaustvalve.
Seealso Sections704-04and 706-02.

3 . 3 . G Depositson Pistons
Usuallysomedepositswillhaveaccumulated on thesideof the pistoncrown(top
land).Carbondepositson the ringlandsindicatelackof gassealingat therespec-
tive rings,seePlate70703.

lf the deposits
areabnormallythick,theirsurJaces maybe smoothandshinyfrom
rubbingagainstthe cylinderwall.Suchcontactmay locallywipeawaythe oilfilm,
resultingin micro-seizure
and increased wearof linerand rings.

In someinstances, 'mechanical
occur,i.e.verticalgroovesof
clover-leafing'can
sl i g h tl h
y i g h ew
r e a ri n b e tween quills.
the lubr icating

When referring to this page, please quote Operation 707-01 Edition 0004 Page5 (18)
MAN B&W DieselA/S
707-O1 CylinderCondition tt,iAN
B&Utt

Suchconditions mayalsobe theresultof a combustionconditionwhichoverheats

the cylinderoilfilm.Thiscouldbe dueto faultyor defective
fuelnozzlesor insuffi-
cientturbocharger efficiency.

3.3 . H L u b r i ca ti nCgo n d i ti o n
Notewhetherthe "oilfilm"on the cylinderwalland pistonringsappearsto be ad-
equate.All pistonringsshouldshowoil at the edges.However,seealsoltem3.1.
Whiteor brownishcolouredareasmaysometimes be seenon the linersurface.
Thisindicatescorrosivewear,usuallyfromsulphuricacid(seealsoltem5.4), and
shouldnotbe confusedwithgrey-black areas,whichindicatesblow-by.
In suchcasesit shouldbe decidedwhether,in orderto stopsuchcorrosive
attack,
a higheroil dosageshouldbe introduced.
(Seeltem 5.4 and Section707-02).

3.4 Replacement
of PistonRings
It is recommended thatthe completesetof pistonringsis replaced
at eachpiston
overhaul, to ensurethatthe ringsalwaysworkunderthe optimumservicecondi-
tions,therebygivingthe bestringperformance.

4. Cylinder Overhaul

To ensurecorrectrecordingof all relevantinformation,we recommend

that our 'CylinderConditionReport' (Plate 70711)be used.

4,1 IntervalsbetweenPistonPulling
see Vol.ll 'Maintenance'
Regardingguiding,averageintervals, 'Checking
and
MaintenanceScheduI es'.

betweenpistonoverhauls
Basethe actualintervals on the previouswearmeas-
urementsand observationsfromscavengeportinspections,supplemented
with
the pressures
readfromthe CoCos-eds, PMl-systemor indicator
cards.
Regardingproceduresfor the dismantling
and mountingof pistons,
see Vol.ll,
Procedures902-2.1and 902-2.2.

Removethe piston cleaning(PC)ring (if installed)and carefullyremove

any coke depositsand wear ridges from the upper part of the liner,
before the piston is lifted.
Regardingprocedurefor checkingthe PC-ring,see Vol. ll Procedure
903-1.1.

4.2 InitialInspectionand Removalof the Rings

thepistonandliner as
Be fo rea n ycl e a n i n gi n, spect , descr ibed
in ltem3.3,po i nts
A) to H ).

Measurethe freeringgapandcompareto thatof a newring,wherebythe lossof

te n si o nca nb e ca l cu l a ted.
Notedownthemeasur ements
on Plate70711.

Page 6 (18) When referringto thispage, please quote Operation707-01Edition0004

MAN B&W DieselA/S
 lrl|Ah|
E &Ylt
CylinderCondition 707-O1

Removethe pistonrings.

Use only the MAN B&W standardring openerfor all mountingand

removalof piston rings.

Thisopenerpreventslocaloverstressingof the ringmaterial

which,in turn,would
oftenresultin permanent
deformation,causingblow-byand brokenrings.Straps
to expandthe ringgap,or toolsworkingon the sameprinciple,
shouldneverbe
u se d .

It is extremelyimportantthatthe pistonringsare removedby meansof the special

ringopener,if theyare to be reinstalledafterinspection.
However,it is recom-
mendedto replacethe completeset of pistonringsat eachoverhaul,see ltem3.4
above.

4.3 Cleaning
Cleanthe pistonrings.Cleanall ringgroovescarefully.
lf carbondepositsremain,
they may preventthe ringfromforminga perfect
sealagainstthe floorof the
groove.

Removedepositson the pistoncrownand ringlands.

Removeany remaining
cokedeposits
fromthe uppersectionof the liner.

4.4 Measurementof Ring Wear See Plate70711

Measureand recordthe radialwidthandthe heightof the rings.

Comparethe measuredwearto the weartolerancesstated in Vot.tt 'Mainte-

nance',Chapter902.

Whenthisvaluehasbeenreached,scrapthe ring.As it is recommended to re-

placethecompletesetof pistonringsat eachoverhaul, usethesemeasurements
to formthe basisfor decidingoptimaloverhaulintervals,
see ltem4.1.

4.5 fnspectionof CylinderLiner See Plate70711

4.5.A CylinderWearMeasurements:
Before measuringthe cylinder wear:
. ensLtrethat the tool and cvlinderliner temperaturesare close
to each other
o record the tool and cylinderliner temperatureson Plate 70711
to enablecorrection.
Measurethewearwiththespecialtoolat theverticalpositions
markedon thetool.
Measurein boththe transverseand longitudinal Thisensuresthatthe
directions.
wearis alwaysmeasuredat the samepositions.Seealso Vol.ll, Procedure903-2.
Recordthe measurements
on Plate70711.

When referring to this page, please quote Operation 707-01 Edition 0004 P a g e7 ( 1 8 )
M A NB & W D i e s e l A V S
707-O1 CylinderCondition /--aGl
4.5.8 Correction
of wearmeasurements:
Correctthe actualwearmeasurements by multiplying
withthefollowingfactors,if
thetemperature of thecylinderlineris higherthanthetemperature ofthetool.This
enablesa comparison to be madewithearlierwearmeasurements.

10 0.99988
20 0.99976
30 0.99964
40 0.99952
50 0.99940

Example(S/l(L90MC):
Me a su reva d l u e : 9 0 1 .3m m
At measured :30'C
(corrected value : 901.3x 0.99964= 900.98
= 0.32mm )
(i .e ,a re d u cti oonf 9 0 1 .3 - 900.98

4.5.C MaximumWear:
The maximumwearof cylinderlinerscan be in the intervalof 0.4%to 0.8%of the
nominaldiameter,
depending on the actualcylinderand pistonringperformance.
Ovalityof the liner,for instance,
mayforma too troublesome basisfor maintaining
a satisfactoryservicecondition, in whichcasethe cylinder
linerin question
should
be replaced.
4.5.D CheckingLinerSurface:
Inspectthe linerwallfor scratches,
micro-seizure,
wearridges,collapsemarks,
corrosivewear,etc.

lf corrosive
wearis suspected
or if a ringis foundbroken,takeextrawearmeas-
urementsaroundthe circumference at the upperpartof the liner:
Pressa new pistonringintothe cylinder.Usea feelergaugeto checkfor local
clearancesbetweenthe ringand liner.Thiscan revealany"uneven" corrosive
wear.See items3.3.E.3.3.H.and 5.4.

4.6 PistonSkirt,Crownand CoolingSpace Plate70711

Cleanand checkthe pistonskirtfor seizuresand burrs.
grindoverthe sudaceto removea possible
In caseof seizures, hardened
layer.

Checktheshapeof the pistoncrownby meansof thetemplate.

Measure
anyburn-
i ng s.

lf in any placethe burning/corrosion

exceedsthe max.permissible,
sendthe pis-
ton crownfor reconditioninq.

P a g e8 ( 1 8 ) When referring to this page, please quote Operation 707-01 Edition 0004
MAN B&W DieselAJS
 llfAN
Et&utt
CylinderCondition 707-01

Regarding max.permissible
burning,
see Vol.Il, Procedure
902-l. Inspectthe
crownfor cracks.

the pistonassemblyto checkfor possibleoil leakages,see Vol.ll,

Pressure-test
Procedure902-1.

lf the pistonis takenapaft,for instancedueto oil leakage,checkthe condition

of
the jointsbetweenthe crown,the pistonrod,andthe skirt.Inspectthe cooling
spaceand cleanoff any carbon/coke deposits.
Replacethe O-rings.Checkthatthe surfacesof the O-ringgroovesare smooth.
Thisis to preventtwistingand breakageof the O-rings.
Pressure testthe pistonafterassembling.

4.7 PistonRing Grooves SeePlate70711

Checkthe pistonringgroovesas described
in Vol. ll, Procedure
902-1.
lf the ringgroovewearexceedsthe valuesstatedin Procedure
902.1,sendthe
(newchrome-plating).
crownfor reconditioning

4.8 Reconditioningthe RunningSurfacesof Liner,Ringsand Skirt

lf thereare micro-seized
areason the lineror skirt:
o Scratch-overmanually
witha coarsecarborundum stone(grindstone),
movingthe grindstone
crosswise,
at an angleof 20 to 30 degreesto
horizontal.
Thisis doneto breakup the hardsurfaceglaze.

Leavethe "scratching
marks"as coarseas possible.

It is not necessary removeall signsof "veftical

to completely stripes"(micro-sei-
zure).

wearridgesin the cylinderliner- e.g.at the top or bottom

lf thereare horizontal
wherethe rings"turn":smoothenout carefullywitha portablegrindingmachine.

4.9 Piston Ring Gap (NewRings)

As the pistonringsworkat a somewhathighertemperature thanthe liner,it is im-
portantthattheyhavea gapwhichis sufficient
to permitthe extrathermalexpan-
si o n .

Placethe ringin thespecialtool(guidering)whichis usedwhenmounting the pis-

ton in thecylinderliner.The upperpartof a clean,newliner(abovethe ringtravel)
can alsobe used.Checkthe gap as describedin Vol.ll, Procedure902-1.

4.10 Fittingof PistonRings

Fitthe pistonrings.Seealsoltem3.4.

Pu shth e ri n gb a cka n dfor thin the gr ooveto m akesur ethatit m ovesfr eely

When referring to this page, please quote Operation 707-01 Edition 0004 P a g e9 ( 1 8 )
MAN B&W DieselAJS
707-O1 CylinderCondition }IA1{
El&l t

Use only the MAN B&W standardpiston ring opener.

See alsopoint 4.2.

4 . 1 1 Pi s t o nRi n gC l e a ra n ce
Whenthe ringsarein place,checkand recordthevefticalclearance
betweenring
and ringgroove.

Furthermore, insefta feelergaugeof the thickness

specifiedin Vol.ll, Procedure
902-1,andmoveit allthewayroundthegroovebothaboveandbeloweachpiston
ring.ltsfreemovement as wellas propercleanliness.
willconfirmthe clearances

4.1 2 C y l i n d erL u b ri ca ti o na n d Mo u nting

Checkthe cylinderlubrication:
Presspre-lubrication
on the HMI Panelor pumpthe HansJensenLubricators by
handandcheckthatthe pipes and jointsareleak-proof,
andthatoilflowsoutfrom
eachlubricating
orifice.

lf anyofthe above-mentioned pointshaveindicated

inspection thatthecylinderoil
amountshouldbe increased, Adjustthefeedrateasdescribed
or decreased: inthe
AlphaLubricator Manualor the HansJensenLubricator instruction
book.Forcal-
culation pumpstroke,seethe 'Cylinder
of the H.J.lubricator's Lubrication'section
fuftheron in thisChapter.

Coatthe pistonwithcleanoil.

Beforemountingthe overhauledpiston, removeany remainingdepos-

its from the upper end of the liner.

Mountthe piston.See Vol.ll, Procedure902-1.

4 . 1 3 R u n n i n g -i no f L i n e rsa n d R i n g s
or renewalof cylinderlinersand/orpistonrings,allowance
Afterreconditioning
period,see ltems4.13.A- 4.13.D.
mustbe madefor a running-in

o Refer to Section 703-03.

o lf only one or two cylindershave been overhauled,see ltem 4.13.8

See also ltem 4.13.8 regardingmanoeuvringand low-loadrunning.

Refer to the maker'sspecial instructionson how to adiust the lubrica-
tor's stroke.

of Linersand Rings(Fixedpitchpropeller
4.13.A Running-in plants)Plates70710and 70714
Bre a ki n g -i n :
Bre a ki n g -ionf a l lcyl i n d e r s,
or of individual
cylr nderhaving
s theirsepar ate
cyli nder
l u b ri ca to r:

P a g e1 0 ( 1 8 ) When referring to this page, please quote Operation 707-01 Edition 00a4
MAN B&W DieseltuS
/-*3' GylinderCondition 707-O1

AlphaLubricator:Referto theAlphaLubricator
Manualon howto adjustthe lubri-
catorfeed rate.

HansJensen:Adjustthe lubricators
to the BasicSetting,seeSection"CylinderOil
Feed Rate (dosage)',ltem 4.3.

Set the lubricators

to maximumextrafeed rate:
o Movebothhandlesof the lubricators
to position"+6mm".
Thisnormallymeansan increaseof more than 100%.

gradually
Startthe engine.Increase to 55% of MCR-speed.
Increase
to 100%of MCR-speed
duringthe next20 hours,as shownon Plate
70714.

Afterthis20-24hourbreaking-in
period,stopthe engineand makea scavenge
portinspection.

lf the cylinderconditionprovessatisfactory,
decreasethefeedratecorresponding
to an over-lubricationof 150%:
o Movebothhandlesof the lubricators
to position"+3mm".
Breaking-inof individual
cylinders,
if two or morecylinders
areconnected
to each
cylinderlubricator:

Adjustthe lubricator
pumpunitsfor the pertaining
cylinder(s)
to 1.5timesthe
in Section'CylinderLubrication',
strokewhichis calculated ltem4.5,by meansof
the adjusting
screws.
lf thisstrokecannotbe achieved,
adjustthe pumpunitsto the maximumstroke.
Movethe jointquantityhandleof the lubricator(s),
so thatthe position,
plus the
strokesetwiththe adjustingscrews,correspondsto minimum2.0timesthestroke
whichis calculatedin Section'CylinderLubrication',
ltem4.5,for the pertaining
cyl i n d e r(s).

Movethe LCD-handle to the samepositionas the jointquantityhandle,or, as a

"+3mm"
minimumto position

gradually
Staftthe engine.Increase to 55%of MCR-speed.
lncrease
to 100%MCR-speed
duringthe next20 hours,as shownon Plate70714.
Afterthis20-24hours'breaking-in
period,stopthe engineand makea scavenge
portinspection.

lf the cylindercondition
provessatisfactory,
decrease
thefeed-rate
corresponding
to an over-lubricationof 150%:
r Mo veth ej o i n tq u a n ti ty "0 mm ".
handleto position
o Mo veth e L C D -h a n d to "+ 3mm ".
le oosition

Whenreferringto thispage, please quote Operation707-01Edition 0004 Page 11 (18)

MAN B&W DieselA/S
707-O1 CylinderCondition
/-*3|
'CylinderLubrication',
l,fl"i lf 1.5timesthe strokecalculatedin Section ltem
l-g. 4.5, couldnot be achievedby meansof the adjustingscrews,move the
joint quantityhandle,so that the position, plus the stroke set with the
adjustingscrews, as a minimumgives that stroke.
Ru n n i n g -i n :
Running-in or of individual
of all cylinders, havingtheirseparatecylinder
cylinders
lubricator:

Maintain
the 150%feedrateduringthe next600 hoursof service.

Makea scavengeportinspection. provessatisfactory,

lf the cylindercondition de-
creasethe feed ratecorresponding
to an over-lubrication
of 125%:
o Movethe jointquantityhandleof the lubricators
to position"+'1.Smm".
o Leavethe LCD-handle in position"+3mm".
Maintainthe 125%feed rateduringthe next600 hoursof service.

Makea scavengeportinspection. provessatisfactory,

lf the cylindercondition de-
creasethe feed rateto the BasicSetting:
o Movethejointquantityhandleof the lubricators
to position"Omm".
o Leavethe LCD-handle in position"+3mm".
Maintain
thissettingduringthe next600 hoursof service.

Running-in of individual
cylinders,
if two or morecylinders
areconnected
to each
cylinderlubricator:
Maintain
the 150%feedrateduringthe next600 hoursof service.

Makea scavengeportinspection.
provessatisfactory,
lf the cylindercondition thefeedratecorresponding
decrease
to an over-lubricationof 125/":
o Movethejointquantityhandleto position"Omm", if notalreadycarriedout,and
adjustthe lubricator pumpunitsfor the pertaining cylinder(s)to 1.25timesthe
strokewhichis calculated in Section'CylinderLubrication',
ltem4.5.
o L e a veth e L C D -h a n dle "+ 3mm ".
in position
Maintainlhe 125%feedrateduringthe next600 hoursof service.

Makea scavengeportinspection.

lf the cylinderconditionprovessatisfactory,
decrease
thefeedrateto the Basic
Setting:
o Adjustthelubricator pumpunitsforthe pertaining to thestrokewhich
cylinder(s)
'
i s ca l cu l a teidn S e cti on Cylinder Lubr ication' , 4.5.
ltem
o L e a v et h eL C D - h a n dilneo o s i t i o"n+ 3 m m " .

Page 12 (18) When referringto thispage, please quote Operation707-01Edition0004

MAN B&W DieselAJS
/==?' CylinderCondition 707-O1

Maintainthissettingduringthe next600 hoursof service.

Basic Setting:
periodthe BasicSettingshouldbe maintained,
Afterthe running-in see Section
'CylinderOil FeedRate(dosage)',ltem4.4.

Actual feed rate:

hasstabilised
Whenthe cylindercondition and provedsatisfactory
by scavenge
portinspections,
adjustments towardsthe actualfeedratemaybe introduced:
o Makerepeatedscavengeportinspections.
o lf the cylinderconditionprovessatisfactory,
reducethe feed rate
by maximum0.05g/bhph,at intervals of minimum600 hours,
see Plate 70710.
service,basedon the reg-
thefeedrateduringthecontinued
lncreaseor decrease
ul a r:
- scavengeportinspections,see Vol.ll, Chapter900, and
- piston/liner see eailierin thisSection4.1.
overhauls,
See also eailierin thisSection4.8.

4.13.8 SpecialRemarks (Seealsoltem4.13-A)

Ru n n i n g -i no n l y o n e cylinder :
lf onlyonecylinderhasbeenrenewed, thefuelpumpindexforthecylinderin ques-
tionmaybe decreased in proportion to the requiredloadreduction,
underthe con-
vibrationin the propeller
ditionthatthe torsional shaftallowit.

As vibration dueto reduction

condition of the fuelpumpindexof onecylinderis
verysimilarto runningthe enginewithone cylinderin misfire,a barredengine
speed rangemay be present(see Chapter704'SpecialRunningConditions').
Thusconsultthe class-approved reporton thetorsionalvibrationof the actualpro-
pellershaftsystemand avoidany barredspeedrangeduringrunning-in.

Beforestartingthe engine,fix thefuel rackfor the pertaining

cylinderat 16/" ot
MCRindex.Increase the indexstepwisein accordance withthe breaking-in
schedule,see Plate70714.Regardingthepressurerisepconp- pnax,see compmax
'Running Difficulties,SupplementaryComments',point 7.
Chapter 703

[ffi lf theengineis fittedwiththe TurboCompound System(TCS),theTCS

I-Jj. mustbe out of operation withreducedindexis chosenin
if running-in
orderto safeguard the gear.

Regardingcylinderlubrication,see ltem 4.13.4.

Whenreferringto thispage, please quote Operation707-01Edition 0004 Page 13 (18)

MAN B&W DieselA/S
707-01 CylinderCondition IIAN
E&UI'

Manoeuvringand low load:

In practice,
of course,the enginemustbe ableto operatefreelyin the wholema-
noeuvring range.

Alsothesituation
wherelowloadhasto be maintained
foran extendedperiod,e.g.
in connection passage,
withriver/canal pro-
hasto be copedwithin thebreaking-in
gram.

As an example,
whenthefirstbreaking-in
hasto takeplaceduringa longriverpas-
sage,we suggestthe followingprogram,(seealsoPlate70714).

7" rpm "/o Load Duration(h)

lncreaseto: 55 16 0.5
Riverpassage: 55 16 5.5
Sea passage: 70 34 2.0
80 3l 2.0
B5 61 2.0
87.5 67 2.0
90 73 2.0
92.5 79 2.0
95 86 2.0
97.5 93 2.0
100 100 2.O
TotalBreaking-in
tinr e 24.0

ffi Do not runfor lessthantwo hoursat 55% rpm (16%load).

lt'ffi

Regardingcylinderlubrication,see ltem 4.13.A.

4.13.C Running-in
of Ringsaftera PistonOverhaul(Fixedpitchpropeller plants)
Whenrunning-in pistonringsin alreadyrun-inliners,the breaking-in
timecanbe
reducedto some10 - 14 hours,e.g.followingthe dottedlinein Plate70714,'Run-
ning-inLoad'"

The extralubrication
shouldfollowthe samepatternas whenrunning-in newlin-
ers;however,the durationof the 150"/"and125%stepscanbe reducedto thetime
intervalsbetweenscavengeportinspections, see Plate70710.
4.1 3 . D R u n n i n g -ionf L i n e rsa n d R i n g s( Contr ollable
pitchpr opeller
plants)
Regarding running-in whenonlyone or two cylinders havebeenoverhauled,
see
the procedure describedin ltem 4.13.8.

R e g a rd i nth
g e cyl i n d eor i l dosagedur ingbr eaking-and
in r unning- in,
seethep r o-
ceduredescribedin ltem 4.13.A.

Abouthalfan hourbeforeharbourmanoeuvres areexpected,

starttheenqineand
increaseto ratedspeed,withthe propeller
in Zero-pitch.

P a g e1 4 ( 1 8 ) When referring to this page, please quote Operation 707-01 Edition 0004
MAN B&W DieselA/S
 1l|AN
Et&tlt
CylinderCondition 707-O1

Connect (ifinstalled)
theshaftgenerator to thegrid,andletthegenerator
takeover
powersupply.
the electrical

Thisis in orderto raisethe enginetemperature

towardsthe normalservicevalue
priorto the harbourmanoeuvres.

Whenmanoeuvring is finished,gradually the propeller

increase pitchcorrespond-
ingto about50%of MCR-load.

The increase
to 100%of MCR-loadshouldbe effectedgradually
duringthe next
20 hours.Seealso Plate70714.

Whenrunning-in pistonringsin alreadyrun-inliners,thebreaking-in

periodcanbe
reducedto abt.10 hours.

5. Factors lnfluencing Cylinder Wear

5.1 General
Plate70706givesa summaryof the mostcommoncausesof cylinderwear.The
followinggivesa briefexplanationof the mostimportantaspects,and of the pre-
cautionsto be takento counteractthem.

5.2 Materials
Checkthatthecombination of pistonringandcylinder
linermaterials
complies
with
the enginebuilder'srecommendations.

5.3 C y l i n d e rOi l
Checkthatthe qualityandfeedrateare in accordance
withthe recommendations
in the AlphaLubricator
Manualand Plate70710.

5.4 CorrosiveWear
5.4 . A T h e I n fl u e n ce
o f S u l p h uirn th e Fuel
Corrosive wearis causedby condensationandtheformation
of sulphuric
acidon
the cylinderwall.

In orderto minimisecondensation, the newestME designincorporates optimised

temperature levelof the linerwall,basedon the actualenginelayout.

lf corrosion
arisesevenso,insulation
of thelinerand/orinsulated
steelpipesinthe
coolingborescan be arranged.

To reducethe riskof corrosiveattack:

o KeePthe coolingwateroutlettemperatures withinthe specified
interval,
see Section701-02.
o Keepthe temperature differenceacrossthe cylinderunitsbetween
12'-18"C atMCR.
oils,see alsoltem5.3, 'Cylinder
o Usealkalinecylinderlubrrcating Oil'.

When referringto thispage, please quote Operation 707-01Edition0004 Page 15 (18)

MAN B&W DieseltuS
707-01 CylinderCondition r,|AN
B&Uv

o Preheatthe enginebeforestarting,as describedin Chapter703.

o Checkthatthe drainfromthe watermistcatcherfunctions properly,
to preventwaterdropletsfrom enteringthe cylinders,
see alsoltem 5.4.D.
It is important as soonas possible.
tendencyis ascertained
thatany corrosion

is prevailing:
lf corrosion
o Checkthe cylinderfeed rate,see ltem5.3.
o lncreasethe feed rate as describedin Section707-02.
o Checkthe alkalinity,
see ltem5.3.
o Checkthe timing,see theAlphaLubricatorManual.
o Checkthe coolingwatertemperaturesandthe drainfromthewatermistcatch-
er, as describedabove.The amountof condensatecan be readfromPlate
70712.See also ltem 5.4.D.
In caseof too smallcylinderoilfeedrateor too lowalkalinity,
thealkaline
additives
maybe neutralised too quicklyor unevenly,
duringthe circumferential
distribution
of the oil acrossthe linerwall.
Thissystematic variation mayproduce"uneven"
in alkalinity wearonthe
corrosive
linerwall,see points3.3.E and 5.4.D,regarding'clover-leafing'.

5.4.8 So d i u mC h l o ri d e
Seawater(orsalt)in the intakeair,fuel,or cylinderoils,willinvolvethe riskof cor-
rosivecylinderwear.The corrosion is causedby sodiumchloride(salt),which
formshydrochloric acid.
To preventsaltwaterenteringthe cylinder,
via the fuelandcylinderoil:
o maintainthe variousoil tanksleak-proof
o centrifuge
the fuelcarefully,
o do not usethe bunkertanksfor ballastwater.

5.4.C CleaningAgents(AirCooler)
Theairsideof thescavengeaircoolercan,if the necessary is installed,
equipment
be cleanedby meansof cleaningagentsdissolved in freshwater.

Followthe supplier's
instructions
strictlyfor:
o the dosageof the agent
o the useof the cleaningsystem
Afterusingchemicalagents,flushwithcleanfreshwaterto removetheagentfrom
t he co o l e a
r n da i rd u cts.

Cleaningof the air side of the air cooler must only be carriedout dur-
ing enginestandstill.
See also Section 706-A3and Matntenancebook Chaoter910.

P a g e1 6 ( 1 8 ) When referring to this page, please quote Operation 707-01 Edition 0004
MAN B&W DieselAJS
 1l|A]{
E &Ult
CylinderCondition 707-01

5.4.D WaterCondensation on Air CoolerTubes

Depending on the temperatureand humidityof the ambientair andthe tempera-
tureof the seawater, watermay condenseon the coldestair coolertubes.

Watermistcatchers are installed

directlyafterthe aircoolerson allMANB&WMC
enginesto preventwaterdropletsfrombeingcarriedintothe cylinders.

lf waterentersthe cylinders,
the oilfilmmay be rupturedand causewear(clover-
leafing)on the linersurfacesbetweenthe cylinderlub.oil inlets.

It is very importantthat the water mist catcherdrainsfunctionproperly.

See Secfion706-03.See alsoPlate 70712for amountof condensate.

5.5 Abrasive Wear Plates70705,70707,70708and 70709

5.5.A Particles
Abrasivecylinderwearcan be causedby hardparticles
whichenterthe cylinder
via
o The fuel oil,e.g.catalystfines.See alsopoint5.5.C,'FuelOilTreatment'.
Particlesin thefueloil canalsobe caughtin thefuelpumpsuctionvalve.lf this
occurs,thesuctionvalveseatscanveryquicklybecomeso heavilypitted(Plate
70709,photo4) thatthey leak,causinga reductionof the maximumpressure
and an increaseof the fuel index.
Theoccurrenceof the particles
is unpredictable.
Therefore,
cleanthefueloilas
thoroughly
as possible by centrifuging,
in orderto removethe abrasiveparti-
cles.
o The air,e.g.sand.
Keepthe turbochargerintakefilterin a goodcondition.See alsoSection
706-03regardingthe use of a thin foam filter. Seealso Section701-01.
Abrasivewearcanoccuron:

1. The runningsurfacesof the linerand pistonrings.

Scratchingon the pistonringrunningsurfaceis one of the firstsignsof abra-
siveparticles,and can be observedduringscavengeportinspections or pis-
ton overhauls.
Scratchingis oftenseenas a largenumberof ratherdeep"trumpet shaped"
grooves(seePlates70705and 70708),
Usually,micro-seizures do not occur,i.e.the ringsurfaceremainssoft.This
can be checkedwith a file,see Plate70704.
2. The upperand lowersidesof the pistonrings.
Particles caughtbetweentheupperhorizontal ring/groove surfaces willcause
-
p i tti n g " p o ck-ma rks"- on the upperr ingsur face( Plates70707and 707 AQ.
" P o ck-ma rks" ma ya l soar isedur inga pr olongedper iodof r ingcollapse .

When referring to this page, please quote Operation 707-01 Edition 0004 P a g e1 7 ( 1 8 )
MAN B&W DieselA/S
707-01 CylinderCondition l,|AN
EI&IY

Evenif the runningsurfaceof the top ringhasa satisfactory

appearance, the
conditionof the ring'suppersurface,(andof the suctionvalveseats)willre-
vealthe presenceof abrasiveparticles.
3. The upperedgeof the pistonrings.
Whenparticles passdownthe ringpack,via the ringjointgaps,theywillcausea
"sandblasting" effecton the upperedgeof the ringbelow,whichprotrudesfrom
the p i sto n
ri n gg ro o vei,.e. is
this onlyseenon r ingNos.2,3, and4.

5.5.8 ng (micro-seizure)
Scuffi
Abrasivewearmay be the resultof scuffing(micro-seizure).

Apartfromthe factorsmentioned underpoint3.3 (blow-by,

deposits,
cyl.oil defi-
ciencies,
etc.)scuffingcan be due to:
o unsatisfactory running-in (especially
conditions if a previousmicro-seizure
has
notbeensuccessfully counteracted
duringa cylinder overhaul).
As regardsrun-
ning-in,seepoint4.13.
o mi sa l i g n me n(it,n cl u ding
machininger r or s) .

5.5.C Fuel Oil Treatment (Seealso Chapter705)

Correctfueloil treatment and propermaintenanceof the centrifuges
are of the ut-
mostimportance for cylindercondition,
exhaustvalvesandfuelinjection equip-
ment.

Waterand abrasiveparticlesare removedby meansof the centrifuges:

1. Theabilityto separate waterdependslargelyon thespecific

gravityof thefuel
to thewater- at the separation
oil relative temperature.
Otherinfluencing fac-
torsare the fueloil viscosity(atseparation
temp.)andtheflowrate.
Keepthe separation temperature as highas possible,
for rnstance.
95-98'C
for fueloilwitha viscosityof 380 cSt at 50'C.
2. The abilityto separateabrasiveparticles
dependsuponthesizeandspecific
weightof the smallestimpurities
thatareto be removedand,in particular,
on
the fueloilviscosity(atseparation
temp.)andtheflowratethroughthe centri-
fu g e .
Keepthe flowrateas low as possible.

6. Propeller Performance
As indicated
in Sectrbn706-01,specialsevereweatherconditioncancausea
changeto heavypropellerrunning.In caseswherethe power/speed combination
has movedtoo muchtothe leftin the loaddiagram(seeSectionT06-Al),
contin-
uedservicemaycausethermaloverloadof the components in the combustion
chamberandtherebvcreateheatcracks.

P a g e1 8 ( 1 8 ) When referring to this page, please quote Operation 707-01 Edition 0004
MAN B&W DieselA/S
 CylinderLubrication 707-O2

1. Lubricators Plate70713

Eachcylinderlinerhas a numberof lubricating

quills,throughwhichoil is intro-
ducedfromthe AlphaLubricatorsor HansJensenLubricators, as outlinedin in-
book,Volumelll 'Components'.
struction

The oil is pumpedintothe cylinder(vianon-returnvalves)whenthe pistonrings

passthe lubricatingorifices,duringthe upwardstroke.Seea/soPlate70713,Fig.
2. For checkof functioning,
see Section702-01.
Thelubricators withoilfroma pumpstationto whichtheoilis supplied
aresupplied
from a headtank.

2. C y l i n d er Oi l F i l m
lf a satisfactory
cylinderconditionis to be achieved,it is of vitalimportance
thatthe
oilfilm is intact.Therefore,
the followingconditions mustbe fulfilled:
1. The cylinderlubricators
mustbe correctlytimed.
(SeeAlpha LubricatorManual and Hans Jensen LubricatorManual).
2. The cylinderoiltypeandTBN mustbe selectedin accordance
withthefuel
ceingburned(seepoint3 below).
3. Newlinersand pistonringsmustbe carefully
run-in,see Plate70710.
4. The oil feed-rate(dosage)undernormalservicemustbe in accordance with
the enginebuilder'srecommendations. Furthermore,the dosagemustbe ad-
justedin accordance withthe serviceexperiencefor the actualtrade(ob-
tainedfromthe scavengeportinspections).
5. Thefeed-rate mustbe increased in the situations
describedin ltem4.8,'Spe-
cialConditions'.

3. C y l i n d e r Oi l s
We recommend
the useof cylinderoilsof the SAE50 viscosity
grade.

Duringshoptrialand seatrial,
we recommend
usinga cylinderoilwitha highde-
tergencylevel.

Usea "totalbasenumber"(TBN)of 70 as a 70 TBN oilwillnormallygivegoodre-

su l ts.U seh i g h e T
r B No i l sin the eventof highsulphurcontentin thefueloil.

[,U S o meh i g ha l ka l i n e
cylinder
oilsar enotcompatible
with:
I ' 5 r .;

o ce rta i nl o wsu l p h ufur e ls( havingpoorcombustion

pr oper ties) ,
. s o m ed i e s eol i l s .

when referring to this page, please quote operation 707-02 Edition 0002 Page 1 (5)
MAN B&W DieselA/S
707-O2 CylinderLubrication 1l|^A,N
EI&Uv

Suchincompatibility by poorcylindercondition
maybe indicated duringscavenge
portinspection.
In suchcases,changeto a lowerTBN cylinderoil.

Thetablebelowindicates brandsof oilsthathavegivensatisfactory

international
resultswhenappliedin MAN B&Wdieselenginetypes(heavyfueloperation).

Do notconsider
the listcomplete,
as oilsfromothercompanies
canbe equallysuit-
able.

Type C y l i n d e rO i l
Requirement sAEsOiBN
70- 80 sAE50/BN40-50
Oil Company
BP C LOsO- M CL/CL-DX405
Castrol S I D Z T Oc y l . CL/CL-DX405
Chevron D e l o C y l o i lS p e c i a l Taro SpecialHT 50
Etf T a l u s i aH R 7 0 T a l u s i aL S 4 0
Exxon ExxmarX70 M o b i l g a r dL 5 4 0
Mobil M o b i l g a r d5 7 0 M o b i l g a r dL 5 4 0
Shell A l e x i a5 0 A l e x i aL S
Texaco Taro SpecialHT70 Taro SpecialHT50

Furtherinformation
canbe obtainedby contacting
theenginebuilderor MANB&W
DieselA,/S,Copenhagen.

4. Cylinder Oil Feed Rate (dosage)

4.1 General
Thefollowingguidelines are basedon serviceexperience, andtakeintoconsider-
ationthe specificdesigncriteriaof the MCIMEengines(suchas meanpressure,
maximumpressure, lubricatedlinerarea)as wellas today'sfuelqualities
andop-
eratingconditions.

The recommendations arevalidfor fixedpitchand controllable

pitchpropeller
plantsas wellas stationary
plants(generator application).
ThisSectionis basedon our ServiceLetter03-417/HRJ.
whichrecommends:
o Adjusting the lubricators to the BasicSetting.
o Ove r-l u b ri ca tidnugri n gbr eaking- and
in r unning- in.
o Gradually
reducing
the feedratebasedon scavengeportinspections.

4.2 R u n n i n g -i n
R e g a r d i n ign c r e a s e fde e d r a t ed u r i n gb r e a k i n g - iann d r u n n i n g - i na.n d t h e s t e p -
wise reductiontowardsthe actualfeed rate.see Plate 70710.

Page2 (5) When referring to this page, please quote Operation 707-02 Edition 0002
MAN B&W DieselfuS
 CylinderLubrication 707-O2

4.3 Basic Setting

The BasicSettingfor S/(L-MC/MC-Cenginesis 0.8 g/bhph(AlphaLubricator).
See Plate70710.

Serviceexperience hasnow demonstrated thatit is alsopossible

to reducethe
feedratefor the super-long-stroke
S-MC/MC-C enginesfittedwithAlphaLubrica-
tors,evendownto the samelow levelas for the l(L engines,i.e.to a basicfeed
rateof 0.8 g/bhphand a minimumof 0.6 g/bhph.

4.4 Alpha ACC (AdaptiveCylinderoil Control)

Theactualneedfor cylinder oilquantity
varieswiththeoperationalconditions such
as loadandfueloilquality.Consequently,in orderto obtaintheoptimallubrication,
the cylinderoil dosageshouldbe adaptedto suchoperational variations.
Withthe introductionof the electronically
controlled
AlphaLubricator system,fea-
turingthe easy-to-operate"HMl"panel,suchadaptivelubrication hasbecomefea-
sible.TheAlphaLubricator systemoffersthe possibility
of savinga considerable
amountof cylinderoil peryearand,at the sametime,to obtaina saferand more
predictablecylindercondition.
Intensive
studiesof the relationbetweenwearand lubeoil dosagehaverevealed
thattheactualneedfor cylinderlubrication
followsthe amountof fuelbeingburnt
andthe fuelquality.

Thiscallsfor part-load
lubeoil controlwhichis proportional
to the engineoutput,
as loadandoilconsumption in thisconnection proportional.
are practically Thisis,
at the sametime,the mosteconomical controlmode,comparedto the previous
practicewherepart-load dosageswerecontrolled propoftionally
witheitherengine
speedor cylindermean pressure.

The basicfeedratecontrolshouldbe adjustedin relationto the actualfuelquality

beingburntat a giventime.Of course,fuelqualityis rathercomplex.However,
studieshavealsoshownthatthe sulphurpercentage is a goodindicator
in relation
to wear,andan oildosageproportionaltothesulphurlevelwillgivethe bestoverall
cylindercondition.

is calledthe "AlphaAdaptiveCylinderoil
Thisnewcylinderoil controlprinciple
"AlphaACC".
Control",or abbreviated

TestswithAlphaACCon K andS enginesof variousenginesizeshaveshownthat

a safeand optimumlube-economical
controlis obtainedwitha basicsettingac-
cordingto the belowformula:

Basic lube oil setting= 0.25g/bhphx S7o,

witha minimumsettingof 0.5g/bhph,i.e.the settingshouldbe keptconstant

from
2 % su l p h uar n dd o w n .

When referring to this page, please quote Operation 707-02 Edition 0002 Page3 (5)
MAN B&W DieselA/S
707-O2 CylinderLubrication 1l,|AN
Er&vlt

Alpha ACC
e
p r.es
lr
ct)
1
o
o
ct)
3 0.7s
o
o
= 0.5
o
3 o.2s
=
Ao
23
Fuel Oil Sulphur o/o

4.5 How to adjustthe dosageaccordingto the Alpha ACC principle

Firstof all,knowledgeof the sulphurpercentage of the fueloil beingburntat any
timeis a condition
for obtainingthe savingswithAlphaACC.Therefore, we rec-
ommendthatthe shipsin question joinone of the well-known fuelanalysispro-
grammeson the market,andthatburningof the oil is notstarteduntiltheanalysis
resultis known.Thiswillnormallytaketwoto fourdaysafterbunkering.

Oneof thekeyparameters in AlphaACClubrication is part-load

controlproportion-
al to engineload.Thisis importantin orderto preventover-lubrication
at lowloads,
it
and is oneof the main parameters to saveoil,compared withconventionallubri-
cation.
lf "load-proportional
control"is notalreadypresetfromdeliveryof yourAlphaLu-
bricatorsystem, suggestthatyoucontactMANB&WDieselA/Sin orderto get
we
instructions
on howto changethe software fromeitherspeed-proportional
control
proportional
or cylinder-mean-pressure control.

Whenstartingto burnnewbunkeroil,the HMIsettingof theAlphaACCshouldbe

adjustedaccording to the bunkeranalysisresults.Forreference,
the belowtable
s h o u l db e u se d :

Page 4 (5) When referring to this page, please quote Operation 707-02 Edition 0002
MAN B&W DieselAJS
 }IAN
Et&ult
CylinderLubrication 707-O2

Sulphur Dosage HMI

o/o g/bhph g/kWh Setting
0.0-2.0 0.50 0.68 63
2.2 0.55 0.75 69
2.4 0.60 0.82 75
2.6 0.65 0.88 81
2.8 0.70 0.95 88
3.0 0.75 1.02 94
3.2 0.80 1.09 100
3.4 0.85 1. 1 6 106
3.6 0.90 1.22 113
3.8 0.95 1.29 119
4.0 1.00 1.36 125
4.2 1.05 1.43 131
4.4 1. 1 0 1.50 138
4.6 1.15 1.56 144
4.8 1.20 1.63 150
5.0 1.25 1.70 156

Our'basicsetting'is traditionally
chosento obtaina dosagewhich,in averagecon-
ditions,resultsin a safeand lube-oil-economical
cylindercondition.
Thisleaves
possibilities
for furtherindividually
basedreductions, towardsthe recommended
mi n i mu m
se tti n g .
Inthecaseof theAlphaACC,thebasicfactorof 0.25g/bhphx S7"may,of course,
alsobe lowered.Currently,
we haveexperienced downto a factorof 0.21gibhph
x S%.

When referring to this page, please quote Operation 707-02 Edition 0002 Page5 (5)
MAN B&W DieselA/S
 }IAN
Et&t t
Inspectionof NimonicExhaustValveSpindles 707-O3

Introduction
are a supplementto "Procedureg0B-2",in our volume ll,
Theseinstructions
Maintenance"instructionbook, andshouldbe usedin combinationwith that
Procedureduringinspection
and overhaulof all Nimonicspindleson MANB&W
en g i n e s.

Allgeneraldata,including specified
wearlimitsforthespindleusedonyourengine
type,are givenin Procedure 908-2,DATA.Notedownthe actuarenginedatain
the "DATA"-box in the relevantchaptersof theseinstructions.
The procedure
is dividedintothefollowingeightsections:
1. S p i n d l e i d e n ti fi cation Page 1

2. Inspection
intervals 2

3. lnspecting
the contactcondition
of the seat 2
4. the seatfor gas leakage
Checking 4
5. Cleaningand evaluation 5

6. Inspecting
the valvestemwearlayer 8
7. Gri n d i nth
g esp i n d leseat I
8. ExhaustValveConditionReport 11

Sections3 to 7 are eachdividedintofoursteos:

o Whatto do
o Acceptancecriteria
o Remarks
o Furtheraction

1. Spindle ldentification
Ma rki n g s:
The topsof Nimonicspindlesare marked:
"N i m"", N i m8 0 A " N
, 8 0 A ","N80",
or "NCF80A".
lf in doubt,pleasecontactMAN B&WDieselA/S,Copenhagen.

When referring to this page, please quote Operation 707-05 Edition 0002 P a g e1 ( 11 )
MAN B&W DieselA/S
707-O3 Inspectionof NimonicExhaustValveSpindles }IAN
Ertt\t

2. InspectionIntervals

In sp e cti o n Inspections:
i n te rva l s Initial Second Subsequen t
Normalhoursof After6.000hours After16,000hours*) Every16,000hours*)
service:
Recommended: After6,000hours Basedon condition Basedon conditionat
(50-60MC at initialinspection initialand second
3-6,000hours) inspections*)
*) The normalhoursof servicebetweenoverhauls for Nimonicexhaustvalve
spindlesis 16,000hours(seeinstruction book Volumell, Chapter900).
*) is verygood,the condition
lf the spindlecondition of otherexhaustvalve
partsmayproveto be the decisivefactorin determining thefuture
overhaul/inspectionintervals.

3. Inspectingthe ContactConditionof the Seat

Whatto do
Donotcleanthespindle
discbeforeinspection.
ffi
t Visuallycheckthatthereis innercontact.
4
Fig.1 showsinnercontactbetweentheseatsof thespindleandbottompiece,cor-
responding g condition.
to slow/low-load/manoeuvrin

Innercontact

Innerpar t

Fig. 1: lnner contact,and zone designation

Acceptancecriteria
Theremustbe contactaroundthe entireinner circumference
of the seat.

P a g e2 ( 11 ) When referring to this page, please quote Operation 707-03 Edition 0002
MAN B&W DieseltuS
 Inspectionof NimonicExhaustValveSpindles 707-O3

Remarks
Whenthe valveheatsup in service,the angulardifference betweenthe spindle
and bottompieceseatingswilldecrease. At steady,full load,the seatingswillbe
parallel,
as shownin Fig.2.

Thus,innercontactmust be maintained
in orderto be sureof parallelcontactdur-
in gru n n i n g .

\_ Parallelcontact

Fig. 2: Contactconditionduring running

lf thereis no innercontact,outercontact(Fig.3) willoccurduringrunning,

andthis
willincrease the riskof blow-by.

Fig. 3: Outer contact,increased riskof blow-by

Furtheraction:
h F i l li n P a g e1 1 'E xhaust
ValveCondition
Repor t' .
lf the seatcontactis incorrect,
grindthe spindleseating,as described
in Steo7.
However,
beforegrinding,proceedto Steps4, 5 and 6.

When referring to this page, please quote Operation 707-03 Edition 0002 P a g e3 ( 11 )
MAN B&W DieselA/S
707-O3 Inspectionof NimonicExhaustValveSpindles
/-*G'
4. Checkingthe Seatfor Gas Leakage
Whatto do
l:.1lYs
Do not cleanthe spindledisc beforeinspection
LK

( F i g .4 a n d P h o t o1 ) .

Fig Blow-by

Photo 1: Blow-by

Acceptancecriteria:
Theremustbe no blow-by"tracks"acrossthe innerpartof the seat
(Figs. 1 + 4, and Photo 1).

P a g e4 ( 11 ) When referring to this page, please quote Operation 707-03 Edition 0002
MAN B&W DieselA/S
 Inspectionof NimonicExhaustValveSpindles 707-O3

Re ma rks:
Blow-byindicationsmay be associated withlargeideep dentmarks,andwillof-
ten forma "gas-jet-fan"
in the depositson the disc cone(Photo1).

Thesurfaceof a seriousblow-bytrack/groove willusuallyshowsignsof hotcorro-

sion,i.e.it willhavean "elephant
skin"texture.
Minorleakages.Small,faint,fan-shaped leakageindications
on thespindlecone,
just insidethe seat area(Photo2), are harmless.

Photo2: Minor leakages,and "fans"

Furtheraction:
h F i l li n P a g e1 1 ,'E xhaust
ValveCondition
Repoft' .
lf blow-byhasbeenfound,thengrindthe seat,as described
in Step7.

beforegrinding,
However, proceedto Steps5 and6.

5. Cleaningand Evaluation
Whatto do
o Cleanthe seatwithcoarseemerycloth.Observeand notedownthe sizeand
numberof dentmarks.Alsonoteany possiblecrackindications.
o Checkthe outerpartof the seatfor hightemperature
corrosion
(Fig. 1 and Photo 3).

When referring to this page, please quote Operation 707-03 Edition 0002 P a g e5 ( 11 )
MAN B&W DieseltuS
707-O3 Inspectionof NimonicExhaustValveSpindles
/-*c|

Innerpart

Outerpart

Photo 3: Exampleof highlemperature corrosionat outerpart

after 33,000hours

o Cleanthe contactfaceson whichthe measuring

templateis to be applied,and
measure:
- the burn-offon the discunderside,
- the totalamountthe seathas beenqround.
See Vol. ll Procedure908-2
Acceptancecriteria:
Dentmarks,of varyingnumberandsize(upto 8-10 mm),willbe seenontheseat-
ing aftera few thousandservicehours.Thefirstmarksmay appearas earlyas af-
ter testbedrunning.In general,dentmarksare acceptable
and shouldnot
necessitate grindingof theseat.lf,however,
themarkshavecausedblow-by, then
the seatmustbe ground/reconditioned.

Cracks.Any indicationsof cracksin the seatareashouldbe checkedcarefully.

lf
crackingis confirmed,
contactMAN B&WDieselA/S.

High-temperature corrosionon the outerpafi of the seatmayresultin a meas-

urabledifference in levelbetweenthe innerandouterseatzones.Inthatcasethe
spindlemustbe ground.However, thiswillnot normallyhappenbefore20 -
30 ,0 0 0h o u rsa fte rth e p revious
gr inding.

Fana A / 1 ' 1\ When referring to this page, please quote Operation 707-03 Edition 0002
MAN B&W DieselAJS
 },IAh|
E &U\t
Inspectionof NimonicExhaustValveSpindles 707-O3

Wearallowances:.
Fillin data
o Burn-offon discunderside,
(Fr) Procedure908-2
o Totalgrindingof seat,(Gr).
/:..
Re ma rks:
Burn-offrate (disc underside).The numberof service
hoursbeforeshore-side reconditioning
usuallydependsuponthe burn-offrateof
the discunderside(Table1)

EngineType:*) Max.p-ermissible
burn-off(mm)
26MC 5
35MC 6
42MC 7
46MC-C 8
sOMc/Mc-c I
50MEIME.C
60MC/MC-C 9
6oME/ME.C
70MC/MC-C 10
TOME/ME-C
80MC/MC-C 11
SOME/ME-S
90MC/MC-C 12
gOME/ME-C
*) Also valid for stationaryengines(powerplants)

Table1: Permissible
burn-offratebeforereconditioning
of spindlediscunderside
Furtheraction:
E\ Fillin Page11,'ExhaustValveConditionReport'.

lf the burn-offor grindinglimitshavebeenreached,contactMANB&WDieselA/

S for adviceon reconditioning.

lf the seatandthe discunderside

are acceptable withrespectto Steps3, 4, and
withoutgrindingafterstep6 hasbeencarried
5, thenthespindlecanbe reinstalled
out.Otherwise, proceedto Steps6 and 7.

When referring to this page, please quote Operation 707-03 Edition 0002 P a g e7 ( 11 )
M A NB & W D i e s e l A / S
707-03 Inspectionof NirnonicExhaustValveSpindles

6. Inspectingthe ValveStem Wear Layer

Whatto do
o Cleanthe valvespindlestem.
o Measurethe diameterof the spindlestemin the areashown
in Volumell, Procedure908-2.
o Checkthe surfaceconditionof the chrome-plated/HVOF-coated
area.
Acceptancecriteria:.
Fill in datafrom
Min.diameter:Mustnotbe lessthanthatstatedin Vol.ll, DATA 908.2
Procedure908-2,DATACracking ("networkcracking")
D-_:
of chrome/HVOF: Slightcracking
of thelowermostpartof min. diameterof
the chromeplating/HVOF-coating (Photo4) has no signit- spindlestem:
icance,and is thereforeacceptable.

Peeling-off:The chromeplating/HVOF-coating
mustnot

.....:..,,.'..r
, i _- _ - . t t . . : a
:... .,. t-,:
.
l. . : : -i
. ..t,,'i
.).' j

Photo 4: Slight cracking ("netvvorkcracking")of wear layer

Furtheraction:
GA Fillin Page11, 'ExhaustValveCondition
Report'.
proceedto Step7.
lf the spindlestemis acceptable,

contactMAN B&WDieselA/Sfor adviceon reconditioning.

Otherwise,

P a g e8 ( 11 ) When referring to this page, please quote Operation 707-03 Edition 0002
MAN B&W DieselA/S
 Inspectionof NimonicExhaustValveSpindles 707-03

7. Grindingthe SpindleSeat
What to do
o Mo u n th t esp i n d l ei n thegr inding
machine positi oned
and,usingthedial- gauge
just insidethe areaof innercontact,(seeFig.5/,true-upto withina maximum
of 0.05mm.Thisis donein orderto minimize the amountof materialremoved
d u ri n gg ri n d i n g .

Fig. 5: Truing-upthe spindle

o Grindtheseataccording to thespecialinstructions
from
th e g ri n d i n ma
g ch i n e
s upplier . Fillin data from
DATA 908-2
See also MAN B&W ServiceLetter SL95-332/UM,
"Grindingof NimonicExhaust Valve Spindles". D-
Offsetangle:
K e e pth e g ri n d i n gto a minim um!

After full contactbetweengrindstoneand seat is reachedat the beginningof

t h e g r i n d i n gp r o c e s s :

Normally L i m i t h e g r i n d i n gt o 0 . 2 m m .

Rare cases R e m o v e0 . 3 m m o r m o r e .

Blow-by C o n t i n u et h e g r i n d i n gu n t i lt h e b l o w - b ym a r k sa r e r e m o v e d .

D e n tma rks I t i s n o t n e c e s s a r yt o c o n t i n u eg r i n d i n gu n t i la l l d e n t m a r k s
h a v eb e e nr e m o v e d .

When referring to this page, please quote Operation 707-03 Edition 0002 Pano Q /1 1\

MAN B&W DieselA/S

707-03 Inspectionof NimonicExhaustValveSpindles I'IAN
Erew

Nimonicvalvespindlewhichis readyfor fufther

Photo5 showsan overhauled
service.

Photo5: Acceptable seat conditionafter grinding

Acceptancecriteria:
The groundsurface.The grindstone musthaveremoved
materialfrom thewholewidthandthewholecircumference Fill in datafrom
DATA 908.2
of the seat.Theremustbe no signsof blow-by.
Gr:
Max.grindingdepth:mustnotexceedthelimit(Gr)stated
in Vol.ll, Procedure
908-2,DATA.
lf the seat surfaceis still not acceptablewhen the max. grindingdepth has been
reached,contactMAN B&W DieselA/S for adviceon reconditioning.

P a g e1 0 ( 11 ) When referring to this page, please quote Operation 707-03 Edition 0002
MAN B&W DieselA/S
 1l,|AN
EI&Yv
Inspectionof NimonicExhaustValveSpindles 707-03

8. ExhaustValveConditionReport

ExhaustValve Condition Report }|at{

Etest
Vcsscl: E n c r n et v n e : tsuildcrho
Valvc dismountedfronr cyl Datc E n c l n ch o u r s( t o t a l ) Valve no.:

Valve checked/overhaulcd
bv Datc P ia c c Rcmarks

a l v e m o u n t c do n c v l . Datc Enginc hours (total Kcnt as spare(vcs/no)

BOTTOM PIECE
r4arkins: Basc matcrial: Hours aftcr overhaul:

vpc: Scat matcrial H o u r st o t a l :

i c a l c o n t a c l( i n n c r / o u t e r ' n a r a lIl c l No. of dcnt marks larqcr than O : 7 mm

lracks (ycs/no): llow-bv (ves/no): Maximum depositthicknessin duct (mm)

Dcpositin chambcr, extent(mm) a t p o s i t i o nl d c g r c c s 0, " - p o n s i d c ) :

I o t a l c r i n d i n s .G l ( m m ) : s= t80"

\otr'.' .llnt r:ritt.Iitu. (, | - ).0 nnt

emarks
F=90" A - 2'lO"

P-0"

SPINDLE
v4arkins Basematcrial: Hours aftcr overhaul:

Disc coalins S c a tm a t c r i a l : -lours total:

lracks (ves/no) Seatcontact(inner/outer/parallcl) B l o w - b v( v e s / n o ) :

Sprndledisc max bum-ofl'(mm): at position (A, ts. C. D or E): B u m - o fl ' r a t e( m m /1 0 0 0th:

No. of dcnt marks larger than O - 7 mm Iotaf grinding, G2 (mm): .\ore ! \!u.t griudirtt,6) = 2.0 nur

itcm dramctcr(, abovc sealingarca (mm)

D A
Min. stemdiamcter{in at sea}ings(mm): c
t\
E x t c n to f r e c o n d i t i o n i n p

Welding of seat (Tick off)

tst 2nd 3rd
tl Itz
i e a t w c l d i n gm a t e r i a l

W c l d i n eo f d i s c {Tick ofO or\

tv
/
tl
d-" do

) i s c w e l d i n gm a t e r i a l

Stcm rccond lhr.-olatins Rcmarks

(Tick offl
HVOF-Ccrmct

HOUSING
14arking Jours aficr ovcrhaul:

i p i n d l c r u i d c d i a m c t e rd. T'oo LJottoml : x t c n t o f r e c o n d i t i o n i n p Ist 2nd lours total:

v 4 r n i m u m( m m ) R c p a i rw c l d i n g ( T r c ko f l \ 4 a r c o k c d c p o s r t h i c k r e s s( m m ) :

1 4 a r i m u m( n t m ) l oating

Corrosion J.
l2 o clocl

Arca -D
nrr r n'"r",,r
*

li unrarLs

When referring to this page, please quote Operation 707-03 Edition 0002 P a g e1 1 ( 1 1 )
MAN B&W DieselAJS
 ll,|AN
B&t\t InspectionthroughScavengePorts Plate 7A7A1

1. Dismountthe smallcoverson the scav-

engeair boxes,andcleanthe openings.

2 . Whenthe pistonhasbeenturnedbelow
the levelof the scavengeair ports,in-
spectthecylinder linerwallsandthe pis-
ton crown.

3 . A tiltablemirrorfixedto a telescopic
rod
canbe usedas illustrated. Usea oower-
ful lightsourcefor inspection.

4. In orderto inspecta largerarea of the

cylinderlinerand piston,it is expedient
to enterthe scavengeair receiverand
make observationsfrom the "exhaust
side".This shouldbe done everytime
the sludgeis cleanedoutfromthe scav-
engeair receiverand box.

5. While the pistonis passingthe scav-

engeairport,examinethe pistoncrown,
the rings,andthe skirt.

In orderto be able to correctlyobserve

the runningsurfacesof the pistonrings,
cleanthemwitha rao.

Checkthe free movementand the ten-

sion of the piston rings, by pressing
themwitha woodenstick.

6. Measurethe total clearancebetween

the pistonringsandthe ringgrooves.

7. When the pistonhas been turnedup-

wards past the scavengeair ports,in-
spectthe pistonrod.

8. Notedownthe resultson Plate70702.

When referring to this page, please quote Operation Plate 70701, Edition 0001
MAN B&W DieseltuS
 }IAN
Plate70702 InspectionthroughScavengePorts.Record Et&t t

Inspectionthrough ScavengePorts rtA'hl

Et&ut
Vcsscl: LI no Buildcr/no.

Numbcr ofcylindcrs: lEng. typc E n q .h r s . -'hcckcd by Datc:

Wccks pr. pun udlls: ,iormal scrvicc load (% of MC'R) M E P l u b r i c a t otry n c( Y , / r r - ) :

l v ) . o i i c o n s u m p .( 1 i 2 4h r s ) : at load9'u -lvl oil tyDe Posjtion: T I:xhaust [-l Mrnocuu..

Cylinder No.

Condition and Svmbol ingine Parl I 3 + 6 1 t0 II t2

Intact - *
B u m i n g- B U
Prsloncroqn
L e a k i n og i l - L O
Leakingwater- LW

Tooland
No deposit - *
E Lighl deposit - LC
R i n s l a n dI
o Medium deposit - MC
Excessivedeposit - EC
o R i n r l a n d2
Polisheddeposit - PC

R i n s l a n dl

0i ]ntact - * RinsI
U'
a C o l l a p s e d- C
o Broken oppositering gap - BO
O lins 2
! Broken neargap - BN
o Severalpieces - SP (rng J
.c
& Entirely missing - M
R i n s4

c RineI
O
E
0 Loose - * Rine2
o
E S l u g g i s h- S L
o Sticking ST Rinr l
.E
E

Rins 4

Clean, smooth - + Rinc l

Runnrngsurface,Black,overall - B
Running surface,Black, partly (B) Rine2
c Black ring ends> 100 mm - BR
Scratchcs(venical) - S R i n c3
=
!
c
Micro seinres (local) - mz
Micro-seiares (all over) - MZ Rins4
o M i c r ( ' - s e i ^ r e s s, t i l l a c t i r e N I A Z

L
o t d M z- o z Pistonskin
f, M a c h i n r n gm a r k ss t i l l v i s i h l e * .
rn
Wear ndges near scav.ports - WR Pistonrod
S c u f f r n g- S C Cylinder liner abv.
Clover-leafwear - CL scav.oons
Rings sharp-edgedTopAlot. - T,E Cylinder Iiner near
scav_Dons

lrnc I

c
{ i n s2
E
E
c Optimal - *
line 3
I T o o n r u c ho i l - O
c S l r g h t l vd r y - i )
.o r n s4
6 Very dn ' DO
.9 B l a c ko r l - B O
-o P i s l o ns k i n
l

Prstonrod

( l y l r n d e rl i n e r

No Sludge
S c a re n s cb o r
3
o
- S l u d g e- S
o M u c l rs l u d g e - M S
Scav. receiver
Flrpsrnrl ronlerurn
lliLr!
vrirc.

(unirng llour\ srnce lasl olerlraul

When referring to this page, please quote Operation Plate 70702, Edition 0001
MAN B&W DieselA/S
 lt.a.N
B&UI' InspectionthroughScavengePorts,Symbols Plate 7O7O3

Conditionof inspectionpart
PistonBowl

/t\ Burning --__ Carbon

Satisfactory /t\
a\

CarbonDeposit \\
Burning
LeakageOil
LeakageWater
Piston
Rinqlands-/
Satisfactory(no deposits) t, iand 3\
LC Lightcarbondeposit
EC Excessivecarbondeposit Pislonz--/
PC Thrckcarbondeoositworn Rings-
brightby rubbingagainst Pislon--/
-
c v l .l i n e r skid

Intact
Broken,oppositering gap
B r o k e n ,n e a rr i n gg a p
Brokenin severalpieces
E n t i r e l ym i s s i n g
Collapsed

Loose
S l u g g i s hi n g r o o v e
Sticking Cyl. Liner
Black runningsurface,over- above Ports
all
Black runningsurface,parly

Clean,smooth
S Verticalscratches
(abrasiveparticles)
mz Micro Seizuresin spots
MZ (local)
MAZ Micro Seizures,all over =
oz Micro Seizuresstillactive
o
WR Old (nearlyrecovered)MZ (D
o
co Wear ridgesnear bottom (U
E
CL Corrosion f
a
TIB Clover-leafwear
Ringssharp-edged Top/Bot.

Oilfilmnormal c
.9
o T o o m u c ho i l .=
c
Too dry
DD Very dry !
-o
BO B l a c ko i l =
J

A dot (') alwaysmeansthatthe inspectedconditionis satisfactory,

e.g.smalldeposits,no leakage,
no breakages,no sticking,cleansmoothsurfaces,normaloil film,etc.However,thisshallbe record-
ed in orderto showthatthe conditionhas beennoted.

When referring to this page, please quote Operation Plate 70703, Edition 0001
MAN B&W DieseltuS
Plate70704 InspectionthroughScavengePorts.Pictures

RunningSurfaceof Piston Rings (see also Plate 70705)

NB: In filetests,use a new very finelycut file

"Polished Mirror Surtace"

Photo1 (aboutX3)

A normal,goodrunningsurfaceis smooth,
clean,and withoutscratches. The horizontal
line is a scratchmarkresultingfrom a file
test,which indicatesthat the surfaceis not
hardened.

"Vertically Scratched"
Photo2 (aboutX3)
Herethe runningsurfacehas been
scratchedby sharp,hardabrasiveparticles,
e.g.grainsof sand.

The file test showsthat the surfaceis not

hardened.

"Micro-Seizures"
Photo3 (aboutX3)

A micro-seized
runningsurfacecan appear
as shownhere.

The file test givesalmostno horizontal

scratch,whichindicatesthat the surfaceis
coveredby a hardglaze,i.e.has beenhard-
eneddue to micro-seizure.

When referring to this page, please quote Operation Plate 70704, Edition 0001
MAN B&W DieseltuS
 lt|AN
B&Uv InspectionthroughScavengePorts,Evaluation Plate7O7Os

Surface Profile RunningSurface

Normalgood
"mirrorsurface"

Barrel-shaoed Clean,smooth,soft

II ffill r|rl
Scratchedby hard
abrasiveparticles rl
t
tT[l
lllll \

ItS,
(

Uniformscralches,
dull,soft

Sharpburrs
New {

tlrlrffilll
Microseizures
(stillactive)

"MAZ"
ilhT H
tHffi
lrregularmarks,hardened

old
Microseizures
(restoration
begun)
"oz"
has

Curvededges,im-
__ffiffil_Iffi_
Smoothand soft Stillhard in
pliesthat restora- alongthe edges centrearea
tion has begun

Clover-leafformation:
heavywear at severalareas
aroundthe cylinderliner, \
in the case illustrated
concentratedbetweenthe
lubricationorifices

..C1"

When referring to this page, please quote Operation Plate 70705, Edition 0001
MAN B&W DieselA/S
 rl|A]{
Plate 70706 FactorsinfluencingCylinderWear ET&Uv

causesof "cylinder
Schematicsummaryof the mostwidelyrecognized wear"

( Waterdroplets*)
I
I
Water leakages
" C o l d "l i n e rw a l l
Cleaningagents
C y l .o i l f i l m d e f i c i e n c i e s --l
Salt in intakeair
Sea water in fuel
Sea water in cyl. oil
A i r c o o l e rl e a k a g e
Cyl. oil film deficiences -_>

( Cyl. oil/fueloil matching 't

I
low cyl. oil dosage II J
Cylinder
oilfilm
deficiencies
I Too
Distribution
Water in cyl. oil
Water leakageto cylin-
rI I
) I
t
Cyl. oil film deficiencies
I
J
Material I I L i n e r
Design ll Rins
M a c h i n i n gj skirt
I
Mechanicalload
Thermalload
Lack of ring tension
Deformation of pistonrings
(duringfitting)
Misalignment
Too high cyl. oil dosage
(deposits)
Water droplets*)
Cleaningagents

l m p u r i t i e isn f u e l o i l
l m p u r i t i e isn i n t a k ea r r
Wear particles

* ) D r a i nf o r c o n d e n s ew
d a t e ri n s c a v e n g ea i r r e c e i v ebr l o c k e do r o u t o f f u n c t i o n .
'Cleaning
See also Section706-03 of Turbochargersand Atr Coolers'

When referring to this page, please quote Operation Plate 70706, Edition 0002
MAN B&W DieselA/S
 I,|AN
ETB}\' AbrasiveParticles Plate70707

whenparticlespenetratefrom
Typicalobservations
the combustion
chamberintothe oistonrinozone

t Exaggerated of "wornanderoded"pistonrings
illustration
No. 1 to 4, in "worn"grooves.lt is typicalfor particlewear

i& -t_ thatit excessively affectsthe upperring(boththe running

faceand the horizontalsurlaces)as wellas the groove.
Somedegreeof micro-seizure
lowerrings,decreasing upwards.
sometimes occurson the
Thisis contraryto the
1';t, scratching intensity(orroughness) whichdecreases, from
(| ringto ring,downwards.
a 3'|
c Whenparticle-wear prevails,the cylinderlinerwearrate
a E
rltt usuallyrisesto between0.30and 0.50mm/1000hours.
a
a- r-'3
RunningfaceringNo. 1
I It
The "trumpet-shaped" scratches
indicatethatthe hardparticles
havepenetrated from above.
-heh-.ll'-
Uppersideof the uppermost rings
The horizontal faces,especially
the
upperside,oftenbecomepock-marked
dueto hardgrainsbeingcrushedwhen
ll
^-r-ts4
t,
l
the ringsare pressedupwardsby the
--1-
gas trappedbetweenthe rings.
However, suchan appearance canalso
be the resultof mechanical
impact
dueto ringcollapse.

G)
Uppersideof the lowerrings
l!
c The partshelteredin the groove
E stillshowsintactmachining marks.
The exposedpart,protruding from
the groove,becomessand-blasted
by the hardparticlesblowndown
throughthe ringgap above.

Designations
- Scratched
runningface
I "PO" - "pock-marked"
CT
c
E '(E" - Erosion.
Outeredgesand-blasted
" Ml" - Machining
mar ksintact.

Numbers1 to 5 givedegreeof damage

(5 beingmost).

When referring to this page, please quote Operation Plate 70707, Edition 0001
MAN B&W DieseltuS
Plate 7A708 AbrasiveParticles /.=3|

o q,
6€
C ' )= c o +x E
:F .(u;
r \ i H >E 9 = ::
E
o =P o fiF ci
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g g e F =;E
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&q .ry'
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When referring to this page, please quote Operation Plate 70708, Edition 0001
MAN B&W DieselA/S
 AbrasiveParticles Plate70709

&r
{ . #
i.,#
t :;,a
)91
qg
A

ry
.*W

=-tr >o o o) o >o+P .

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t t p5 1* ; :;';E I s EEEHEu
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SEgEP
s 3 8 ,9 E ' ; 5 ; € H S : + 9 P : P E e 3

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LLuJor,to=o-+F-
.q

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il'r
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il
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When referring to this page, please quote Operation Plate 70709, Edition 0001
M A NB & W D i e s e l A / S
 r,|AN
Plate707101(3) Cylinderoil FeedRateduringRunning-in cr&vlt

S/l(L MC/MC-CEngines

E II d ,
E t
G) II
i
s.g
gi Tc0
O

E3 fI =
oo
fi ;€ i
t
C)
';: (g

FebE
;FOE
E
o ]R
o

a-*E
'=-E O 1
(l)
lt =
PEE U E
.=*o9
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J(gx(E
.E
EmLu= =

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oo
-'

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f
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.E
3

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ct)
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ctl
.E
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O
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Il.
E'
o I O
o (o

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o II
E I
= Io
O Q QO O O O OQQ O Q Q OO O (>O OO O O
r O O @ N (O r) <- c) c! - O O, cO N (r) n + - N ;
o NN-

6u1gascrseq;o 3uacladur abesop1o rapul;Ag

When referring to this page, please guote Operation Plate 70710, Edttion 0002
MAN B&W DieselA/S
/-*G' Cylinderoil FeedRateduringRunning-in Plate707102(3)

Guiding CylinderOil Feed Rates

S/L/K-MC/MC-C
engineswithAlphaLubricators,
basedon a BN 70 cylinderoil

Standardguidelines AlphaAdaptiveCylinderoil
(ref.to MCR load) Control(AlphaACC)
Basic setting 0.8 g/bhph 0.25g/bhph x S%
1 . 1g / k w n 0.34 g/kWh x S%
Minimumfeed rate 0.6 g/bhph 0.5 g/bhph
0.8 g/kWh 0.7 g/kWh
Maximumfeedrateduring 1 . 2 5g / b h p h 1 . 2 5g / b h p h
normalservice 1 . 7g / k W h 1 . 7g / k W h
Part-loadcontrol Proportional
to meancylinder Proportional
to engineload
pressure
Below25o/oload,proportional
to enginespeed.
Alu-coatpiston First5 hours: 1.6g/bhph
rings: From5 to 250 hours: Basicsetting+507"
From250 to 500 hours:Basicsetting+25"/"
R u n n i n g - i n Feed rate:
new liners Non-coatedor First15 hours: 1.6 g/bhph
and piston hard-coated From 15 to 250 hours: Basicsetting+50%
rings rings: From250 to 500 hours: Basicsetting+25"/"
Alu-coatpiston Stepwiseincreaseto max. load over5 hours
Engine rings:
load:
Non-coatedor Stepwiseincreaseto max. load over 15 hours
hard-coated
rings:
R u n n i n g - inne w r i n g si n Alu-coatpistonrings.No loadrestrictions
alreadyrun-inliners: Non-coatedor hard-coatedrings:Stepwiseload increaseto max.
load over 5 hours.
Feed rate:Basicsettinq+25"/ofor 24 hrs.
Load changedevice Duringstarting,manoeuvring propor-
and loadchanges,regulation
(LCD) tionaltoloador meaneffectivepressureshouldbe replacedby rpm
proportional
control,and the dosageincreasedby 25/".
Lubricationof cylinders Frequentscavengeport inspections of pistonringsand cylinderlin-
that show abnormalcon- ers are very importantfor maintaining a goodcylindercondition.
ditions: lf irregularities
are seen,adjustments of the lubeoil rateshouldbe
considered.
ln caseof scuffing,stickingpistonringsor highlinertemperature
fluctuations,the feed rate shouldbe raisedbv 25-50%.

When referring to this page, please quote Operation Plate 70710, Edition 0002
MAN B&W DieselA/S
 I,|AN
Plate707103(3) Cylinderoil FeedRateduringRunning-in Et&ut

Guiding GylinderOil Feed Rates

S/UK-MCiMC-Cengineswith HansJensenLubricators

Basicsetting L and K-MC/MC-C 0.9 g/bhPh

(ref.to MCRload): s-Mc/Mc-c 1 . 1g / b h p h
Minimumfeed rate L and K-MC/MC-C 0.60g/bhph
(ref.to MCR load): S-MC/MC-C 0.70g/bhph
Maximumrecommendable L and K-MC/MC-C 1 . 3 5g / b h p h
feed rate duringnormal S-MCiMC-C 1 . 6 5g / b h p h
operation(ref.to MCR):
Alu-coatrings: Basicfeed rate + 10O/"I 50V"
Feed rate:
Non or hard-coatedrinqs: Basicfeed rate+ 1OO/o

Breaking-in Alu-coatrings: The first5 hours+ 100%

newlinersand Duration: Remaining testbedtrials+ 50%
rings(lnitial Non or hard-coated
rings: + 1OO% for 15 hours
running-in) Alu-coatrings:
Stepwiseincreaseto max. load over 5 hours
Load:
Non or hard-coated
rings:
Stepwiseincreaseto max. loadover15 hours
Running-in feed rate, Basic setting+50%o,to be reducedin two steps of 25"/"each after an
new linersand rings: intervalof 250 hours
Alu-coatrings:
No load restrictionsor demandsfor extraoil
Breaking-in
new ringsin
Non or hard-coated rings:
alreadyrun-inliners:
Stepwiseload increaseto max. load over5 hours.
Lube oil servicefeed rate +50"/"for 24 hrs.
The "Servicefeed rate",i.e.the feed ratebetweenthe "Basicsetting"
and the "Minimumfeed rate",is to be basedon observationsof the
actualcondition(scavengeport inspectionsand overhauling
Servicefeed rate:
reports).
Loweringthe feed rate may be done in stepsof maximum0.05
g/bhph.
Allfeed ratesare basedon the MCR load.At partload,the lubrica-
tor dosagemay be regulateddownwardsin proportionto the mean
effectivepressure.
Servicefeed rate
Regulating downwardsin proportion to the loadis beingpractised
at part load:
successfullyon stationaryconstant-speed engines.Below25"h
MCR and furtherreductionshouldbe regulatedin proportion to the
enginerevolutions.
Duringstarting,manoeuvring and loadchanges,any possibleregu-
Manoeuvringand load lationin proportionto mean effectivepressureor loadshouldbe
chanoesituations: replacedby rpm-proportional regulation, and the lubricator
set to
1 2 5 " "o f t h e M C R - s e r v i cf e e d .r a t e .

When referring to this page, please quote Operation Plate 70710, Edition 0002
MAN B&W DieselA/S
 f,,fAN
B&!\t CylinderConditionReport Plate70711

lf a lineror pistoncrownis exchanged,

two reportsmustbe filled-in!

Cylinder Condition Report HAhI

BRU'

Vcsscl: L I .n o . : Ene.buildcr E n s .n o . : hcckcdbv:

No. ofcvl Ene.tvoc E n s .h r s . . Dctc (rrymmdd): Inspectedunit no.:
Voyage info
Wccks nr. nort calls { o r m a l s e r v i c cl o a d ( % o f M C R ; Lub. part loadcontrol: Lub. Wpe:
l y l . o i l c o n s u m p t i o n( l / 2 4 h r s ) : at load o%: Cyl. oil typc:
Cylinder liner
Lincr hours: nsulation pipc (Y,4'J): PC ring (Y.n'J): Lincr matcrial:
)rawinq no. Framc lypc: Liner cool tvoc:
)rod uccr/Marki ns: W c a rt v o c : Lincr honed (Y,4.1):
v l . c o v c r t i s h t c n c d( Y , r N t : f c m p . b c t w c c n l i n c r a n d m c a s u r i n gt o o l ( ' C ) : S h i m s( m m ) :
Measuring
0 I 2 J 4 5 6 7 8 9 t0 I1 AI A2
Point
Dcpth (mm)
Diamctcr
( m m ) E-\l

fl mcasuring points arc defincd from ihc distance ol thwating snrfacc from the cyliDder covcr,
0: The middle ofthe nonc sliding part above thc top pisron ring at TDC.
l-4: Thc middlc of ihe rings at TDC.
ll 5 & 6: f,qsalll positioned bcticen pos,4 and 7 (l/3 ofdistancc).
7: Lubrication quill level.
E: Exhaust M: Manoeuvre 8 & 9r f,qpllly p6sitioned betuen pos.7 and l0 (l/3 ofdistance).
l0: 100 mm. above the scar. lir Dorrs.
A: Aft F: Fore II: The middle of the none sliding part belos the bottom piston ring et BDC

Lincr
remarks
Piston rings
Bascmatenal Coatins Profile Manufacturcr Lock twe CL groovcs Broken
Rine I
KINS Z

Rins 3
Rine4
Rine 5
Width of ring (mm) Free n n l Ring gnrcves
B C D E Hcieht, H (mm)
I)cl.I'ccs (mm.) F E M
Rine I
R i n s2
R i n s3
R i n s4
Rine 5
Hours sincc last overhaul:
Piston Reason for examination
-lrown hours: H i e h t o n l a n d( \ ' A i ) R o u t t n cp i s t o n o v c r h a u l n ( l l . r t h c or t r b c s hc o x c isr r cr i c L e tbl .< . l o r r
b o \ c :n r u shl ck c Pbt l r n k t
Bronzc ring (Y,41) Orospiston(Y,N): Tcst n
M a xh u r n i n sI (mm)l Lincr _ P i s t o nC r o w n P i s t o nR i n e s P i s t o nS k i r t
t'";;i ,d;;J lracks I llumrng I Broken n Leaking !
Max burnins 2 (mm ( Scuffing (racls (ollapsed !
,, I tr Sculling tr
P r ' : i 1 i o nI (ricurcc lcaf l Irrf.rrrr I :-Lrllrng I !!ffg!-Bld
lax brrrnrrg-\ (ntnt
l I l r g l (r i r r , , , r t
Wcar
trrkrns f S t L r lb- lt , r I
P o s i t r o n3 (dcgrcc M l0') !
Piston
rcnrarks

When referringto thispage, please quote OperationPlate 70711,Edition0002

MAN B&W DieselA/S
 IIAN
Plate 70712 Calculationof Condensate
Amount El&urt

Condensateamountper 24 hours,relatedto averageambienttemperature

and scavengeair pressure

o o
o
u o o
o
rat o ro o rO
ctt ca (\.1 a{

T.

U'
-o
G'
(u
o
L
f
U'
U)
(!(l)
L

o_

(D
O)
c
o
(U

l : ; . : t . : : i : _ ; t . : .:::., : : ; .::.
'*1+ji+|r':!:.:i :.r

; : : i.i :,:;:;.;:: :: ::;i:.ll

::1.:
.1'
,i.

-f
N o rooroo
a Sl 6.1 r

Condensate
amountIl24h.20000 kW

F o r o i h e r M C e n g r n e s- n o m r n a rl a t e do r d e r a t e dw r t hn o m r n a m
l e a n e l f e c t r v ep r e s s u r e-
the water condensationis approxrmatelyproportronalto the MCR shaft power

When referring to this page, please quote Operation Plate 70712, Edition 0001
MAN B&W DieselA/S
 l|.A.N
Et&ut Oil Pipes
CylinderLubricating Plate70713

F i g .1

When referring to this page, please quote Operation Plate 70713, Edition 0001
MAN B&W DieseltuS
Plate70714 Running-inLoad

E
O
\o
o\

a
o)
c
ir
c
P
o
.9.
0_
o
c
(s
a
l-
o
(-
=
l-

o
o
.S
>
O
.c
T
o)
c
.E
c
f
tr

OOOO

( p e e d ss d l L l S )g c L u d U

When referring to this page, please quote Operation Plate 70714, Edition 0001
MAN B&W DieselAJS
 },|AN
E &vtt
Bearingsand Circulating
Oil Chapter708

Tableof Contents

708-01 Bearings
1. GeneralBearingRequirements
and Criteria . . . . .1
2. BearingMetals ........1
2.1 TinbasedWhiteMetal ........1
2.2 TinAluminium(AlSn40) .......1
3. Overlayers ......2
4 . F l a s h l a y eTr,i n (S n ) . . . .z
5. BearingDesign .......2
5.1 SmoothRunoutofO Girl o o v e .......2
5 . 2 B o r e R e l i e.f. . ....2
5 . 3 A x i aOl i lG r o o v e s a n d OW i le d g e s ........3
5.4 ThickShellBearings . . . .3
5 . 5 T h i n S h e lBl e a r i n g s .....3
5.6 TopClearance ....3
5.7 Wear .......4
5.8 UndersizeBearings .....4
6. Journals/Pins ....4
6.1 SurfacR
e o u g h n e s .s. . .......4
6.2 SparkErosion .....s
6.3 SurfaceGeometry ......5
6.4 UndersizeJournals/Pins.. .....6
7 . P r a c t i c al nl f o r m a t i o n ....6
7.1 CheckwithoutOpeningup.. ........0
7 . 2 O p e nu p In sp e cti oann dOve rhaul .. . .Z
7 . 3 T y p e s o fD a m a g e .......7
7.4 CausesofWiping .......8
7.5 Cracks .....8
7.6 CauseforCracks .......9
7 . 7 R e p a i r o f OTi lr a n s i t i o n s ......9
7.8 BearingWearRate. .....9
7.9 Sur-face Roughness fiournal/pin) . .i 0
7 . 1 0R e p ai rso f B e a ri n gos n th e S p ot . . . . .10
7.11Repairso f urnals/Pins
Jo ......11
T . l 2 l n s p e c t i oonf B e a r i n g s .......i2

When referring to this page, please quote Operation Chapter 708 Edition 0002 Page 1 (4)
MAN B&W DieselAJS
Chapter708 Bearingsand Circulating
Oil lrl|AN
Et&Ult

Tableof Contents

8. CrossheadBearingAssembly .....12
8.1 BearingType ....12
8 . 2 B e a r i nF
g u n c t i oann dC o n f i g u r a t i o n .......13

9. MainBearingAssembly.. ...13
9 . 1 T h e T h i c k S h eBl le a r i n g A s s e m b l y .......13
9 . 2 T h eT h i nS h e l l(l n se rtB e a ri n g)
Bear ing Assembly . . . .13

10. CrankpinBearingAssembly 14

11 .G u i d eSh oe sa n dGu i d eS tri p s 14

12 .T h r u s tB e ari n g
A sse mb l y . . .15

13 .C h e c ko f Be a ri n gbse fo reIn sta l l a tion . . . .15

1 3 . 1V i s u aIln s p e c t i o n ......15
1 3 . 2C h e ckMe a su re me n ts . . .15
13.3Cautions. .".....15
1 4 .C a m s h a B
f te a r i n g A s s e m b l y .......16

7O8-O2Alignmentof MainBearings
1. Alignment .......1

2 . A l i g n m e n t oMf a i n B e a r i n g s ........1
2 . 1 D e f l e c t i o n M e a s u r e m e n t s ( a u.t.o l o g ) ......1
2.2 CheckingtheDeflections ......2
2.3 FloatingJournals .......2
2.4 Causesof Crankshaft Deflection . . . . .3
2 . 5 P i a n o W i rM e e a s u r e m e nBt se.d p l a t e A l i g n m e n t ........3
2.6 Shafting Alignment, BearingLoad,"Jack-up" Test . . . . . . .3

708-03 CirculatingOil and Oil System

1. Circulating
Oil

2. CirculatingO
S iyl s t e m .......1

3. CirculatingO F ial i l u r e ........2

3 . 1 C o o l i n g OFi la i l u r e ......2
3 . 2 L u b r i ca ti nOi
g lF a i l u re . . . .2

Page 2 (4) When referring to this page, please quote Operation Chapter 708 Edition 0002
MAN B&W DieselA/S
 IIA,h|
Et&ult
Bearingsand Circulating
Oil Chapter708

Table of Contents

708-04 Maintenance
of the CirculatingOil
1 . O i lS y s t e m C l e a n l i n e s s . . . . ........1
2 . C l e a n i n g t h e C i r c u l a t i nSgyOsitl e m .......1
2.1 Cleaningbeforefilling-up ......1
2.2 FlushinP g ro ce d u reMa , i nL u b.Oil System . . . . . . .1
3. CirculatingO T ri le a t m e n t . . ........4
3.1 General .....4
3.2 TheCentrifugingProcess ......4
3 . 3 T h eS y s t e m V o l u mi e n ,R e l a t i o n t o t h e C e n t r i f u P
g irnogc e s s . .. .. .. .5
3 . 4 G u i d a n ce
F l o wR a te s . . . .6
4 . O i lD e t e r i o r a t i o n .......7
4.1 General .....7
4.2 Oxidationo Ofi l s ........2
4.2.4 HighTemperature .......7
4 . 2 . 8A i r A d m i x t u r e . . ,.......7
4 . 2 . CC a t a l y t i c A c t i o n ....7
4.3 SignsoD f eterioration. ........8
4 . 4 W a t e r i n t h e o i.l . .......8
4 . 5 C h e c k o n O iCl o n d i t i o n ........9
5. Circulating
Oil:Analyses& Characteristic
Properties . . .i 0
6. Cleaningof DrainOilfromPistonRod StuffingBoxes . . . . . . 11

708-05 TurbochargerLubrication
1. MAN B&WT/C,SystemDetails . . . . .1
2. METT/C,SystemDetails . . . . .1
3. BBCT/C,SystemDetails .....1

708-06 SeparateCamshaft Lub. Oil System (Option)

1. SystemDetails. ........1
1.1 PressureAdjustment.... ......1
2 . C a m s h a f t o .i l. ........2
2 . 1 F u e lC o n t a m i n a t i o n ......2
2.2 WaterContamination.. ........2
2 . 3 F l u s h i nPg r o c e d u rS
ee, p a r a tCe a m s h a L
f tu b .O i lS y s t e m ......2

When referring to this page, please quote Operation Chapter 708 Edition 0002 Page3 (4)
MAN B&W DieselA/S
Chapter708 Bearingsand Circulating
Oil 1l|AN
B&I\t

Tableof Contents

708-07 CamshaftLubricationfor Engineswith Uni-LubeSystem

1. SystemDetails. ........1

2. PressureAdjustment.... .....1

3. FlushingProcedure .....1

PLATES
M a i n B e a r i n g , T h i c k SD
h e lsl i g n . . . . .... Plate70801
MainBearing,
ThinShellDesign . . . Plate70802
CrossheadBearing .... Plate70803
CrankpinBearing Plate70804
MainBearingAssemblies. ... Plate70805
GuideShoesandStrips Plate70806
ThrustBearingAssembly. .... PlateTOBOT
CamshaftBearingAssemblies.... .. Plate70808
Inspection - Recording
of Bearings of Observations
.. . Plate70809
Inspection
of Bearings- Locationand Sizeof Damagein BearingShells . . Plate70810
AcceptanceCriteriafor Tin-Aluminium
BearingswithOverlayer . . . . Plate70811
l n s p e c t i oonf B e a r i n g s - L o c a t i o fnD a m a g e o nP i n / J o u r n a l . . . . . . " Plate70812
I n s p e c t i o nB
o fe a r i n g s - O b s e r v a t i o n s .... Plate70813
lnspectionB o fe a r i n g s - l n s p e c t i o n R e c oEr d
xas ,m p l e. . . ... Plate70814
Inspection
of Bearings - lnspection Records,Blank . . . Plate70815
Repoft:Crankshaft (Autolog)
Deflections . . Plate70816
CrankshaftDeflection,
Limits . Plate70817
Oil System(OutsideEngine)(EnginewithUni-LubeSystem)
Circulating . . . . Plate70818
Oil System(OutsideEngine)(EnginewithoutUni-LubeSystem)
Circulating Plate70919
Oil System(lnsideEngine)
Circulating . . . . Plate70820
Flushingof MainLub.Oil System- Locationof Checkbagand BlankFlanges. . . Plate70821
Flushingof MainLub.Oil System- Dimension of Checkbagand BlankFlanges. Plate70822
F l u s h i nogf M a i nL u b r i c a t i nOgi lS y s t e m - F l u s h i nLgo g . . . . . . P l a t e7 0 8 2 3
CleaningSystem,StuffingBox DrainOil (Option) . . Plate70824
Oil Pipes(Engines
CamshaftLubricating withUni-LubeSystem) Plate70825
Oil Pipes(Engines
CamshaftLubricating withoutUni-LubeSystem) . Plate70826
Flushingof CamshaftLubricating
Oil System . . . Plate70827
Tu r b o c h a r g L
eru b ri ca ti nOi
g lP i p e s . Plate70828
CheckMeasurements
. . Plate70829
Page 4 (4) When referring to this page, please quote Operation Chapter 708 Edition 0002
MAN B&W DieselAJS
 1l,|^A,N
B&t t
Bearings 708-01

1. GeneralBearingRequirements
and Criteria
Bearingsarevitalenginecomponents; therefore,
the correctbearingdesignand
the properchoiceof bearingmetalis necessary
for reliableengineperformance.
Bearingdesigncriteriadependon the bearingtypeand,in general,on:

a. Bearinoload
' Statil
o Dynamic
b. Bearingloaddirection
c. Jo u rn a l /h o u singm ovement
d. Revolutions
e . C o o l i n gu se d .
The compactness of enginesandthe engineratingsinfluence the magnitude
of
the specificloadon the bearingand makethe correctchoiceof bearingmetals,
productionqualityand,in certainbearings,
the application
of overlayer
necessary.
(Seeltem 3.,'Overlayers').

Scraping of the bearing surtaces is not advisable, exceptin those repairsitu-

ationsmentioned in ltems7.7 and7.10.lt is stronglyrecommended to contact
MANB&WDieselforadvicebeforestartinganyrepairs,as incorrect scrapinghas
oftenprovedto havean adverseeffecton the slidingpropertiesof the bearing,and
hasresultedin damage.

2. Bearing Metals
2 . 1 Tin basedWhiteMetal
Tin-based whitemetalis an alloywithminimum88%tin (Sn),the restof the alloy
composition is antimony(Sb),copper(Cu),cadmium(Cd)andsmallamountsof
otherelements thatare addedto improvethe finenessof the grainstructure and
homogeneity duringthe solidificationprocess.Thisis important for the loadcarry-
ing and slidingpropertiesof the alloy.Lead (Pb)contentin thisalloycomposition
is an impurity,as the fatigue strengthdeteriorateswith increasinglead content,
whichshould not exceed 0.2 "/oof the cast alloy composition.

2 . 2 Tin Aluminium(AlSn4O)
Ti n a l u mi n i u m
i s a co mp osition of alum inium( Al)andtin ( Sn)wher ethetin is
trappedin a 3-dimensional meshof aluminium. AlSn40is a composition with40%
tin.The slidingproperties of thiscomposition areverysimilarto thoseof tin based
whitemetalbutthe loadingcapacityof thismaterialis higherthantin basedwhite
metalsfor the sameworkingtemperature; thisis dueto the idealcombination of
w
ti n a n da l u mi n i u m, h e retin givesthe good embedability andslidingpr oper ti es ,
wh i l eth ea l u mi n ru mme shfunctions as an effectiveloadabsor ber .

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MAN B&W DieselA/S
708-01 Bearings

3. Overlayers
An overlayer is a thingalvaniccoatingof mainlylead(Pb)andtin (Sn),whichis
applieddirectly onto thewhitemetalor,viaa thingalvanically appliedintermediate
layerof eitherAg or Ni,on to the tin aluminium
slidingsurfaceof the bearing.
The
overlayer is a softandductilecoating,its mainobjectiveis to ensuregoodembed-
abilityandconformity betweenthe bearingslidingsurfaceandthe pinsurfacege-
ometry.Overlayer is mainlyusedin XH-bearing design

4. Flashlayer,Tin (Sn)
A flashlayeris a 100%tin (Sn)layerwhichis appliedgalvanically; the thickness
of thislayeris onlya few pm.The coatingof tin flashis appliedall overandfunc-
tionsprimarily to preventcorrosion(oxidation)
of the bearing.The tinflashalso
functions dry lubricant
as an effective whennewbearingsare installed andwhen
the crankshaft is turned.

5. Bearing Design (Plates70801,70802,70803,70804)

Plainbearings for MC enginesare manufactured as steelshellswitha slidingsur-

faceof whitemetalor tin aluminium withor withoutoverlayeriflash
layer.Tin alu-
miniumbearings arealwaysof thethinshelldesignwhilethewhitemetalbearings
can eitherbe of the thickshellor thinshelldesign.

The bearingsurfaceis furnished placedoil supplygrooveandoth-

witha centrally
er designfeaturessuch as smoothrun-outs,oilwedgesand/orbore reliefs.

5.1 Smooth Runout of Oil Groove (Ptates70801,70802,70804,Fig.B B)

A smoothrunoutis thetransition geometrybetweenthe circumferential oil supply
grooveandthe bearingslidingsurface.Thisspecialoilgroovetransition geometry
preventsan oilscraping effect
and reducesthe resistance
to theflowof oiltowards
the loadedarea of the bearing(MainbearingPlates70801,70802and crankpin
bearingPlate 70804).

5.2 Bore Reliet (Plates70801,70802,70804,Fig. A-A)

The bearingslidingsurfaceis machined at thematingfacesof theupperandlower
shellsto createborereliefs.Theirmainobjectiveis to compensatefor misalign-
mentswhichcouldresultin a protrudingedge(step)of the lowershell'smating
faceto thatof the uppershell.Sucha protrudingedgecanact as an oil scraper
and causeoil starvation.Main bearing(Plates70801,70802),and crankpinbear-
ing (Plate 70804).

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MAN B&W DieselA/S
 1l|AN
EI&Uv
Bearings 708-01

5.3 Axial Oil Grooves and Oil Wedges (Plates70803,70806,Fig.A-A)

Oil groovesandwedgeshavethefollowing
functions:

1 :iil::"T
:,: 1
::';1
H lil&JJ
Ii i", n""'
I,i i'-.::'Jil
i::J:
2. Especiallyin the caseof crossheadbearings(Plate70803)- to assistthe for-
nationof a hydrodynamic oilfilmbetweenthe loadcarryingsurfaces.
3. To provideoil cooling(oilgrooves).
In orderto performthesefunctions,
the oil mustflowfreelyfromthe lubricating
grooves,pasttheoilwedges,andintothesupporting areas- wheretheoilfilmcar-
riesthe load.

5.4 Thick Shell Bearings (Plate70801)

Thistypeof bearinghas a steelbackwiththe requiredstiffness

1. To ensureagainstdistortion
of the slidingsurfacegeometry,
and
2. To supportthe cast-onwhitemetalin regionswherethe shelllackssupport,
for examplein the areaof the uppershellmatingfaces.
The top clearancesin thisbearingdesignare adjustedwithshims,whilethe side
clearances area predeterminedresultof thesummation of thehousingbore,shell
wallthickness,journaltolerances,andthe influence
of the staybolttensioning
forcewhichdeformsthe bedplatearoundthe bearingassembly.

Thickshellbearings
aretypically
30-60mm thickandusedfor mainbearings
only.

5.5 Thin Shell Bearings (Plate70802)

Thinshellbearingshavea wallthickness between2/" and2.5"/"of thejournaldi-
ameter.The steelbackdoes not havethe sufficientstiffnessto supportthe cast-
on bearingmetalalone.The bearingmustthereforebe supported rigidlyoverits
fulllength.Thistypeof bearingis manufactured
witha circumferential overlength
(crush/nip)which,whenthe shellsaremountedandtightened up,willproducethe
requiredradialpressurebetweenthe shelland the bearinghousing.

The top andsideclearance in thisbearingis predetermined andresultsfroma

summation of the housingbore,shellwallthickness, journal/pin
diametertoleranc-
es and,for mainbearings, the deformation of the bedplate
fromthe stayboltten-
sioningforce.

5.6 Top Clearance

Correctlop clearancein main bearings,crankpinbearings,and crossheadbear-
ingsis a balancebetweensustaining the requiredoilflowthroughthe bearing,
hencestabilizing the bearingtemperature at a levelthatwillensurethefatigue
stre n g th o f th eb e a ri n gmetalandhavinga geom etr y, whichenhances a pr op eroi l
f i l mb u i l d - uapn dm a i n t e n a n c e .

When referring to this page, please quote Operation 708-01 Edition 0002 P a g e3 ( 1 6 )
MAN B&W DieselA/S
708-01 Bearings /-*G|
Too high top clearanceis often the causeof fatiguecracks.

The bearingsare checkedin generalby measuring

the top clearances.

In service,top clearance
measurements
can be regarded:

1. as a checkof the correctre-assembly

of the bearing.
Fornew bearingsthe clearances shouldliewithinthe limitsspecified
in the
maintenance manual(see Volumell, 904 and 905).
2. as an indicator
to determine
the conditionof the bearingat a periodiccheck
withoutopeningup,see ltem 7.1, 'CheckwithoutOpeningup'.
In bothcases,it is vitalthattheclearance valuesfromthe previous
checkareavail-
ablefor comparison. Therefore, it is necessary
to enterclearancesin the engine
log book with the relevantdate and engineseruicehours (seee.g. Plate 70814).

The initialclearancescan be readfromthe testbedresults

5.7 Wear
Bearingwearis negligible
undernormalserviceconditions 'Bearing
, seeltem7.8,
WearRate'.Excessivewear is due to abrasiveor corrosivecontaminationof the
systemoilwhichwillaffectthe roughness
of thejournal/pinandincreasethewear
rateof the bearing.

5.8 UndersizeBearings
1. Crankpinbearingsare thinshellbearings. Dueto relativelylongproduction
time,the enginebuilderhas a readystockof semi-produced shells(blanks)
that coversa rangefrom nominaldiameterto 3 mm undersize,seealsoltem
6.4, 'UndersizeJournals/Pins'.Semi-producedshellsforjournalswithunder-
sizeslowerthan3 mm are not stockedas standard.Furthermore, undersizes
lowerthan3 mm can alsoinvolvemodification suchas the bolttension,hy-
draulictool,etc.
For adviceon the applicationof undersizebearings,it is recommendedto
contactMAN B&W Diesel.
2. The mainbearingsfor the MC engineseriescan be of thethickor thinshell
type(see70801,70802):the informationunderpoint1 is alsovalidhere.
3. Crosshead bearingsare onlyavailable as standardshells,as the recondition-
ing proposalfor offsetgrindingof the pin (referto 6.42.b)facilitates
the use
of standardshells.
It is recommendedto contactMAN B&W Dieselfor adviceon such recondi-
tioning.

6. J o u r n a ls/P i n s
6 . 1 SurfaceRoughness
i n rfa cero u g hness
Jo u rn a l /p su is impor tant
for the bear ingcondition.
I n cre a sesud rfa cero u q h nesscanbe causedbv:

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MAN B&W DieselA/S
 tl,|AN
E&Uv
Bearings 708-01

1. Abrasivedamagedue to contamination
of the systemoil.
Seealso ltem 7.4.2.
2. Corrosive damagedue to sea wateror othercontamination of the systemoil
(acidic)or oxidationof the journalsdue to condensate.See alsoltem 7.4.2.
3. Sparkerosion(onlyknownin mainbearings). See alsoltem 6.2, 'SparkEro-
sion'.
4. Scratches
causedby manhandling.
Withincreasing journal/pin
roughness,a levelwillbe reachedwherethe oilfilm
thickness causingmetalcontactbetweenjourna/pinand
is no longersufficient,
the bearingslidingsurface.Thiswillcausebearingmetalto adhereto thejournal/
pin,givingthe surfacea silverywhiteappearance. Whensucha condition is ob-
served,thejournal/pinmustbe reconditioned by polishing,
andthe roughness of
thesurfacemadeacceptable. In extremecases,the journal/pin
mustbe groundto
an undersize(seeltem 6.4, 'UndersizeJournals/Pins').

6.2 Spark Erosion

Sparkerosionis causedby a voltagedischarge
betweenthe mainbearingand
journalsurface.

The causeof the potentialis the developmentof a galvanicelementbetweenthe

ship'shull,seawater,and the propeller shafVcrankshaft.

The puncture
The oilfilmactsas a dielectric. voltagein the bearingdependson
the thicknessof the oil film.

Sincethe hydrodynamic oil filmthicknessvariesthrougha rotationcycle,the dis-

chargewilltakeplaceat roughlythe sameinstantduringeachrotationcycle,i.e
whenthefilmthickness is at itsminimum. The rougheningwillaccordinglybe con-
centratedin certainareason the journal
surface.
In the earlystages,the roughenedareascanresemblepittingerosion- butlater,
as the roughness increases,the smallcraterswillscrapeoff and pickup bearing
-
metal hencethe silverywhiteappearance.

Therefore, to ensureprotection againstsparkerosion,the potential

levelmustbe
keptat maximum80 mV, whichis feasiblewitha highefficiencyearthingdevice.
lf an eafthingdeviceis installed,
its effectiveness
mustbe checkedregularly.
Spark erosion has only been observedin main bearingsand main bearingjour-
nals.Regardingrepairof thejournals,see ltem 7.11,'Repairsof Journals/Pins'.

Theconditionof thebearingsmustbe evaluated to determine

whethertheycanbe
reconditionedor if they haveto be discarded./f is recommendedto contactMAN
B&W Dieselif advice is required.

6.3 SurfaceGeometry
Surfacegeometrydefectssuchas lackof roundness, conicityand misalignment
ma yg i veri seto o p e ra ti onal
difficulties. casesof jour nal/pin
Suchabnor m al geom -

When referring to this page, please quote Operation 708-01 Edition 0002 P a g e5 ( 1 6 )
MAN B&W DieselA/S
708-01 Bearings /-*3'
etryand misalignment may occuraftera journalgrindingrepair.
It is recommendedto contactMAN B&W Dieselfor advice.

6.4 UndersizeJournals/Pins
ln caseof severedamageto thejournal,it may becomenecessary to recondition
thejournal/pinby grindingto an undersize.
Thefinalundersize shouldas far as
possiblebe selectedas a half full
or millimetre.Thisis advisable
in orderto simplify
production and availability
of undersize
bearings,as for examplein thefollowing
CASES:

1. Mainandcrankpin journalscanbe groundto 3 mm undersize; jour-

undersize
nalsbelowthisvaluerequirespecialinvestigations
of the bearingassembly.
It is recommendedto contactMAN B&W Dieselfor advice.
2. pinscan be:
In service,crossheads
d.. Polishedto (Dnominar-
0.15 mm) as the minimumdiameter.
b. Offsetlo a maximum of 0.3 mm and qround.
In bothcases,sincestandardbearingsare used,the bearingtop clearance
willincreasedepending of the pinto be recondi-
on the surfacecondition
tioned.The offsetvalueusedfor grindingmustbe stampedclearlyon thepin.
It is recommendedto contactMAN B&W Dieselfor advice.

7, Practical lnformation
7.1 C h e c kwi th o u tOp e n i n gu p
Followthe checklist in accordancewiththe programmestatedin Vol.ll 'Mainte-
nance',904 and 905. Enterthe resultsin the enginelog bo;ok.Seealso ltem 7.12,
'lnspectionof Bearings'.

1. Stopthe engineand blockthe mainstartingvalveandthe startingair distrib-

utor.
2. Engagethe turninggear.
3. Justafterstoppingthe engine,whilethe oil is stillcirculating, checkthatuni-
formoil jets appearfromallthe oil outletgroovesin the crosshead
bearing
l o w e rsh e l la n dth eg uideshoes.
4. Turnthe crankthrow for the relevantcylinderunitto a suitablepositionand
stopthe lubeoil circulatingpump(it is recommended to trialthe enginefor
1/z-1
hr withthe pumps off to let the oil drip off).
5. a. Checkthe top clearance witha feelergauge.The changein clearances
mustbe negligible whencompared withthereadings fromthe lastinspec-
tion(overhaul). lf the totalincreasein top clearance
as fromnewis be-
yo n dth eto l e ra nce,the bear ingshouldbe inspected.
b . F o rg u i d esh o ea ndguidestr ipclear ances pr ocedur see
andchecking e,
Vol.Il :'Maintenance'. 904.

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MAN B&W DieselAJS
 lt|AN
E!&Ult
Bearings 708-01

6. Examinethe sidesof the bearingshell,guideshoesand guidestrips,and

checkfor squeezed-out or loosenedmetal;alsolookfor bearingmetalfrag-
mentsin the oil pan,see item Volumell, 'Maintenance',
g0S.
7 ti"::"; dismant|
edfor inspecti
on'see
:r"|;#ffi:J::,,n1,;;'offi'#,
a. Bearingrunninghot.

I :::::J::;:i:::J:,.? 005mm
'Bearing ;I:::::t,",]t;,.r,han
See also ltem 7.8, WearRate'.
d. Bearingmetalsqueezedout,dislodged
or missingat the bearing,guide
shoeor guidestripends.
lf ltem7.ahasbeenobservedexcessively in crossheadbearings or crankpinbear-
ings,measure thediameter
of the bearingborein severalpositions.
lf thediameter
variesby morethan0.06mm,sendthe connecting rodcomplete to an authorised
r e p a i sh
r op.

lf ltems7.a,7.cor 7.d are observedwheninspecting

mainbearings,we willrec-
ommendto inspectthetwoadjacentbearingshells,to checkfor anyabnormalities.

7.2 Open up Inspectionand Overhaul (Plates70810)

Recordthe hydraulicpressure levelwhen the nutsof the bearingcap

go loose.
Carefully
wipethe runningsurfacesof the pin/journal
andthe bearingshellwitha
cleanrag.Usea powerfullampfor inspection.
Assessment of themetalconditionandjournalsurfaceis madein accordance with
the directionsgivenbelow.The resultsshouldbe enteredin the enginelog book.
Seealso ltem 7.12,'lnspectionof Bearings'.

7.3 Typesof Damage

The overlayerand bearingmetal can exhibitthe followingtypes of damage.

1. Tearingof the overlayer(XHbearings) is dueto substandard bonding.The

damageis notconfinedto specificareasof the bearingsurface.The bearing
metal/intermediate layerin the damagedareais seenclearlywitha sharply
definedoverlayer border.Thisdefectis regarded mainlyas a cosmetic
defect,
if it is confined
to smallareasof the bearinqsurfacewithoutinterconnection.

For tin-aluminiumbearings,the total area where the intermediate

layer is exposeddue to overlayertearing,wipingor wear must not
exceedthe maximumlimit qivenin Table 1 on Plate 70811.

Whetherthe intermediatelayeris exposedcan be determinedif the layeris Ni

( f o rD a i d op r o d u c e db e a r i n g s w ) i t h a k n i f et e s t ,a s t h e k n i f ew i l l l e a v eo n l ya
f a i n to r n o c u t m a r k i n t h e i n t e r m e d r a tlea v e r .

When referring to this page, please quote Operation 708-01 Edition 0002 Page7 (16)
MAN B&W DieselA/S
708-01 Bearings I,|AN
E&!lt

2 . Wipingof overlayer manifestsitselfby partsof the overlayer

beingsmeared
out.Wipingof overlayer cantakeplacewhenrunning-in a newbearing;how-
ever,if thewipingis excessive,the causemustbefoundandrectified. Oneof
the majorcausesof wipingis pin/journal surfaceroughness and scratches.
See also the 'Note'above.
3 . Bearingmetalwipingis dueto metalcontactbetweentheslidingsurfaces
whichcausesincreased frictional
heat,resultingin plasticdeformation
(wip-
ing) (seeltem 7.4, 'Causesof Wiping').See also ltem 7.10.2.
Moderate wipingduringthe running-instageis normal,andis considered as
a "cosmetic"problem.

7.4 Causesof Wiping

I
Hardcontactspots,e.g.originating
from:
a. pin/journal,
Defective guidesurfaces.
bearing,or crosshead
b. Scrapedbearingor guideshoesurfaces.
c. Hardparticles trappedbetweenthe housingboreandthe back
of th e sh e l l .
d. Frettingon the backof the shelland in the housingbore.
2. pin/journal
Increased surfaceroughness.
ln mostcasesthe increasein roughness
willhaveoccurred
in service,and is
to:
attributed
a. Hardparticleingress:
Hardparticleingressmay be dueto the malfunctionof filtersand/orcen-
trifugesor loosenedrustand scalesfromthe pipings.
Therefore, always
paycarefulattentionto oil cleanliness.
b. Corrosiveattack:
o lf the oil developsa weakacid.
o lf strongacidanhydrides areaddedto theoilwhich,in combination with
water,willdevelopacid.
o l f th esa l tw a tercontentin thelubeoilis higherthan1%.Thewate rw i l l
attackthe bearingmetal,and resultin the formation of a veryhard
blacktin-oxide encrustation (SnO)whichmayscratchandroughenthe
pinsurface. Theformation of tinoxideis intensified
by rustfromthe bot-
tomtank.Therefore, keepthe internal sudace,especially the "ceiling",
cl e a n .
3. l u b eo i lsupply.
In a d e q u a te
4 . Mi sa l i g n me n t.

7.5 Cracks
Crackdevelopment is a fatiguephenomenon
dueto increased
dynamicstresslev-
els in localareasof the bearinqmetal.

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MAN B&W DieselfuS
 1l|AN
EI&UT'
Bearings 708-01

ln the eventof excessive

localheatinput,thefatiguestrengthof thebearingmetal
willdecrease, andthermalcracksare likelyto developevenbelowthe normaldy-
namicstresslevel.

A smallclusterof hairlinecracksdevelopsintoa networkof cracks.At an ad-

vancedstage,increased notcheffectandthe influence
of the hydrodynamic oil
pressurewilltearthe whitemetalfromthesteelbackand producelooseand dis-
lodgedmetalfragments.

7.6 Causefor Cracks

'1. lnsufficient
strengthof the bondingbetweenthe whitemetalandthesteel
back(tinningor castingerror).
2. Crackdevelopment aftera shortworkingperiodmaybe dueto a misalignment
(e.9.a twistbetweenthe bearingcapand housing)or geometric irregularities
(e.9.a stepbetweenthe contactfacesof the bearingshell,or incorrect
oil
wedgegeometry).
3. Highlocalloading:for example,if,duringrunning-in,
the loadis concentrated
on a few localhighspotsof the whitemetal.

Bearings with cracks can only be repairedtemporarilydepending

on the extent of the damage.

7.7 Repairof Oil Transitions(Wedges,tangential

runout and borerelief)

It is stronglyrecommendedto contactMAN B&W Dieselforadvice

beforestartingany repairs. (See also ltem 1., 'GeneralBearing
Requirementsand Criteria'.)
Formation of sharpridgesor incorrect
inclination of the transition
to the bearing
surfacewillseriouslydisrupttheflowof oilto the bearingsurface,causingoil star-
vationat thislocation.

Oiltransitions
are reconditioned
by carefullycleaningfor accumulated
metalwith
a straightedgeor anothersuitabletool.Oilwedgesshouldbe rebuiltto the re-
quiredinclination
(maximum1/100)and length , seePlate708A3.

Check the transitiongeometriesbefore installingthe bearings,

see ltem 13., 'Checkof Bearingsbeforelnstallation'.

7.8 BearingWearRate
The reductionof shellthicknessin the loadedareaof the main,crankpinand
crosshead bearingin a giventimeintervalrepresentsthe wearrateof the bearing.
Averagebearingwearratebasedon serviceexperience is 0.01mm/10,000 hrs.
As longas thewearrateis in the regionof thisvalue,the bearingfunctioncanbe
regardedas normal.Seealso ltem 7.1, 'CheckwithoutOpeningup',point 7.c.).

When referring to this page, please quote Operation 708-01 Edition 0002 P a g e9 ( 1 6 )
MAN B&W DieselA/S
708-01 Bearings rilAh|
B&l\t

Forwhitemetalcrosshead bearings.the wearlimitis confinedto about5Oo/"E-

ductionof the oilwedgelength,see Plate70803.Of course,if thebearingsur-face
is stillin goodshape,the shellcan be usedagainafterthe oil wedgeshavebeen
extended to normallength.Checkalsothe pinsurfacecondition, see ltems6.1,
'SurfaceRoughness'
and 7.9,'SuriaceRoughness(ournal/pin)'.

crossheadbearings,seethe 'Note'in ltem 7.3.1.

For tin-aluminium

For furtheradvice,please contact MAN B&W DieselNS.

7.9 SurfaceRoughness(journal/pin)
1. Limitsto surfaceroughness
The surfaceroughness of the journal/pin
shouldalwaysbe within
the specifiedlimits.
a. Formainand crankpinjournals: 0.4 Ra AlSn4O- layer
o Newjournals 0.8 Ra WM-layer
o Roughness approaching 1.6Ra W M- layer
fiournalto be reconditioned) 0.8 Ra AlSn4O-layer
b. Forcrosshead pins:*
*
r Newor repolished 0 . 0 5R a
o Acceptable in service 0 . 0 5 - 0 . 1R a
o R e p o l i sh i ni fghigherthan 0.1Ra
3. of the piniiournal
Determination roughness
Measurethe roughness withan electronic
roughness
tester,or
Evaluatethe roughnesswith a Rukotester,by comparingthe surfaceof the
rin/journalwiththe specimens on the Rukotester.Whenperformingthistest,
the pinsurfaceandthe Rukotestermustbe thoroughly cleananddry.Hold
the testercloseto the surfaceand comparethe surfaces.lf necessary,use
yourfingernailto runoverthe pin/journalsudaceandthe Rukospecimens to
compareand determine the roughness level.

7.1O Repairsof Bearingson the Spot

[..t]-$lt is recommendedto contactMAN'General

B&W Dieselforadvicebefore start-
L*. ing any repairs.See alsoltem 1., BearingRequirements and
Criteria').

1. Ove rl a yewri p i n g
a. Overlayer wipingandmoderate tearingin crossheadbearinglowershells
is notserious, andis remediedby carefuluseof a scraper.
However,see
'Note'
the in ltem 7.3.1.
b. Hardcontacton the edgesof crosshead bearingsis normallydueto gal-
vanicbuild-upof the overlay.Thisis occasionally seenwheninspecting
newlyinstalled bearingsand is remediedby relievingtheseareaswitha
stra i q het d q eo r anothersuitabletool.

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MAN B&W DieselA/S
 Bearings 708-01

2. Bearingmetalsqueezedout or wiped:
a. The wipedmetalcanaccumulate in the oil grooves/wedges,run-outor
borereliefwhereit formsraggedridges.Suchbearingscannormallybe
usedagain,provided thatthe ridgesarecarefully removed witha suitable
scrapingtooland the originalgeometryis re-established (seeltem 7.7,
'Repairof Oil Transitions).High
spotson the bearingsurfacemustbe
levelledout by lightcross-scraping.
b. In casesof wipingwherethe bearingsurfacegeometryis to be re-estab-
lished,it is important:
o to assessthe condition of the damagedareaand,if found
necessary, to checkthe bearingsudacefor hairlinecracks
undera magnifying glassandwitha penetrant fluid,if necessary.
o to checkthe surfaceroughness of the journalipin.
c. In extremecasesof wiping,theoilwedgesin the crosshead
bearingmay
disappear.In thatevent,the shellshouldbe replaced.
3. and repairof sparkerosiondamage,referto ltem6.2,'Spark
Forevaluation
E ro si o n '.
4. Crackedbearingmetalsurfacesshouldonlybe repairedtemporarily. The
bearingmustbe replaced(seeltems 7.5, 'Cracks'and 'Cause
7.6, for
Cracks').

7.11 Repairsof Journals/Pins

1 . C ro ssh e apdi n s
Pinsurfaceroughnessshouldbe betterthan 0.1 Ra (seeltem 7.9,'Surface
Roughness(journal/pin)').lt the Ra valueis higherthan 0.1 prm,the pin can
oftenbe repolished on the spot,as described below.lf the pinis also
scratched, the positionand extentof the scratchedareasmustbe evaluated.
lf thereare alsodeepscratches, thesemustbe levelledoutcarefully with
hardbacked polishingpaper,or similar,beforethe polishing processis start-
ed.

Usea steelruler,or similar,to supportthe polishing

paper,as the finger-
tipsare too flexible.

The surfaceroughness notcountingin scratches

afterpolishing
shouldbe
0.05Ra in the 120'crown.The upper240' canbe acceptedupto an average
ro u g h n e ss
o f 0 .2 R a including
scr atches.
Thefollowingmethodsare recommended
for repolishing
on the spot.
a . P o l i sh i nwg i thmicr ofinishingfilm
T h e p o l i sh i npgrocessis car r iedoutwitha "m icr ofinishing
film ",e.g.3M
o xi d e( 30m icr onand15 micr on)which
a l u mi n i u m , canbe r ecomm ended
as a fairlyquickand easymethod,althoughto fullyreestablish the pin
surfaceit willoftenbe necessarv to sendthe crosshead ashore.

When referringto thispage, please quote Operation708-01Edition0002 Page 1t (16)

MAN B&W DieselA/S
708-01 Bearings
/-a|
The microfinishing
filmcanbe slungaroundthe pinanddrawnto andfro
by handand,at the sametime,movedalongthe lengthof the pin,or it is
drawnwiththe helpof a handdrillingmachine;in thiscase,the endsof
the microfilm
areconnectedtogetherwithstrongadhesive tapeor glued
together.
b. Braidedhemorooemethod
This methodis executedwitha braidedhempropeandieweller'srouge.
Beforetheropeis appliedallfrontending scratches
mustbe removed
with
f i n ee m e r yc l o t ha s p e r7 . 1 1 . 1 .
A mixtureof polishing wax and gasoil (forming an abrasivepasteof a
suitablysoftconsistency)is to be appliedto the ropeat regularintervals.
Duringthe polishing operation, the ropemustmoveslowlyfromoneend
of the pinto the other.
The polishing is continued
untilthe roughness provesthat
measurement
the surfaceis adequatelysmooth(seeltem 7.9).
Thisis a verytimeconsuming operation and,dependingon the surface
roughness in prior,aboutthreeto six hoursmay be neededto complete
th e p o l i sh i n g .
2
ytrXffi:ffi3ffi:::'],r"ad pins
can beused
arso here,
and
methoda) Polishing withmicrofinishing film,willbe the mostsuitable
method.A 30 micronmicrofinishing filmis recommended hereor 220-270
gradeemeryclothof a goodquality.
b. Localdamageto thejournalcan alsobe repaired. The areais to be
groundcarefully andthetransitions to thejournalslidingsurfaceareto be
roundedcarefullyand polished.We recommendto contactMAN B&W
Dieselfor advicebeforesuch a repairis carriedout. But as temporaryre-
pair the ridges must be filed or ground to level.

7.12 Inspectionof Bearings

Regardingcheck of bearingsbeforeinstallation,see item 13., 'Checkof Bearings
before lnstallation'.

Forthe ship'sown recordandto ensurethe correctevaluation

of the bearings
whenadviceis requested fromMANB&W Diesel,we recommend to followthe
guidelines whichare statedin Plates70810- 70815.
for inspection,
Seethe exampleof an lnspectionRecordon Plate 70814.

8. Crosshead Bearing Assembly (SeeVol.lll, 'Components',

Plab 9A401)

8.1 BearingType
Thetypeof bearingusedin thecrosshead assembly is a thinshell(inserl)bearing
(seeltem5.5,'ThinShellBearings).Thelowershellis a trimetalshell,i.e.theshell
i s c o m p o s e d o f a s t e e l b a c k w i t h c a s t - o n w h t t e ; p l a t aa
l n r l a n n r r o r l a r r onr n a t i n n

P a g e1 2 ( 1 6 ) When referring to this page, please quote Operation 708-01 Edition 0002
MAN B&W DieselA/S
 r,|AhI
EI&Uv
Bearings 708-01

Seealsoltem3, 'Overlayers'.The uppershellis a bimetalshell,

as it doesnot have
the overlayercoating;boththe upperand lowershellsare protected againstcor-
rosionwithtin flash(seeltem4, 'Flashlayer,
Tin (Sn)').The upperpartcan alsobe
castintothe bearingcap.

8.2 BearingFunctionand Configuration

Becauseof the oscillating movement andlowslidingspeedof thecrosshead bear-
ing,the hydrodynamic oilfilm is generatedthroughspecialoil wedges(seeltem
5.3, 'AxialOil Groovesand Oil Wedges)on eithersideof the axialoil supply
groovessituatedin the loadedareaof the bearing.The oil filmgenerated in this
mannercan be ratherthin.Thismakesthe demandsfor pinsurfaceroughness
and oil wedgegeometryimportant parameters for the assembly
to function.A fur-
therrequirement is effectivecoolingwhichis ensuredby the transverse oil
grooves.The pinsurfaceis superfinished (seeltem 7.9 1.b).The lowershellis
mostoftenexecutedwith a specialsudacegeometry(embeddedarc)whichex-
tendsovera 120degreearc,andensuresa uniformloaddistribution on the bear-
ing surfacein contactwiththe pin.Thelowershellis coatedwithan overlayer(see
Item 3., 'Overlayers'),which enablesthe pin slidinggeometryto conformwith the
bearingsurfacein the embeddedarch area.

Anothergeometryexecution is the "Singlebore"geometry,whichdependson a

fullypositiveyet smallclearance.With "Singlebore"the overlayer
is omitted.

9. Main Bearing Assembly

The MC engineseriescan be equippedwith"Thickshellbearings"
(ltem5.5)or
"Thinshellbearings"
(tem 5.4).

The bearingtype,i.e."thickshell"or "thinshell"determines

themainbearinghous-
ing assemblydescribedbelow(see tableof installedbearingtypes,Plate 70801,
and housingassemblies,Plate 70805).

9.1 The Thick Shell BearingAssembly (ptate70905,Fig t)

Thetensioning force of a thickshellbearingassembly(Fig.1) is transferred

from
the bearingcap (pos.1) to the uppershell(pos.2) andvia its matingfacesto the
l o w e rsh e l l(p o s.3 ).

The bearingboreis equippedwiththe following

geometry:

1. centraloilsupplygrooveandoilinletin theuppershellwhichendsin asloping

run-out(ltem5.7/ in bothsidesof the lowershell,see Plate70801.
2. the bearingboreis furnishedwitha borerelief(ltem5.2)at the matingfaces
of the upperand lowershell,see Plate70801.

9.2 The Thin Shell (lnsert Bearing)BearingAssembly (Plate70805,Fig 2)

T h i s i s a r i g i da s s e m b l y( F i g . 2 ) .T h e b e a r i n gc a p ( p o s .1 ) w h i c hh a s a n i n c l i n e d
v e r t i c aal n d h o r i z o n t aml a t i n gf a c e ,i s w e d g e di n t oa s i m i l a fr e m a l eg e o m e t r yi n t h e

When referring to this page, please quote Operation 708-01 Edition 0002 P a g e1 3 ( 1 6 )
MAN B&W DieseltuS
708-01 Bearings 1l|AN
B&UI'

bedplate is pretensioned,
(pos.2),which,whentheassembly a positive
willensure
lockingof the cap in the bedplate.

The lowershellis positioned by meansof screws(Pos.3). Duringmounting of the

lowershellit is veryimportant to checkthatthe screwsarefullytightenedto the
in
stops the bedplate. Thisis to preventdamageto the screwsandshellduring
tighteningof the bearingcap.See also Vol.ll, Maintenance, 905.

Seealso ltem 5.5, 'ThinShellBearings'earlierin thissection.For informationre-

garding inspectionand repair,see ltem 7, 'Practicallnformation'.

'Components',
1 0 . Crankpin Bearing Assembly $ee Vol.lll, Plate90401)

Thisassemblyis equippedwiththinshells,and hastwo or fourtensioning studs,

depending on the enginetype.Crankpinbearingassemblies withfourstudsmust
be tensionedin parallel,
for examplefirstthetwo forwardstudsandthenthe two
aftmoststuds;thetensioning maybe executed in twoor threesteps.lf fourhydrau-
licjacksareavailable onlyonestepis necessary pluscheck-step.This procedure
is recommended in orderto avoida twist(angular displacement)of the bearing
capto the matingfaceon the connecting rod.
The oil supplygroovetransition to the bearingslidingsurfaceis similarto thatof
the mainbearinggeometry. Forinformation regarding inspectionand repair,see
Item 7,'Practicallnformation'.

1 1 . Guide Shoes and Guide Strips (ptate70806)

(Seealso Vol.Ill, 'Components',Plate90401)

1. The guideshoes,whichare mountedon the foreand aftendsof the cross-

headpins,slidebetweenguidesandtransform thetranslatory
movement of
the piston/piston
rodviathe connecting
rodintoa rotational
movement of the
crankshaft.
The guideshoeis positionedrelativeto the crossheadpinwitha positioning
pinscrewedintothe guideshoe,the endof the positioningpinprotrudes into
pinandrestricts
a holein the crosshead the rotational
movement of thecross-
headpinwhenthe engineis turnedwiththe pistonroddisconnected.

Theguidestripsareboltedon to theinnersideof theguideshoesandensure

the correctpositionof the pistonrod in the fore-and-aft Thisalign-
direction.
mentandthe clearancebetweenthe guidestripsand guideis madewith
th e l i standtheguideshoe.
sh i msb e tw e e n

Theslidingsurfacesof the guideshoesand guidestripsare provided with

cast-inwhitemetaland furnished withtransverseoil supplygroovesand
wedges(see ltem 5.3, 'AxialOil Groovesand Oil Wedges',Plate 70806).

F o ri n sp e cti oonf g u i deshoesandguidestr ips,

seeltem7.1,7.3.3and 7.4.1
Vol. ll, 'Maintenance',
a) and b) and 904.

P a g e1 a ( 1 6 ) When referring to this page, please quote Operation 708-01 Edition 0002
MAN B&W DieselA/S
 Bearings 708-01

12. Thrust Bearing Assembly (Plate70507)

Thethrustbearingis a tilting-pad bearingof the Michelltype.Thereareeightpads

(segments) or moreplacedon eachof theforwardandaftsidesof thethrustcollar.
Theyare heldin placecircumferentially by stoppers. The segmentscan be com-
paredto slidingblocksand are pivotedin sucha mannerthattheycanindividually
takeup the angleof approachnecessary for a hydrodynamic lubricating
wedge.
Thelubricating/coolingoil is sprayeddirectlyon to thefonvardandaftsidesof the
thrustcollarby meansof nozzlespositioned in thespacesbetweenthe pads.The
nozzlesare mountedon a semicircular deliverypipe.
For clearancesand max.acceptablewear,see Vol.ll, 'Maintenance',
905-3.

13. Check of Bearings before Installation (Plate70529)

Cleanthe bearingshellsthoroughly
beforeinspecting.

1 3 . 1 V i s u a lI n sp e cti o n
1. Checkthe conditionof the bearingsurfacesfor impactmarksand burrs.
Repairby scrapingif necessary.
2. Checkthatthe transition
betweenthe borereliefandthe bearingslidingsur-
faceis smooth.

13.2 CheckMeasurements
Placethe shellfreely,as illustratedin Plate70829,Fig. 1.
Measure thecrownthickness, witha ballmicrometer
gauge.Measurein thecentre
lineof the shell,15 millimetres
fromthe forwardand aft sides.

as describedinltem 7.12,'lnspection
Recordthe measurements of Bearings'and
-
Plates70810 70815.

Thiswillfacilitate
the evaluation
of the bearingwearduringlateroverhauls.

13 . 3 C a u t i o n s
As bearingshellsare sensitive
to deformations,
caremustbe takenduringhan-
dling,transport
and storage,to avoiddamaging the shellgeometryandsudace.
The shellsshouldbe storedrestingon one side,and be adequately
protected
againstcorrosion
and mechanical damage.
Preferably,keepnew bearingshellsin the originalpacking,and checkthatthe
shellsare in a goodcondition,
especiallyif the packingshowssignsof damage.

Duringtransport
fromthestoreto theengine,avoidanyimpactswhichcouldaffect
the shellgeometry.

When referring to this page, please quote Operation 708-01 Edition 0002 P a g e1 5 ( 1 6 )
MAN B&W DieselA/S
708-01 Bearings }lAN
Er&w

14. Camshaft Bearing Assembly (Plate70808)

The camshaftbearingassemblies are positioned

betweenthe exhaustandfuel
cams of the individualcylinderunits.The bearingassemblyis of the unders-
lungdesign,i.e.the shaftrestsin rigidbearingcapsthat are boltedfrom below
face in the cam housings.The correctpositionof the caps is
to the horizontal
ensuredby dowelpins.

The bearingsused are of the thin shelltype withoutoverlayer(ltem5.5) and

the shellconfiguration
can be:

1. a two-shellassembly(upperand lowershell),Plate70808,Fig. 1.
2. a one-shellassembly(lowershellonly),Plate 70808,Fig. 2.
In case2 the matingfacesof the lowershellrestagainstthe horizontalpartition
face in the cam housing.The wall thicknessat the matingfacesof the shellis
reducedto ensurethatthe innersurfaceof the shellis flushwiththe borein the
ca m h o u si n g .

The transitionto the bearingslidingsurfaceis wedge-shaped;

this is to ensure
unrestrictedoil supplyto the bearingslidingsurface.

The specificload in the camshaftbearingsis low, and the bearingsfunction

troublefree providedthat the camshaftlub. oil/Uni-Lube systemis well main-
tained,see Section708-06.However,if practicalinformationis needed,refer
to ltem 7, 'Checkwithoutopeningup'and 'Openup inspectionand overhaul'.
For clearances,please refer to Vol. ll, 'Maintenance',906.

P a g e1 6 ( 1 6 ) When referring to this page, please quote Operation 708-01 Edition 0002
MAN B&W DieselA/S
 r,|AN
B&Ut
Alignmentof MainBearings 708-42

1. Alignment
Duringinstallation
of the engine,intermediate shaftand propellershaft,the yard
aimsto carryout a commonalignment, to ensurethatthe bearingreactions are
keptwithinthe permitted limits,withregardto the different
factorswhichinfluence
the vesseland engineduringservice.

Factorslikethe ship'sloadcondition,
permanent
sagof thevessel,movements in
sea,wearof bearingsetc.,makesit necessary
to regularly
checkthe alignments,
- Mainbearings,
see ltems2.1-2.4
- Enginebedplate,see ltem 2.5
- Shafts,seeltem 2.6.

2. Alignment of Main Bearings (Plates70816,70817)

The bearingalignmentcan be checkedby deflectionmeasurements(autolog)as
describedin the followingSection.

Example;lf two adjacentmainbearingsat the centreof the engineare placedtoo

high,thenat thispointthe crankshaftcentreline
willbe liftedto forman arc.This
willcausethe intermediate crankthrowto deflectin sucha waythatit "opens"
whenturnedintobottompositionand "closes"in top position.

Sincethe magnitude of suchaxiallengthening andshortening in propor-

increases
tionto the difference
in the heightof the bearings,
it can be usedas a measureof
the bearingalignment.

2.1 DeflectionMeasurements(autolog) (Plate70Sl6)

As the alignment is influenced
by thetemperature
of the engineandthe loadcon-
ditionof theship,the deflection
measurementsshould,for comparison,
alwaysbe
madeundernearlythe sametemperature and loadconditions.
It is recommended to recordthe actualjacketwaterandlub.oiltemperatures
and
loadconditionof the shipin Plate70816.
ln addition,
theyshouldbetakenwhiletheshipis afloat(i.e.notwhilein drydock).

Procedure
Turnthe crankpinfor the cylinderconcerned to Pos.81, see Fig 2, Plate70816.
Placea dialgaugeaxiallyin thecrankthrow,opposite thecrankpin, andat thecor-
rectdistancefromthe centre,as illustrated
in Fig.1.Thecorrectmounting position
is markedwithpunchmarkson the crankthrow. Setthe dialgaugeto "Zero".
Ta keth e d e fl e cti ore at the positions
n a d i nqs indicated
in Fio.2.

When referring to this page, please quote Operation 708-02 Edition 0002 Page 1 (3)
MAN B&W DieselA/S
708-02 Alignmentof MainBearings rtAt{
Er&trt

"Closing"of the crankthrow(compression of the gauge)is regardedas negative

and"Opening" of the crankthrow(expansionof the dialgauge)is regardedas pos-
itive,see Fig. 1.

Since,duringthe turning,the dialgaugecannotpassthe connecting rodat BDC,

the measurement for the bottompositionis calculatedas the averageof the two
adjacentpositions (oneat eachsideof BDC).

Whentakingdeflection readingsfor the two aftmostcylinders,

the turninggear
should,at eachstoppage,be turneda littlebackwards to easeoffthe tangential
pressureon theturningwheelteeth.Thispressure mayotherwise falsifythe read-
in g s.

Enterthe readingsin the tableFig.3. Thencalculate

the BDCdeflections,
1/2
(Br+Bz),
and notedownthe resultin Fig.4.

Entertotal"vefiicaldeflections"
(opening - closing)of the throws,duringtheturn-
ingfrombottomto top positionin the tableFig.5 (T-B).

2.2 Checkingthe Deflections (Plate70817and ShoptrialRepoft)

(seePlate70816,Fig.5) shouldbe
The resultsof the deflectionmeasurements
evaluated withthe testbedmeasurements (recordedby the enginebuilderin the
shoptrialreport).lf re-alignment
has beencarriedout lateron (e.9.following
re-
pairs),the resultsfromthesemeasurements shouldbe used.
Valuesof permissible"verticaldeflections"etc. are shownin Plate 70817.

Deviation
fromearliermeasurements
may be dueto:
- humanerror
- journaleccentricity
- floatingjournals,see ltem2.3 furtheron
- the causesmentioned in ltem2.4fuftheron

2.3 FloatingJournals (Seealso ltem2.2 and Plate70817)

Usea specialbearingfeelergaugeto investigate
the contactbetweenthe main
bearingjournalsandthe lowerbearingshells.Checkwhetherthe clearancebe-
tweenjournaland lowershellis zero.

lf clearance is foundbetweenjournaland lowerbearingshell,thecondition

of the
sh e l lmu stb e ch e cke d
a n d,if founddamaged,
it mustbe r eplaced.

T h ee n g i n ea l i g n me nsh
t ouldbe checkedandadjusted,
if necessar y.

To obtaincorrectdeflection readingsin caseoneor morejournalsare not in con-

tactwiththe lowershell,it is recommended to contactthe enginebuilder.

Page2 (3) When referring to this page, please quote Operation 708-02 Edition 0002
MAN B&W DieselfuS
 Alignmentof MainBearings 708-02

lf the deflection
valuesare withinlimitsandthereis bottomclearance
found,it is
possibleto installan offsetbearingto get a positivereaction.

2.4 Causesof CrankshaftDeflection

1. Excessive
wearof mainbearings
2. Displacementof bedplate(see 'PianoWireMeasurements')
3. Displacement
of enginealignment
and/orshaftingalignment.
Thisnormallymanifests itselfby largealteration
in the deflection
of the aft-
most crankthrow (see ShaftingAlignment).

2.5 PianoWire Measurements.

BedplateAlignment
A 0.5 mm pianowireis stretched
alongeachsideof the bedplate.
The wireis loadedwith40 kp horizontal
force.
At the centreline
of eachcrossgirderthe distanceis measuredbetweenthe wire
andthe machined facesof the bedplatetop outsideoil groove.

It willthusbe revealed
whetherthe latterhaschangedits position
comparedwith
the reference measurementfromengineinstallation.
Thismeasurement
requiresspecialequipment
available
fromMBD.
2.6 ShaftingAlignment,BearingLoad,"Jack-up"Test
Thiscan be checkedby measuring
the loadat:
- the aftermost
mainbearing
- the intermediate
shaftbearings(plummer
blocks)
- in the sterntubebearing.
Takingthesemeasurements
normallyrequiresspecialist
assistance.
As a reliableevaluation
of the shaftingalignment measurements requiresa good
basis,the bestobtainablecheckcanbe madeif theyardor repairshop hascarried
out the alignmentbasedon precalculation of the bearingreactions.

when referring to this page, please quote operation 708-02 Edition 0002 page 3 (3)
MAN B&W DieselA/S
 CirculatingOil and Oil System 708-03

1. GirculatingOil (Lubricating
and coolingoil)
Rustand oxidation
inhibited
engineoils,of the SAE30 viscosity
grade,shouldbe
chosen.

andpistoncoolingspacecleanof deposits,
ln orderto keepthecrankcase the oils
shouldhaveadequatedispersancy/detergencyproperties.

oilsare generally
Alkalinecirculating superiorin thisrespect.
The international
brandsof oils listedbelowhaveall givensatisfactory
servicein
one or moreMANB&Wdieselengineinstallation(s).

The listmustnot be considered

complete,
and oilsfromothercompanies
maybe
equallysuitable.
Fudherinformation
canbe obtainedby contacting
theenginebuilderor MANB&W
DieselA/S,Copenhagen.

2. Circulating Oil System (Plates70818and 70819)

Pump(4)drawstheoilfromthebottomtankandforcesit throughthelub.oilcooler
(5),the filter(6),(withan absolute finenessof minimum50 pm (0.05mm),corre-
spondingto a nominalfinenessof approx.30 pm at a retaining rateof 90%)and
thereafter deliversit to the enginevia two flanges:Y, U and R.

Y. Viathecamshaft boosterpumps,oilis supplied

to thecamshaft
bearings,
rollerguidesand exhaustvalveactuators.
U. The mainpafiof the oil is,viathetelescopic pipe,sentto the pistoncool-
ing manifold, whereit is distributed
betweenpistoncoolingand bearing
lubrication. Fromthe crosshead bearings,
the oilflowsthroughboresin
th e co n n e cti nrods,
g to the cr ankpin
bear ings.
R1. The remaining oilgoesto lubrication
of the mainbearings,thrustbearing
if thesystemoilandcam shaft
a n dtu rb o ch a rger oilar esepar ate
system s

When referring to this page, please quote Operation 708-03 Edition 0002 Page 1 (2)
MAN B&W DieselA/S
708-03 Circulating
Oil and Oil System

R2. Commonsystemoil system.

The relativeamountsof oilflowingto the pistoncoolingmanifold, andto the main
bearings,areregulatedby the butterflyvalve(7),or an orificeplate.The oil distri-
butioninsidethe engineis shownon Plate70819.
Oil Pressure:See Chapter701.
Circulating

3. C i r c u l a ti n gOi l F a i l u re
3.1 C o o l i n gOi l F a i l u re
The pistoncoolingoil is suppliedvia the telescopic
pipefixedto a bracketon the
crosshead.Fromhereit is distributed bearing,guideshoes,
to the crosshead
crankpin,bearingandto the pistoncrown.
Failingsupplyof pistoncoolingoil,to one or morepistons,can causeheavyoil
cokedepositsin the coolingchambers. Thiswillresultin reducedcooling,
thusin-
creasingthe materialtemperature abovethe designlevel.

ln suchcases,to avoiddamageto the pistoncrowns,the cylinderloadsshouldbe

reducedimmediately (seeslow-down pistonspulledat
below),andthe respective
the firstopportunity,
for cleaningof the coolingchambers.

Coolingoilfailurewillcausealarmand slow-down
of the engine.
See Secfion701-02.

ForCPP-plants witha shaftgenerator

coupledto the grid,an auxiliary
enginewill
be startedautomatically
and coupledto the grid generator
beforethe shaft is dis-
connectedandthe enginespeedreduced.SeePlate70311,'Sequence Diagram'.
Afterremedying a coolingoilfailure,it mustbe checked(withthe circulating
oil
pumprunning) thatthe coolingoil connections in the crankcasedo not leak,and
thatthe oil outletsfromthe crosshead, crankpinbearings,and pistoncooling,are
in order.

3.2 LubricatingOil Failure

lf the lub.oilpressure
fallsbelowthepressures statedin Chapter701,Ihe engine's
safetyequipment shallreducethe speedto slowdownlevel,respectively stopthe
enginewhenthe sHUTDowNoil pressurelevelhas beenreached.

ForCPP-plants witha shaftgeneratorcoupledto the grid,an auxiliary

enginewill
and coupledto the gridbeforethe shaftgenerator
be stafiedautomatically is dis-
'Sequence
connectedandthe enginespeedreduced.SeePlate70311, Diagram'.

Findand remedythe causeof the pressuredrop.

Checkfor tracesof meltedwhitemetalin the crankcase

and oil oan.
See also Section702-01.
"Feelover"15-30minutesafterstarting,
againonehourlater,andfinallyalsoafter
fullload(seealsoSection703-02).
reaching

Page2 (2) When referring to this page, please quote Operation 708-03 Edition 0002
MAN B&W DieselA/S
 Maintenance
of the Circulating
Oil 708-04

1. Oil System Gleanliness

ln a newoilsystem,as wellas in a systemwhichhasbeendrainedowingto repair
or oil change,the utmostcaremustbe takento avoidthe ingressand presence
of
abrasiveparticles, becausefiltersand centrifuges
willonlyremovetheseslowly,
and somearetherefore boundto findtheirway intobearingsetc.

Forthisreason- priorto filling-up

the system- carefulcleaningof pipes,coolers
and bottomtankis stronglyrecommended.

2. Cleaning the Circulating Oil System

The recommendations beloware basedon our experience,
and laidout in order
to giveyardsand operators
the bestpossibleadviceregarding
the avoidance of
mishapsto a newengine,or aftera majorrepair.
givenin thisbookis an abbreviated
The instruction versionof ourflushingproce-
dureusedpriorto shoptrial.
A copyof the complete
flushingprocedureis available
throughMANB&Wor the enginebuilder.

2 . 1 Cleaningbeforefilling-up
In orderto reducethe riskof bearingdamage,the normalcarefulmanualcleaning
of the crankcase,oil pan,pipesand bottomtank,is naturally
veryimportant.
However,it is equallyimportantthatthe systempipesand components, betvveen
the filter(s)and the bearings,are also carefullycleanedfor removalof "welding
spray"and oxidescales.

lf the pipeshavebeensandblasted,andthereafter thoroughlycleanedor "acid-

washed",thenthisoughtto be followedby "washing-out"withan alkalineliquid,
and immediately the surfacesshouldbe protectedagainstcorrosion.
afterwards
In addition,particles
mayalsoappearin the circulating
oil coolers,andtherefore
we recommend thattheseare alsothoroughlycleaned.
2.2 FlushingProcedure,Main Lub. Oil System
Regarding
flushingof the camshaftlub.oil pipes:

EngineswithUni-lubesystem,see Section708-07.

EngineswithoutUni-lube
system,see Section708-06.

Experience hasshownthatbothduringandaftersuchgeneralcleaning, airborne

abrasiveparticles canstillenterthe circulating
oilsystem.Forthisreasonit is nec-
essaryto flushthe wholesystemby continuously the oil- whileby-
circulating
pa ssi n gth ee n g i n eb e a ri ngs,
etc.

When referring to this page, please quote Operation 708-04 Edition 0002 P a g e1 ( 11 )
MAN B&W DieselAJS
708-04 Maintenance
of the Circulating
Oil lrlAN
Er&w

Thisis doneto removeany remaining abrasiveparticles,

and,beforethe oil is
againledthroughthe bearings,
it is importantto definitely
ascertain
thatthe sys-
tem andthe oil havebeencleanedadequately.

Duringflushing (as well as during the precedingmanualcleaning)the bear-

ings must be effectivelyprotectedagainstthe entry of dirt.

The methodsemployedto obtaineffective particleremovalduringthe oilcircula-

tiondependuponthe actualplantinstallations, uponthefilter(s)
especially type,
andthe bottomtanklayout.
lub.oil centrifuges

Cleaningis carriedout by usingthe lub.oil centrifugesand by pumpingthe oil

throughthefilter.A specialflushingfilter,withfinenessdownto 10 pm,is often
usedas a supplement to or replacement of the systemfilter.
Thefollowingitemsare by-passed
by blankingoff withspecialblanks:

a. The mainbearings
b. The crossheads
c. Thethrustbearing
(MANB&W,MET)
d. The turbocharger(s)
e. The axialvibrationdamper
f. vibrationdamper(ifinstalled)
The torsional
g. The momentcompensators
(ifinstalled)
h. The chaindrive
See also Plates 70821, 70822.
It is possible for dirtto enterthe crosshead bearingsdueto the designof the open
bearingcap.lt is therefore coverthe bearingcapwithrubbershielding
essentialto
t hro u g h o utht efl u sh i n g
sequence.

As the circulating
oil cannotby-passthe bottomtank,thewholeoilcontentshould
partakein the flushing.

Du ri n gth efl u sh i n gth

, e o i lshouldbe heatedto 60- 65' Candcir culated
usingthe
fullcapacityof the pumpto ensurethatall protective agentsinsidethe pipesand
comDonents are removed.

It is essential flowin the pipes

to obtainan oil velocitywhichcausesa turbulent
thatare beingflushed.

Turbulentflowis obtainedwitha Reynoldnumberof 3000and above.

VxD
Re= - x1000,where
V

R" = R e yn o l dn u mb e r
V = Averageflowvelocity(m/s)
\,/ = Kinematic viscosity(cSt)
D = P i p ei n n e rd i a m e t e(rm m )

P a g e2 ( 11 ) When referring to this page, please quote Operation 708-04 Edition 0002
MAN B&W DieselA/S
 IIAN
E!&t\t
Maintenance
of the Circulating
Oil 708-04

The preheating can be carriedout,for instance,

by fillingthe waterside
of the cir-
culating
oil cooler(betweenthe valves beforeandafterthecooler)withfreshwater
andthenleadingsteamintothisspace.Duringthe processthe deaerating pipe
mustbe open,andthe amountof steamheldat sucha levelthatthe pressurein
the cooleris keptlow.

In orderto obtaina representative controlof the cleanliness

of the oil systemdur-
i n gfl u sh i n g" ,co n trobl a g s "ar eused( e.g.100mm wideby 400m m long,butw i th
an areaof notlessthan1000cm2,and madefrom0.050mmfiltergauze).Propos-
als for checkbaghousingsare shownon Plate70822.

To ensurecleanlinessof the oil systemafterthefilter,two bagsare placedin the

system,oneat theendof the mainlub.oil linefor thetelescopic pipes,andoneat
the endof the mainlub.oil linefor the bearings.

To ensurecleanliness of the oil itself,anotherbagis fed withcirculating

oilfroma
connection stubon the underside partof the mainpipebetweencir-
of a horizontal
culatingoil pumpand mainfilter.This bagshouldbe fittedto the end of a 25 mm
plastichoseand hungin the crankcase.

At intervalsof approx.two hours,the bagsare examinedfor retainedparticles,

whereafter theyarecleanedandsuspended again,withoutdisturbing
the oilcircu-
lationin the mainsystem.

Theoilflowthroughthe"controlbags"shouldbe sufficient to ensurethattheyare

continuously filledwithoil.The correctflow is obtainedby restrictions
on the bag
s u p p l yp i p e s.
The max.recommended pressuredifferential
acrossthe checkbagis 1 bar,or in
accordancewithinformation
fromthe checkbagsupplier.

On conditionthatthe oil has beencirculatedwiththe fullcapacityof the main

pump,the oil and systemcleanliness is judgedsufficientwhen,for two hours,no
abrasiveparticleshave been collected.

As a supplement, andfor reference duringlaterinspections, we recommend that

in parallelto usingthe checkbag, the cleanlinessof the lub.oil is checkedby par-
ticlecounting, in orderto findparticleconcentration, sizeandtypeof impurities.
Whenusingparticlecounting, flushingshouldnotbe accepted as beingcomplete
untilthe cleanliness is foundto be withinthe rangein ISO4406level< 19115 (cor-
responding to NAS 1638,Class10).
In orderto improvethe cleanliness,it is recommended
thatthe circulating
oil cen-
trifugesarein operationduringthe flushingprocedure.
The centrifugepreheaters
oughtto be usedto keepthe oil heatedto the properlevel.

,n; lf the centrifugesare used without the circulatingoil pumps running,

II'o
then they will onlydraw relativelycleanoil, because,on accountof low
oil velocity, the particles will be able to settle at different places within
the svstem.

When referring to this page, please quote Operation 708-04 Edition 0002 P a g e3 ( 11 )
MAN B&W DieseltuS
708-04 Maintenance
of the Girculating
Oil IIAN
Et&utt

A portablevibratoror hammershouldbe usedon the outsideof the lub.oil pipes

duringflushingin orderto loosenanyimpurities
in the pipingsystem.Thevibrator
is to be movedone metreat leastevery10 minutesin ordernotto riskfatiguefail-
ure si n p i p i n ga n dw e l d s.

A flushinglog,see Plate70823,is to be usedduringflushingandfor laterrefer-

e n ce .
As a largeamountofforeignparticles
anddirtwillnormally settleinthebottomtank
duringandafterthe flushing(lowflowvelocity),
it is recommended thatthe oil in
the bottomtankis pumpedto a separatetankvia a 10 pm filter,andthenthe bot-
tomtankis againcleanedmanually. The oilshouldbe returned to thetankviathe
10 p m fi l te r.

lf thisbottomtankcleaningis notcarriedout,blocking
up of thefilterscanfrequent-
ly occurduringthefirstserviceperiod,becausesettledparticles canbe dispersed
ag a i n :

a. dueto the oil temperature beinghigherthanthat

d u ri n gfl u sh i n g ,
b. dueto actualenginevibrations,
andshipmovements
in
heavyseas.
lmportant:Whenonly a visual inspectionof the lub. oil is carriedout, it is
importantto realisethat the smallestparticlesizewhich is detectableby the
h u ma ne ye i s a p p ro x.0 .04m m .

Duringrunningof the engine,the lub.oil filmthicknessin the bearingsbecomes

as lowas 0.005mm or evenlower.Consequently, visualinspection of the oilcan-
nol protectthe bearingsfromingressof harmfulparticles. lt is recommended to in'
spectthe lub.oil in accordance
with ISO 4406.

3. Circulating Oil Treatment

3.1 General
Circulating oil cleaning,duringengineoperation,
is carriedout by meansof an in-
and possiblyby-passfilter,if installed,
lineoilfilter,the centrifuges, as illustrated
on Plate70818.

about0.1g/BHPhof cir culating

T h ee n g i n ea s su chco n sum es lub.oil,whichm us t
fo r
be co mp e n sa te d b y a ddingnewlub.oil.
It is thiscontinuousand necessary
refreshingof the oilthatwillcontrolthe TBN
andviscosity on an acceptable levelas a resultof thefactthatthe oil
equilibrium
consumedis withelevatedfiguresand the newoil suppliedhasstandarddata.

Inorderto obtaineffective in thecentrifuges,

separation it is important
thattheflow
rateandthetemperature areadjustedto theiroptimum,
as described in thefollow-
inq.

P a g e4 ( 11 ) When referring to this page, please quote Operation 708-04 Edition 0002
MAN B&W DieseltuS
 }IAN
El&ult
Maintenance
of the Circulating
Oil 708-04

3.2 The CentrifugingProcess

Efficient that- providedthe through-put
oil cleaningrelieson the principle is ade-
quateand the treatmentis effective- an equilibriumconditioncan be reached,
wheretheenginecontamination rateis balanced by thecentrifuge
separation rate
io'

Contaminantquantityadded to the oil per hour = contaminantquantityremovedby

the centrifugeper hour.

It is the purposeof the centrifuging

processto ensurethatthisequilibrium
condi-
tionis reached, withthe oil insolubles
contentbeingas low as possible.
Sincethe cleaningefficiencyof the centrifuge
is largelydependent
upontheflow-
rate,it is veryimportant
thatthisis optimised.
The aboveconsiderations
arefurtherexplained
in thefollowing.

3.3 The SystemVolume,in Relationto the CentrifugingProcess

As mentioned above,a centrifuge
workingon a chargeof oilwill,in principle,
after
a certaintime,removean amountof contaminationmaterialper hourwhichis
equaltotheamountof contaminationmaterialproduced by theenginein thesame
spanof time.
Thismeansthatthe system(engine,oil andcentrifuges)is in equilibrium
at a cer-
tainlevelof oil contamination
(Peq)whichis usuallymeasuredas pentaneinsolu-
bl e s%.
In a smalloil system(smallvol- Pentaneinsolubles
% Fig. 1
ume ),th ee q u i l i b ri ulm
e velwill
be reachedsoonerthanin a
largesystem(Fig.1)- butthefi-
nal contamination levelwill be
the samefor bothsystems- be-
causein thisrespectthe system
oil actsonlyas a carrierof con-
tamination material.

A centrifugecan be operatedat
greatlyvaryingflow rates(Q).

Practical experience has revealed Pentaneinsolubles

% Fig.2
thatthe contentof pentaneinsolu- centrifuge)
bles,beforeandafterthe centrifuge,
is relatedto theflowrateas shownin
Fi g .2 .

Fig.2 illustrates
thatthe amountof
pentaneinsolubles removedwillde-
creasewithrisinqQ.

100%

When referring to this page, please quote Operation 708-04 Edition 0002 P a g e5 ( 11 )
MAN B&W DieselA/S
708-04 Maintenance
of the CirculatingOil 1l'Ah|
El&Ult

It can be seenthat:

a. At lowQ, onlya smallporlionof theoilis passingthecentrifuge/hour,

but
is beingcleanedeffectively.
b. At highQ, a largequantityof oil is passingthe centrifuge/hour,
butthe
cleaninois lesseffective.
Thus,bycorrectly theflow Pentaneinsolubles
adjusting equilibrium
level% Fig. 3
rate,an optimalequilibriumclean-
ing levelcan be obtained(Fig.3).

T h i smi n i mu m
co n ta mi nation
level
is obtainedby employing a suitable
flowratethatis onlya fractionof the
statedmaximumcapacityof the
centrifuge(seethe centrifugeman- Q optimum
ual).

3.4 GuidanceFlow Rates

The abilityof the systemoil to "carry"contamination
productsis expressedby its
detergency/dispersancy level.
Thismeansthata givencontentof contamination - for instance1"hpentaneinsol-
- oil,be presentas smaller,butmorenumerous
ubles will,in a detergent pafticles
thanin a straightoil.

the particles
Fu.rthermore, in the detergent
oil willbe surrounded by additives,
whichresultsin a specificgravityvery closeto that of the oil itself,therebyham-
peringparticlesettlingin the centrifuge.

Thisinfluences the oositionof the Pentaneinsolubles level%

eouilibrium
mi n i mu mi n F i g .3 ,a s i l l u s tr ated
in Fig.4
Fig.4.

As can be seen,the equilibrium lev-

el i n a d e te rg e noti lw i l lb e higher Straightmineraloil
thanin a straightoil,andthe opti-
mumflowratewillbe lower.
lrl
However, sincethe mostimportant Qo Q, ffo
factoris the particlesize(riskof
scratching andwearof the bearingjournals),the above-mentioned in
difference
equilibrium levelsis of relatively
minorimportance, guidance
andthefollowing fig-
urescan be used:

l n g e n e ra l ,
a. the optimumcentrifuge flowratefor a detergent
o/ is about
20-25%of the maximumcentrifugecapacity,
b. whereas,for a straiqhtoil,it is about50-60%.

P a g e6 ( 11 ) When referring to this page, please quote Operation 708-04 Edition 0002
MAN B&W DieselA/S
 Maintenance
of the CirculatingOil 708-04

c. Thismeansthatfor mostsystemoilsof today,whichincorporate

a certaindetergency,
the optimumwillbe at about3O-40"/"
of the
maximumcentrifuge capacity.
Thepreheatingtemperature
shouldbe about80"C.

4. Oil Deterioration
4.1 General
Oilseldomlosesitsabilityto lubricate,
i.e.to forman oilfilmwhichreduces
friction,
but it can becomecorrosive.

the bearingjournalscan be attacked,

lf thishappens, suchthattheirsurfacesbe-
cometoo rough,andtherebycausewipingof the whitemetal.
In suchcases,notonlymustthe bearingmetalbe renewed,butalsothejournals
(silverywhitefromadheringwhitemetal)will haveto be re-polished.

Lubricating
oil corrosiveness
is eitherdueto advancedoxidation
of the oil itself
(TotalAcidNumber,TAN)or to the presenceof inorganic
acids(StrongAcid
Number,SAN).See furtheron in this Section.

ln bothcasesthe presenceof waterwillmultiplythe effect,especially

an influxof
sea water.

4.2 Oxidationof Oils

At normalservicetemperature the rateof oxidationis insignificant,
butthefollow-
ing threefactorswill acceleratethe process:
4.2.A HighTemperature
The temperature
levelwillgenerally
increaseif the coolersare noteffective.
Localhigh-temperature
areaswillarisein pistons,if circulation
is notcontinued
for
about15 minutesafterstoppingthe engine.
preheaters,
The samewilloccurin electrical if circulation
is notcontinued for 5
minutesafterthe heatinghasbeenstopped,or if the heateris onlypartlyfilledwith
oil (insufficient
venting).
4.2.8 Alr Admixture
Goodventingof the bottomtankshouldbe arranged.

Thetotaloilquantity shouldbe suchthatit is notcirculated

morethanabout15-18
timesper hour.Thisensuresthatsufficient timeexistsfor deaeration
duringthe
periodof "rest"in the bottomtank.

It is importantthat the whole oil contenttakes part in the circulation,i.e.

stagnantoil should be avoided.

When referring to this page, please quote Operation 708-04 Edition 0002 Page 7 (t 1)
MAN B&W DieselA/S
708-04 of the Circulating
Maintenance Oil IIAN
El&ult

4 . 2 . C CatalyticAction
Oxidation willbe considerably if oxidation
accelerated arepresentin the
catalysts
oil.

In thisrespect,wearparticles bad,butalsoferrouswear
of copperareespecially
particlesand rustare active.

lacquerandvarnish-like
In addition, products
oxidation of the oil itselfhavean ac-
celeratingeffect.Therefore, cleaningis impoftant
continuous to keepthe"sludge"
contentlow.

As waterwillevaporate fromthewarmoil in the bottomtank,andcondense onthe

tankceiling,rustis aptto develophereandfallintothe oil,therebytendingto ac-
celerateoxidation.Thisis the reasonfor advocating
themeasures mentionin Sec-
tion702-01,concerning cleaningand rustprevention.

4.3 Signs of Deterioration

becomesgrave,promptactionis necessary
lf oxidation becausethefinalstages
of deterioration veryquickly,i.e.withinoneor two
can developand accelerate
weeks.
Evenif thisseldomhappens,it is prudentto be acquainted
withthefollowing
signs
whichmay occursinglyor in combinations.
of deterioration,
o The sludgeprecipitationin the centrifuge
multiplies.
r The smellof the oil becomesbad (acridor pungent).
o Machinedsurfacesin crankcasebecomecoffee-brown
(thinlayerof lacquer).
o Paintin crankcase peelsoff,or blisters.
o Excessive
carbondeposits(coke)areformedin pistoncoolingchambers.
ln seriouscasesof oil deterioration,the systemshouldbe cleanedandflushed
thoroughly,beforefreshoil is filledintoit.

4.4 Waterin the Oil

Watercontaminationof the circulatinooil should alwavsbe avoided.

The presenceof water,especially

saltwater,will:
o accelerate oil oxidation(tendto formorganicand inorganic
acids)
o tendto corrodemachinedsudacesandtherebyincrease the roughness
of bearingjournalsand pistonrods,etc. (seee.g.Section708-01).
o tendto formtin-oxideon whitemetal(seeSectron708-01).
In addition,
freshwater
contamination for bacteriolog-
canenhancethe conditions
icalattack.

P a g eB ( 11 ) When referring to this page, please quote Operation 708-04 Edition 0002
MAN B&W DieselA/S
 I'AN
B&U\t
Maintenance
of the CirculatingOil 708-04

Foralkalineoils,a minorincreasein thefreshwater contentis notimmediatelydet-

ri me n taal ,s l o n ga s th e e ngineis r unning,
although
it should,as quickly
as pos s i -
ble,be reducedagainto below0.2/" walercontent.

lf theengineis stoppedwithexcesswaterin theoil,thenonceeveryhour,it should

be turneda littlemorethan 1/2revolution(tostopin different
positions),
whilethe
oilcirculation
andcentrifuging(atpreheating temperature) continue
to removethe
water.Thisis particularly
importantin the caseof seawateringress.
Waterin the oil maybe notedby "dew"formation
on the sightglasses,or by a
milkyappearanceof the oil.

Its presencecan alsobe ascertainedby heatinga pieceof glass,or a soldering

iron,to 200-300'Cand immersingit in an oil sample.lf thereis a hissingsound,
wateris present.

lf a largequantityof (sea)waterhasenteredthe oil system,it maybe profitable

to
suckup sedimentedwaterfrom the bottomof the tank.Tastethe waterfor salt.

In extremecasesit may be necessaryto removethe oil/watermixture,and clean

and/orflushthe system,beforefillingup againwiththecleanedoil,or the newoil.

4.5 Checkon Oil Condition

As described
in items4.3 and 4.4,the on boardsurveillance
of oil condition
in-
volveskeepinga checkon:
o alterations
in separatedsludgeamount
. appearance and smellof the oil
o "dew"on sightglasses
r lacquerformationon machinedsurfaces
o paintpeelingand/orblistering
r "hissing"
test
o carbondepositsin pistoncrown.
In additionto the above,oil samplesshouldbe sentashorefor analysisat least
everythreemonths.Thesamplesshouldbetakenwhiletheengineis running, and
froma testcockon a mainpipethroughwhichthe oil is circulating.

Kitsfor rapidon-boardanalysesare available

fromthe oil suppliers.
However,
suchkitscan onlybe consideredas supplementary and shouldnot replacelabo-
ratoryanalyses.

When referring to this page, please quote Operation 708-04 Edition 0002 P a g e9 ( 11 )
MAN B&W DieseltuS
708-04 Maintenance
of the Circulating
Oil lrlAN
B&l^t

5. Circulating Oil: Analyses & Characteristic Properties

Used-oilanalysisis mostoftencarriedoutat oilcompanylaboratories.
lt is normal
servicefortheseto remarkupontheoilcondition, basedupontheanalysis results.
The reportusuallycoversthe followingcharacteristics:
',
. ': . :- ", , .N:ti,Ili;r.,:
t ir:1,1.1
rl
- : ::t . " .. ... . .
'i"i.:
, :.'..r'.-
,: *' .' ;, i.
,- . 1.:.^", ' . " : a :" l
i,
"J1.::it
..
OilType Alkalinedetergent(for2-strokeengines)
SpecificGravity Usually0.90-0.98.Mainlyusedfor identification
of the x5"/o
oil. (of initial value)
Viscosity The viscosityincreaseswith oil oxidation,and also by
max. + 447"
contamination with cylinderoil, heavyfuel,or water.A
min.-15%
decreasein the viscositymay be due to dilutionwithdie-
(of initialvalue)
seloil.
FlashPoint Lowesttemperatureat whichthe oil givesoff a combus-
(opencup) tiblevapour.Givesan indicationof possiblefuel oil con- m i n .1 8 0 " C
tamination.
TAN This expressesthe total contentof organicand inor-
(TotalAcid Number) ganicacidsin the oil.Organic(orweak)acidsare dueto max.2
oxidation.TAN = SAN + Weak acid number.
SAN Thisexpresses the amountof inorganic(orstrong)acids
(StrongAcid in the oil.Theseare usuallysulphuricacidfromthe
Number) combustion chamber,or hydrochloricacidarisingfrom
sea water (oughtto be statedin the analysis).SAN
makesthe oil corrosive(especiallyif wateris present)
and shouldbe zero.
Alkalinity/TBN Givesthe alkalinitylevelin oilscontainingacidneutraliz- max.+ 1O0%
(TotalBase Number) ing additives. min.-30%
(of initialvalues)
Water Riskyif TANand SAN are high.Sea waterhas a higher fresh:0.2%
corrosiveeffectthan fresh water (0.5%f. shortperi-
(seepreviouspoint 4.4). ods)Saline:trace
ConradsenCarbon Residuefrom incompletecombustion,
or crackedlubri-
max. + 3%
catingand cylinderoil.
Ash Someadditivesleaveash,whichmaytherebybe used
to indicatethe amountof additivesin the oil.The ash
can also consistof wear particles,sand and rust.The max. + 2/o
ash contentof a used oil can only be evaluatedby com-
parisonwiththe ash contentof the unusedoil.
Insolubles Usuallystatedas pentane/heptane and benzeneinsolu- Non-coagulated
bles.The amountof insolubleingredientsin the oil is Dentaneinsolu-
checkedas follows:Equalpartsof the oil sampleare b l e sm a x . 2 %
dilutedwithbenzene(CoHo) and normalpentane(CsHrz)
or heptane(CzHr+). As oxidizedoil (lacquerand varnish-
likecomponents) is only solublein benzene,and not in
pentaneor heptane,the differencein the amountof Non-coagulated
insolublesis indicative The benzeneinsolubles
of the degreeof oil oxidation.
benzeneinsolubles are the solidcontaminants. max. 1o/o

The abovelimitingvaluesare given for reference gutdancepurposesonly

P a g e1 0 ( 11 ) When referring to this page, please quote Operation 708-04 Edition 0002
MAN B&W DieselAJS
 Maintenance
of the Circulating
Oil 708-04

The assessment of oil condition

canseldombe basedon the valueof a singlepa-
rameter,i.e.it is usuallyimportant,and necessary,
to basethe evaluation on the
overallanalysisspecification.

Forqualified advice,we recommend withthe oil companyor engine

consultation
bu i l d e r.

6. Cfeaning of Drain Oil from Piston Rod Stuffing Boxes (Plate70824)

The oilwhichis drainedofffromthe pistonrodstuffingboxesis mainlycirculating

oil withan admixtureof partly-used
cylinderoil and,as such,it containssludge
fromthe scavenge air space.In general,thisoil can be re-usedif thoroughly
cleaned.
Plate70824showsthe cleaninginstallations.
(Option)

The drainoil is collected

in tankNo. 1. Whenthe tankis nearlyfull,theoil is trans-
ferred,via the centrifuge,
to tankNo.2, andthereafter,via the centrifuge, recircu-
lateda numberof times.

Whencentrifuging the stuffingbox drainoil,theflow-rateshouldbe decreased to

about507"of whatis normallyusedfor the circulatingoil,andthe preheating tem-
peratureraisedto about90'C. This is because,in general,the drainoil is a little
moreviscousthanthe circulating oil,and alsobecausepartof the contamination
productsconsistof oxidizedcylinderoil,witha specificgravitywhichdoesnotdif-
fer muchfromthatof the circulatingoil itself.
Water-washing shouldonlybe carriedout if recommended by the oil supplier.
Finally,the centrifuged
oil,in tankNo.2, shouldbe filtereda numberof times
throughthe cellulosefinefilter,at a temperature
of 60-80'C.
Thiswillremoveanyveryfinesootand oxidation productsnottakenout by the
centrifuging,
andthusmakethe oilsuitablefor returning
to thecirculating
system.
Providedthat the circulatingoil is an alkalinedetergenttype,it is not necessaryto
analyseeachchargeof cleaneddrainoil beforeit is returned to the system.Reg-
ularsamplingandanalysisof the circulating oil and drainoil willbe sufficient.
lf, however,Ihecirculatingoil is not alkaline,all the cleaneddrainoil shouldbe
checkedfor acidity,for instanceby meansof an analysiskit,beforeit is returned
to the system.

The "totalacidnumber"(TAN)shouldnot exceed2. Seealso ltem 5, 'Circulating

Oil: Analyses& CharacteristicProperties'5
lf the TAN exceeds2, the particular
chargeof drainoil shouldbe disposedof.

When referring to this page, please quote Operation 708-04 Edition 0002 P a g e1 1 ( 1 1 )
MAN B&W DieselA/S
 TurbochargerLubrication 708,05

1. MAN B&W T/C,SystemDetails (Ptate

70s23)
The lub.oilsystemfor the MANB&Wtypeof turbocharger
is shownseparately
on
Plate 70823.

The systemis suppliedfromthe mainlub.oil system,via inlet,U.

See also Plate 70818.

Theoil is discharged to the mainlub.oil bottomtankvia outlet,AB.Thedischarge

lineis connected to the ventingpipe,E, whichleadsto the deck.
See also Plate 70817.
ln caseof failinglub.oil supplyfromthe mainlub.oilsystem,e.g.dueto a power
black-outor defectsin the system,the enginewillstopdueto shut-down.Lubrica-
tionof theturbocharger bearingsis ensuredby a separatetank.
Thetankis mountedon top of the turbocharger, and is ableto supplylub.oil until
the rotoris at a standstill,
or untilthe lub.oilsupplyis re-established.

2. METTiC,SystemDetails
The METturborchargers are alsolubricated via the mainlub.oil system.Seede-
lub.
scriptionof turbocharger oilsystem in ltem 1 'MANB&WT/C, SystemDetails'.

3. BBC T/C, System Details

TheBBC/ABB turbochargers
aredesignedeitherwith
an integrated
lub.oilsystem
or witha similarsystemas MBDTC. Pleasereferto the relevantBBC/ABB-instruc-
ti o nma n u a l .

When referring to this page, please quote Operation 708-05 Edition 0001 Page 1 (1)
MAN B&W DieselA/S
 SeparateCamshaftLub. Oil System(option)
I,|AN
(Engines 708-06
Er&v\t withoutUni-LubeSystem)

1. System Details (Plate70826)

To preventthe circulating
oil in the crankcasefrombeingcontaminatedwithfuel,
the engineis provided
witha separate forcedlubrication
systemwhichsuppliesoil
to the camshaftbearings,rollerguidesand hydraulicallyoperatedexhaustvalves.
Thisoil is takenfroma specialtankby one of the two circulating
pumps,and is
thenpassedthrougha coolerand a fullflowfilter.

The absolutefinenessof the fullflowfiltershouldbe 50 pm (0.05mm),corre-

spondingto a nominalfinenessof 30 pm at a retaining rateof 90%.
Fromthe bearingsand rollerguides,the oil drainsto the bottomof the bearing
housings,wherea suitableoil levelis maintained
to lubricate
the runningsudaces
of the cams.

1. The lub.oil is drainedbackto the tankthrougha magneticfilter.

2. Thecleaningof thecamshaftoil is doneby the by-passfinefilterunitwhichis
connected to thecamshaftlub.oiltank.The lub.oil is drawnfromthe bottom
of the tankby a screwpumpand is returnedto the tankthrougha finefilter.
Forcheckof the by-passfiltrationsystem,startthe screwpumpandcheckthe
pressure dropacrossthefinefilter.Normalpressure dropis 0.8bar.When1.8
bar is reached,thefiltercartridgeshouldbe replacedand discarded.
The systemis fittedwithpressure-switches, whichareactivatedat lowoil pressure
for signalto an alarmdeviceandfor automatic startof the stand-bypump.

1.1 PressureAdjustment
The oil pressureis adjustedin the followingway:

1. Openthe valvesin the systemand startcirculating

pumpNo. 1.
2. Checkthatthe oil circulates
andthatthereis sufficient
oil in the tank.
3. Setthe pumpby-passvalveto openat the maximumworkingpressure of the
pump- not,however,higherthan4 bar.Adjustin steps(whilea valvein the
pressurepipingis slowlyclosedand opened)untilthe pressure,
withclosed
valve,hasthe above-mentioned value.
Makethe sameadjustment pumpNo.2.
withcirculating
4, In somecases,the pumpcapacitycanbe so largethatproblems canarisein
g e o i lq u i cklyenoughoutof the r ollerguidehousing.
d ra i n i n th
It maytherefore
becomenecessary to reducethe spring-pressure
on the
pumpby-passvalve,so thatthe surpluscapacityflowsbackto the tank.

When referring to this page, please quote Operation 708-06 Edition 0001 Page 1 (3)
MAN B&W DieselA/S
 SeparateCamshaftLub. Oil System (option)
708-06
(Engines
withoutUni-LubeSystem)

2. Camshaftoil

l,fi The camshaftoit also operatesthe hydraulicexhaustvalves

t_ij
The sameoil as in the enginecirculating
systemis normallyused.

H.D.oils,as usedin auxiliaryengines,mayalsobe employed.

2 . 1 Fuel Contamination
Regularly checkthe camshaftlub.oil for fuelcontamination,
andchangeit if the
fuel contentexceeds107".

Checkingis recommended
at intervals
of max.threemonths.
The dilutionwillbe indicated
by:
o increasing oil levelin the tank;
o sme l o
l f th eo i l :
o increasingoilviscosity(inthe caseof HFOcontamination)
It canalsobe "measured" by a flash-point
test,butthiscanonlybe doneashore.

2.2 WaterContamination
Alsoregularly
checkthe oil for watercontamination.

Wateringressis indicated
by:
1. Increased
levelin the oil tank
2. Discolouration
of the lub.oil
3. Sudden(momentary) increaseof pressuredifferential
across
the by-passfilter.
Thewaterwillspoilthe by-passfiltercartridge.
Consequently,thewaterhasto be
removedfromthe oil by meansof centrifuging, is replaced.
beforethe cartridge

Beforethe oil is returned to the system, it should be checkedfor possi-

ble fuel oil content.

2.3 FlushingProcedure,SeparateCamshaftLub. Oil System Plate70827

In principle,
theflushingprocedure for the mainlub.oilsystemis used(see'Main-
tenanceof the lubricatingoil', ltem 2.2 'Flushingprocedure'),with the following
modifications:

1. The standard 50 micronfilterbasketshouldbe eitherexchangedwitha 6-10

micronfilterbasket,or additional
6-10micronfiltermaterial
shouldbe inserted
insidethefilterbasket.
2. p e m o v e n n c i n s n e q t i O nh O l eC O V e O
r n e a C h C a m s h a f tr o l l e rn r r i d eh o r r s i n o

Page2 (3) When referring to this page, please quote Operation 708-06 Edition 0001
MAN B&W DieselAJS
 SeparateCamshaftLub. Oil Syst€m (option)
1l|AN
(Engines 708-06
Et&t\t withoutUni-LubeSystem)

3. Removethe lub.oil inletpipesectionsto all camshaftrollerguidehousings,

(seediagram,Plate70827),and inspectinternalcleanliness of all opened
p i p e s.
4. Connecta flexiblehosewitha valveto theopenendof thelub.oilpipeat point
(B)of eachcylinderunit,and suspendthe flexiblehosethroughthe openin-
spectionholeintothe corresponding camshaftoil pan.
5. In orderto monitorthe cleanliness
of the systemwhilethe flushingis in
progress, a 50 microncheckbagmay be fittedto the end of the flexiblehose
in the outmostcylinderunit.
Regarding
recommended
designof the checkbaghousing,seePlate70822.
6. To improvethe cleanliness, it is recommended (fine
to operatethe CJC-filter
filter)or an additional6-10 pm filter,see Plate70827.
7. the lub.oil pipeblankflangesat pointsY & z, otherpossible
Afterflushing,
"blindends"andthe camshaftlub.oiltankshouldbe openedfor inspection
and manualcleaning.
Flushing
log,seePlate70823,is to be usedduringflushingandforlaterreference.

When referring to this page, please quote Operation 708-06 Edition 0001 Page3 (3)
MAN B&W DieselA/S
 CamshaftLubricationfor Engines
708-07
with Uni-LubeSystem

1. System details (Plate70825)

Thecamshaft bearings andthefuelandexhaustrollerguidesarelubricated
bythe
m a i nl u b .o i l p u mp s.

The exhaustvalveactuatorsalsoreceiveoil fromthe mainlub.oil system.

Boosterpumpsare installedin orderto increasethe oil inletpressure.

Fromthe bearings, rollerguidesandexhaustvalveactuators, theoil drainsto the

bottomof the bearinghousings,wherea suitableoillevelis maintainedto lubricate
therunningsurfacesof the cams.Fromhere,the lub.oil is drainedbackto the bot-
tom tank.

2. Pressure Adjustment
1. S ta rtth e ma i nl u b .o i l pumpsandboosterpumpNo. 1.
2. Setthe pumpby-passvalveto openat the maximumworkingpressure
of the
pump- not,however,below3 bar.
Adjustin steps(whilethe outletvalveis slowlyclosedand opened)untilthe
pressure, withclosedvalve,hasthe above-mentioned value.
AdjustboosterpumpNo.2, usingthe samemethod.
3 . Adjustthe pressurecontrolvalvefittedat the end of the inletpipe,so as to
obtainthe pressureindicatedin Chapter701,pos.357.
4. Whenthe engineis running,it may becomenecessary the pres-
to readjust
surecontrolvalve,to maintainthe requiredpressure.

3. FlushingProcedure

Follow these instructionstogetherwith the instructionsgiven in 'Mainte-

nance of the circulatingoil', ltem 2.2 'Flushingprocedure'.

1. Removethe inspection
holecoverof eachcamshaftrollerguidesection.
2 . Removethe oil inletpipesto all camshaftrollerguidesectionsandexhaust
valveactuators,see Plate70827.Also blankoff to governordrive/starting
air
etc.lnspectinternalcleanliness
distributor, of all openedpipes.
3 . Connecta flexiblehosewitha valveto the openend of the lub.oil pipesat
point(B) of eachcylinderunit.See alsoPlate70827.
4. Suspendthe flexiblehosesthroughthe openinspection
holeintothe corre-
so o n d i n ca
o msh a ft
section.

When referring to this page, please quote Operation 708-07 Edition 0001 Page 1 (2)
MAN B&W DieselA/S
 CamshaftLubricationfor Engines
708-07 r'tA1{
with Uni-LubeSystem EI&Uv

5. K e e pth e b o o stepr u mpsr unningdur ingtheflushing

pr ocedur e.
6. l n o rd e rto mo n i toth
r ecleanliness
of thesystemwhiletheflushingis in
progress, a 50 microncheckbagmaybe fittedto the endof theflexiblehoses
in the outmostcylinderunit.
Regardingrecommendeddesign of the checkbaghousing,see Plate 70822.
7. Afterflushing,openthe lub.oil blankflangesand anyotherpossible"blind
e n d s"fo r i n sp e cti oand
n m anualcleaning.
8. Usetheflushinglog,Plate70823,duringflushingandfor laterreference.

Page 2 (2) When referring to this page, please quote Operation 708-07 Edition 0001
MAN B&W DieselFVS
 },|AN
Et&urt Ma i n B e a ri ng,Thick Shell Design Plate70801

A-A
(BoreRelief)

W
N
B-B
(Tang.Run-out)

Enginetypeswiththickshellmain bearingassemblies:

S/1(L5OME/MC

S/KL6OME/MC

S/IVLTOME/MC

S/I(L8OME/MC

KLgOME/MC

When referring to this page, please quote Operation Plate 70801, Edition 0002
MAN B&W DieselA/S
Plate7O8O2 MainBearing,Thin ShellDesign /-*3|
A-A
(BoreRelief)

m
B-B
N
(Tang.Run-out)

Enginetypeswith thin shellmain bearingassemblies:

546MC-C

S5OME-CiMC-C

560ME-C/MC-C

STOME-C/MC-C

KsOME-C/MC-C

S9OME-C/MC-C

K9O-98ME-CIMC-C

When referring to this page, please quote Operation Plate 70802, Edition 0002
MAN B&W DieselA/S
 CrossheadBearing Plate70803

A-A
(OilWedge)

Extentof oilwedgesin crosshead

bearinglowershell

EngineType Extent L (mm) *

S46MC-C 10

SiKiLsOME/MC 15

S5OME-C/MC 10
S/K/L6OME/MC IJ

S/K/L7OME/MC t3

S/K/L8OME/MC 15

KBOME-C/MC-C t5

K/LgOME/MC 18

K90-98ME.C/MC-C .18

* On each side of the axialoil groove

When referring to this p7ge, please quote Operation Plate 70803, Edition 0002
MAN B&W DieselA/S
 I,IAN
Pfate 7O8O4 CrankpinBearing Et&ult

B-B
(Tang.Run-out)

A-A
(BoreRelief)

m
N

When referring to this page, please quote Operation Plate 70804, Edition 0001
MAN B&W DieselAJS
 MainBearingAssemblies Plate70805

F i o .1 T h i ckS h e l l

F i g .2 T h i nS h e l l

When referring to this page, please quote Operation Plate 70805, Edition 0001
MAN B&W DieselAJS
Plate 70806 GuideShoesand Strips

ffi--
N'

II

]L
*
@
II
T1
T
l_t
\U-/

B-B

AA

When referring to this page, please quote Operation Plate 70806, Edition 0001
MAN B&W DieselfuS
 ThrustBearingAssembly Plate 7O8O7

When referring to this page, please quote Operation Plate 70807, Edition 0001
MAN B&W DieselA/S
Plate70808 CamshaftBearingAssemblies

Fig. 1 Two-ShellAssembly

Fig.2 One-Shell
Assembly

When referring to this page, please quote Operation Plate 70808, Edition 0002
MAN B&W DieselA/S
 Inspectionof Bearings
Recording
of Observations Plate70809

R e f e r e n c e st o V o l u m e l l . ' M a i n t e n a n c e '
I n s p e c t i o nw i t h o u t Open- upInspection
Bearing Type
Opening-up and Over haul
M a i nb e a r i n g 905 905
C r a n k p i nb e a r i n g 904 904
C r o s s h e a db e a r i n g 904 904
G u i d es h o e s 904
C r o s s h e a dg u i d e s 904
T hru stb e a ri n g 90s
Camshaftbearing 906 906

Recordingof Observations
UsetheInspection
Sheet,Plate70814. Forhelp,referto example,
Plate70813.
A. Inspection
withoutOpening-up
Statethefollowinginformation:
Date/ Signature / Enginerunninghours/ Type of inspectioni Bearingtype
(Plate70809,Table1)/ Bearingnumber/ Observation (Plate70812,Table3)/
Remarks/ Clearances.
B. Open-upInspection and Overhaul
Statethe followinginformation:
Datei Signature / Enginerunninghours/ Typeof inspection / Bearingtype
(Plate70809,Table1) / Bearingnumber/ Manufacturer's logo/ Damageto
(Plate70809,Table2) i Observation
(Plate70812,Table4) / Siteandextent
*
of damage(Plate70810-70811)I Remarks / Clearances/ Hydraulic
opening
pressure/ Roughness.
* The site and e)dentof the damageis determinedby:

1. The approx.centreof the damagedarea(seeexamplesl, ll and lll).

The axiallocation(l) of the centreshouldbe statedin (mm)from the aft end
of the bearingor the journal.
2. Theextentof the damagedefinedby a circlewithradius(r);or a rectangle
(a,
b) or (a, b, +l- c), (seeexamplesl, ll and lll).
Note:for isolatedcracks,illustration
lll is used,withthe measurement
b omitted.
T a b l e1 : Table2:
Bearing Type Damage
M a i nb e a r i n g Overlayer OL
C r a n k p i nB e a r i n g CRB W h i t eM e t a l WM
C r o s s h e a dB e a r i n g CHB Journal J
G u i d eS h o e s GS Pin P
C r o s s h e a dG u i d e s CG Transitions:
T h r u s tB e a r i n g TB O i lW e d g e OW
B o r eR e l i e f BR
CamshafB
t earing CSB T a n g .R u n - o u t TR
B a c ko f S h e l l BS

When referring to this page, please quote Operation Plate 708A9,Edition 0002
MAN B&W DieselA/S
 Inspectionof Bearings
Plate70810 Location
andSizeof Damagein BearingShells

Inspection
of bearings
(Locationof damageand size)

View from aft

; 1,,,;( o, b, tc) /

Xl 1X
-I- o -r Y
-T-
I'
yl IY

/-/h15',; L
/ 5 h 4 5 ' , ; 1 , ,; ( o , b ) /
I
_A

Uppershell
Y_Y

Lowershell

X_X

Centre
of damage

When referring to this page, please quote Operation Plate 70810, Edition 0002
MAN B&W DieselA/S
 AcceptanceCriteriafor Tin-Alumi nium Bearings
with Overlayer(Crosshead BearingLowerShells) Plate70811

lntermediate
Tin-Aluminium
Steel

E n g i n eT y p e Max.allowedexposure(mm2)
46MC 4400
5OMC/ME 4700
60MC/ME 5500
TOMC/ME 7000
BOMCiME 10300
90MC/ME 13000
9BMC/ME 15000

Table1. Maximumallowableexposureof the intermediate

laver

When referring to this page, please quote Operation Plate 70811 Edition 0002
MAN B&W DieselA/S
 Inspectionof Bearings
]l|AN
Pfate 70812 Location
of Damageon Pin/Journal El&l t

Crossheadpin
(Viewfrom aft)

Mainand crankbearingjournqls

(Viewfrom aft)

----=-/
journal
Mainbearing
O
i, 2 ') Crankpin bearinglournal

When referring to this p7ge, please quote Operation Plate 70812, Edition 0002
MAN B&W DieseltuS
 lnspectionof Bearings
/-*?\ Observations Plate70813

Table 3 Inspection without Opening-up (7.1)

Checks Symbol Observations

Oilflow OF OK,similarity
U Uneven
OilJets OJ OK, similarity
(Crosshead,Guidestrips) R Reduced
M Missing
TW Twisted
White Metal WM OK
bu Squeezedout
CR Cracks
L Loose
M Missing
CrossheadGuides CG OK
S; Scratches
co Corrosion
SW SilveryWhite
Oil Pan OP OK, clean
WM White metalfraoments
OilCondition OC OK
DK Dark
WT Watertraces

Table 4 Open-uplnspectionand Overhaul(7.21

Checks Symbol Observations Ref.
White Metal WM OK
W Wiping 7.3ll
HC Hard Contact 7.4
7.7
OS OilStarvation 7.5
CR Cracks t-l
cRc CrackCluster 7.1
L Loose 6.2
M Missing 7 . 48 , 6 . 1
SSE SparkErosion
co Corrosion
Overlayer OL OK 7.3|
(Crossheadonly) TE Tearing 7.3ll
W Wiping
Transitions: OK 7.7
OilWedge OW nrt RaggedRidges 7.7
Bore Relief BR W Wiping 7.10Bll
Tang.Run-out TR D Disappeared
Journal/Pin JIP OK
S; SparkErosion 6.2
CO Corrosion 7 . 4 8 ,6 . 1
o. l
SW SilveryWhite 7 . 4 ,7 . 1 1
5t Scratches
Backof Shell BS OK
; Fretting 7.4
TH Trappedhard Particles 7.4

When referring to this page, please quote Operation Plate 70813, Edition 0002
MAN B&W DieselA/S
 Inspectionof Bearings
l|AN
Plate 70814 lnspection
Records,Example Et&v\t

M^/ E n g i n et y p e : C W / C C W 1 ) R u n n i n gh o u r s C h e c k e db y : 4)
Total 4)
Yard: Builder: Engine
No.:
No.: B u i l ty e a r . Date: 4)

Journal/pin .E UJ

R o u g h n e s s3 ) \o (') -9
=. -
H y d r .o p e n . o
pressure Elo 'd
e r

tr\
q -1-
'f

o o n r.\
C
(g t- tt)
o
(u L [Jl f <

- LL t'1
o o /-i

S\

.-_\
t,

\ -{ *
6 iA .u)
l--1 --= x

-')
\c Y 6
o
O
c)
I Lr) r/l
-
=
a
tr\ -J] € ()o
\.o 7 ;
c ()
.€ d
-c
c
d 7
r
c)
-Yl
lt)
.a>
O 7 7 I
3
P
,,i9
;or
) t
c 7 J-
o
k L
.F d-
'- \J rr) ; *=
o
i E o \J ?cl

v
E L:

o
c)
f, 7 P.oB
7 ) Fl.,-E9
a CJ
*
U;:P

E b 3E
rl s-
^4 .z- <- EFHS
f I
@cFo
b'i5c
LN cA \\/
]_ o9
cO O (60)o)r
- 14
T. b--c.^
v .- Y'c
E - - J ^

L N L =
Type of
inspection2)
ct-? c'a C'l 3 -pi
g) l= o)
Ir\ c\ g..ti
cn - - ^ o , b g
.=.=!v
E n g i n er u n n i n g o o R =( . 1 c
d\:;
ii-

hours 6 6 EXyw
UU>L
L >.-
o rn 6 v-
O

Checkedby -7
z_ 2 1 3 c.t=
H
z Y-6^r

.o
n^+^ o-' {-ca
r r nl /r - u
UdLU
T i99=
_
.O- d\ _x' ='a6c

-NC9t

When referring to this page, please quote Operation Plate 70814, Edition 0002
MAN B&W DieseltuS
 Inspectionof Bearings
Inspection
Records,Blank Plate70815

MA/ E n g i n et y p e : C W / C C W 1 ) R u n n i n gh o u r s C h e c k e db y : 4)
Total 4)
Yard: Builder: Engine
No.:
No.: B u i l ty e a r : Date: 4)

Journal/pin
R o u g h n e s s3 )

H y d r .o p e n .
pressure

E
5
o)
()
c o
(U F
o
d
a)
() lJ-

0)
'=
J

o
o
f
o
LJ

c =
=
'If,
O
c nia
-!l

x
3 ,,;9
O ..n
O RE'
c (J xc
.F
o_ ; *=
o Xa,
o uc
a dt6ru

o icrr--o
-:s-EQ
P o 66
qPP6
6 3 PB
J
- -'=
-6tA!
--?oii
F =,- d

dooi
t r'r -c .^
v .- Y'c
\ = F J ^

L N L =
Type of R-o9
i n s p e c t i o n2 ) x :+c h
.jmiQ
. ; ' .v= ::
.= v
E n g i n er u n n i n g P
(U;- -
y=
= -

EXr'"
hours us>u
s o >.-

v - . \ L

C h e c k e db y V : P d \

R B orF
Y-n.\
E.!lc!
d\ .\ - U
gg9>.

When referring to this page, please quote Operation Plate 70815, Edition 0002
MAN B&W DieseltuS
 Report:CrankshaftDeflections
l,lAN
Plate70816 (Autolog) Et&w

M/V E n g i n et y p e : T o t a lr u n n i n g C h e c k e db y :
NOUTS
Builder: E n g i n eN o . :

Yard No.: B u i l ty e a r : Date:

For comparisonof S h i p sd r a u g h t a
, tt measured (m) F u l l yl o a d e d Ballasted (m)
measuremenlS (m)

J a c k e tc o o l i n gw a t e rt e m p . ('C) M a i nl u b .o i l t e m p . ('C)

F i g .1 F i g .2
Top
-J--L.- r* r -l-

-r-( ,-, Exhaust

side

I
I

For deflectionreadings,a dial micrometeris to be placed in gottom

t h e p u n c hm a r k s . Lookingforward
Closingof the crankthrowis regardedas negativedeflection

(Unitfor measuringand calculating:

1/100mm)

F i g .3 Cyl. No. and deflections

C r a n k p i np o s i t i o n
1 2 4 5 6 2

N e a r b o t t o m ,f u e l p u m p s i d e B1
F u e l p u m ps i d e C
Top T

Exhaustside *) E
Near bottom,exhaustside oz

* ) P o s i t i o n sC a n d E a r e i n c l u d e df o r r e f e r e n c ep u r p o s e s .

F i g .4 B o t t o m1 1 2( 8 1 + B ) = B

Vertical Deflections

Top-bottomor (T-B) = V

Forpermissible d e f l e c t i o n ss,e e P l a t e7 0 8 1 7. S e e a l s o l t e m 2 . 2 ' C h e c k i n qt h e D e f l e c t i o n s *

e a r l i e ri n t h i s C h a o t e r .

When referring to this page, please quote Operation Plate 70816, Edition 0002
MAN B&W DieselA/S
 },fAN
Et&ut CrankshaftDeflection.Limits Plate70817

Normallyobtainablefor a Realignment Absolutemaximum

new or recentlyover- recommended permissible
Type hauledengine
mm mm mm
1 2 1 2 ,|
2
s46MC-C o.23 0.46 0.62 0.69 0.93 0.93
KSOME/MC o.12 0.25 0.34 0.38 0.51 0.51
LsOME/MC o.17 0.34 0.45 0.51 0.68 0.68
SsOME/MC o.23 0.46 0.61 0.69 0.92 0.92
S50ME-C/MC-C o.23 o.47 0.62 0.70 0.94 0.94
K6OME/MC 0.15 0.31 0.41 0.46 0.62 0.62
L6OME/MC 0.20 0.40 0.54 0.61 0.81 0.81
L6OME-C/MC-C 0.22 0.45 0.59 0.67 0.89 0.89
S6OME/MC 0.27 0.55 0.73 0.82 1.10 1.10
S60ME-C/MC-C 0.28 0.s6 0.75 0.84 1.13 1.13
KTOME/MC 0.18 o .37 0.49 0.55 0.74 0.74
LTOME/MC 0.24 0.48 0.63 o.71 0.95 0.95
L70ME-C/MC-C 0.26 0.53 0.70 0.79 1.05 1.05
STOME/MC o.32 0.64 0.85 0.96 1.28 1.28
s70ME-C/MC-C 0.33 0.66 0.88 0.99 1.32 1.32
LSOME/MC 0.27 0.54 0.72 0.81 1.08 1.08
SsOME/MC 0.36 o.73 0.97 1.10 1.46 1.46
SEOME-C/MC-C 0.38 0.75 1.00 1.'13 1.50 1.50
KSOME-C/MC-C o.22 0.44 0.58 0.66 0.88 0.88
LgOME/MC 0.30 0.60 0.81 0.92 1.22 1.22
LgOME-C/MC-C 0.27 0.54 0.72 0.81 1.08 1.08
KgOME/MC 0.25 0.50 0.67 0.75 1.00 1.00
K9OME-C/MC-C 0.20 0.41 0.54 0.61 0.82 0.82
S9OME-C/MC-C 0.36 0.72 0.96 1.08 1.45 1.45
K98ME/MC 0.25 0.49 0.6s 0.74 0.98 0.98
KgBME-C/MC-C o.20 u . . +| 0.54 0.61 0.81 0.81

t. Normalfor all crankthrows.

2 . Permissible
for the foremostcrankthrow,whenthe crankshafifore end is providedwith a
torsionalvibrationdamper,tuningwheelor directlycoupledto a generatorrotor.

Permissible aft end is providedwitha flex-

for the aftmostcrankthrow,whenthe crankshaft
ihlo nnr rnlinn

W h e nj u d g i n gt h e a l i g n m e not n t h e a b o v e" l i m r t i n g - v a l ubea' s i s .m a k es u r et h a tt h e c r a n k -

shatt is actuallysupportedin the adjacentbearings.(See 'Alignmentof Main Bearings'
point 2.3 'floatingjournals').
When referring to this page, please quote Operation Plate 70817, Edition 0002
MAN B&W DieselA/S
 CirculatingOil System(Outside
Engine)
},tAN
Plate 70818 (EngineswithUni-Lube
System) cr&w

I
c)
>P
od;
coo
zE
<=
>.=
,F
.O LIJ
:C>n
>(!

J
c x
C
c
'(d
E o
.c)
o
F-
o -
: f

o
.= o
(g
'= c
(6
f o
J t-
c) tNl
o
a
? -o
a
a) l'o
.F

lO(U .e
=0)
F - ^
- d

:L :- '- c. ; L o ^ !l
= 'is-E
o{r.S
o,P
F_ F
l eU-EE
LL n'ElH9 u
i arY X

>i q li-3
9=:la P
tOO;O5

a i3 e e 3
o9 : "Fi= F
o) q)
'-
6o-
tv qo t
EeE
<-i
5F
o-o_tr
o
(J
0)
.c.c
0)

oc)
;.Y

Ftc)
E
v,=
ri,

^;*n(U.-
seE**
U) Cd Y,s96aqa
x.:: (, o-- ' -0)
E oo E!\.1 -Y->

tiE;gEt
x>
= o---' !G
.,o 9HE >'c
YN = th

oO
er -.tr F o ly F{ .!= . 9 Y c . rv=
c x- !l?c
d)e >J 6<=oE-YIE
: >o v
oct
oP^
9 i.o >o 9 q 60 6 f b R
E
=
>o
- -'= 0--
,^.!?EO O-X O-"

-c
(g!u .=P**oo>=
ax ,^Y;:-cc=>

LL Ni?Y Fr trr R0: E

l q E -[ :: : : P
o9:
_*= (6 X:
b
G !u; " ^.
^2*^.\L(ns

\b/ I cr - c > - Qi
=F.='fr'u O 9 ^
.i:X: X > C s:'
F; Y:5 oq':
t-l U: O F- F: h
O)tu:E E ^E 6
c=O^,'7Y*-
;(g-Yc-.c:
5 6--o,* o . rq ) ? A
=:_c >=.: o 5

o
When referring to this page, please quote Operation Plate 70818, Edition 0003
MAN B&W DieselA/S
 CirculatingOil System(Outside
Engine)
ltl|AN
B&Uv (EngineswithoutUni-Lube
System) Plate70819

E
E
Lr}
dl
z

a
C

E :7

-o =; f

ri
:f

c
J .E
c
ro X
c = _o
(g
o .c c E
o
o I
a
f
a
c
o
'(u
c

lJ- E

(u
a) F
0
o
6\'
J

a) E tr+. fi
'a IE
c t:
o) lO
c
€ s lt .E:
co
to
;O
I

I
I

c.) rrl
'=
c Ir
I U)
!c) ll tna
(D nr
blY o) c)
OJP
oY
l.- *t: o 'E q) tq;
atl o .c.c
., C) al
(6t r .q
'i-1 o
oQ I
I
9:p8 U.i
!l *io
oo-
OI :
-il I
.t I o;
-. c)
E;EiIRRi
3- ol' I I
6(!
llc
-Y i-- >
x>
! ( g HqPEE:;E
oco ..o
XN Foo >.c
EX x.i &HFe
5 Es:lj F9 P
=(h
I
5o .Yi X--
LL(U
c ".tr Rq'>;5:()d
: >:l

E
>o
(6q)
>io
6*a
9ao
!@c
>0) ;<eEs€€e
'-,;<*.>\R:
- -- =
.C
EA
t- Dr 0 ) cc)
3 p
oil n e= H3P*E'
TL
|r)c
c\j :f ii fy
>!
co;
F6ii:ga;E
E -sEg
AYoo.)>c.l;-
rf)

o)
-0J
^;
.E
fi€:5c
loJr*;cDl9
\.i, o)
o) JO
(g :- :v,u-YX- F .==or
0) -
LL 0)
o 6i:.; o ( s o do )
\t, 3;:9: s 5g
r - d d d J P d
';(U - >c;;r5 >
f o o)o ^ o) X O:

When referring to this page, please quote Operation Plate 7081g, Edition 0002
MAN B&W DieselA/S
 CirculatingOil System
Plate70820 (lnsideEngine)

U)

.E
(5
0)
_o
(s
c)
-E ' o
a
o
c
(6

o
=
:
o
E
o
o

When referring to this page, please quote Operation Plate 70820, Edition 0002
MAN B&W DieselA/S
 Flushingof MainLub.Oil System
l,lA]r|
E&}r' Location
of Checkbagand BlankFlanges Plate70821

Locationof checkbagand blankflanges

L u b eo i l
inlet
U

Manometer L u b eo i l
inlet
Checkbag R

Checkbag

Manometer

Flexible
hose
x Manometer, maximum
recommended pressure
belorecheckbag= 1 bar eff
oil or in accordancewith
sampre informationfromthe
checkbagsupplier.
pipes
Blankinq-off
1 Main bearingby-passblanks
2 Crossheadbearingsby-passblanks
4 Blank-offthrustbearing
5 Blank-offor by-passaxialvibraitondamper
6 Blank-offtorsionalvibrationdamper
7 Blank-offlorwardmomentcompensatorchaindrive,(if installed)
B Blank-offor by-passturbocharger
10 Blank-offPTO-PTIpowergear

When referring to this page, please quote Operation Plate 70821, Edition 0002
MAN B&W DieselA/S
 Flushing of Main Lub. Oil System
Plate 7A822 Dimensionof Checkbagand BlankFlanges /-'aTl

Sketchof Alternative Checkbag

checkbag checkbag monofil
__!gLLs]ng._-__ ( i n s i d ee n g i n e ) : filtercloth
50 pm
Approximate
dimensions Flexiblehose

Plate,welded
/ to housing

Checkbagframe

2" ,. Pipe stub cr)

n/
tr
The holesin the checkbaoframe
are,in our experience,
tobe
approx.5 mm in diameter,to avoid
damageto the checkbagand a
highpressuredrop.
The abovefiltercomponentscan be deliveredfrom MAN B&W Diesel
* Blank{lanqesfor flushinq:
A) Blankat main bearings

D
H-*
4

B) Blankbetweentelescopicpipesand crossheads

n
;

Diameter< d1

When referring to this page, please quote Operation Plate 70822, Edition 0002
MAN B&W DieselA/S
 Flushingof MainLubricatingOil System
MA]{
B&l\t Flushing
Log Plate70823

MA/ E n g i n eT y p e : System C h e c k e db y :

Builder: EnOine
No.: M . E .L u b .O i l
I
Yard No.: il Camshaft Date:

lnfo Pumps Filters Absolute/finenessCentrifuge M a g n e tF i l t e r

Centrifugal
! Maker : Maker: Maker:
Screw tr Main : p m Type: Type:
Maker: Type : Capacity: O t h e rF i l t e r s
Type: By-pass: pm Maker:
Capacity: Type : Type:
FilterUnit(if used) pm L . O .S y s t e m
Type: Temp Press. P u m p1 - 2 Purifier Filter Check
Maker: tc1 lbarl Unit No.
Inspectionof Checkedby Date
at
Time Run- Run- Start/
&
Start/
pump
start ning ning stop srop
ts o
& Code
Pipes:
M.E.
& nours hours runnrngrunnrng
Tanks: slop per total hours hours
day

Date: Remarks

Sign. lnspector Y a r d i E n g i n eb u i l d e r T o t a lf l u s h i n gh r s . : F i n a lc l e a n l i n e s s :
C h e c kb a q s - I S O 4 4 0 6C o d e

R e c o r d i n go f p u m p r u n n i n gh r s .w i t h % h r .
C l e a n i n ga n d r e p l a c e m e notf f i l t e r st o b e r e c o r d e du n d e rr e m a r k s
A c c e p t e df l u s h i n gc l e a n l i n e s lse v e l :C l e a nc h e c kb a g s a t 1 , e2r h r s ( l S O 4 4 0 6 C o d e < 1 9 / 15 )

When referring to this page, please quote Operation Plate 70823, Edition 0002
M A NB & W D i e s e l A / S
Plate70824 CleaningSystem,StuffingBox DrainOil (Option)

E o a
f 0)
-)< X
E
(s E
c o _o
o F -
c
0) o
=
: f

() a
q ,--..- o
-Y
-
? r-l-r c (g L

O (o c co
0) (6
I L a
o

a)
o

E
o
c
E
E
CN
c)

-:<
c
rr{

0) c
L

.= o
?

= .9
d\ =
:= c)
.s
R
f,
'=
^ E :l
f
o_
LL F
F

When referring to this page, please quote Operation Plate 70824, Edition 0002
MAN B&W DieselfuS
 CamshaftLubricatingOil Plpes
(Engines
withUniLubeSystem) Pfate70825

X
-o
c)

o €
fi

= -
q)
o
0) c)
c
c
o

a
J
o
X
tu

q)
o
a
C
.F

'g

:
c
f

When referring to this page, please quote Operation Plate 70825, Edition 0001
MAN B&W DieselA/S
 CamshaftLubricatingOil Pipes
Pfate 70826 (Engines
withoutUniLubeSystem)

q
(t. >l
q
a
E
v,
c
a'
Iq
q
o c
l
-E
o q
1 O
o o
4

-o
o Iq
q
o I q
? 4
o @ 4
) c
g, o o
@
o
_o
o
P
;
o o
o ) 'l
<+ -r - l
c
(+ ol
P rl
!
o
(._

o
(.,
co
L
o
-E

z.

When referring to this page, please quote Operation Plate 70826, Edition 0001
MAN B&W DieselA/S
 IIAN
B&Uv Flushingof CamshaftLubricationOil System Plate70827

Exhoust octuoton

tt

5Op r. Checkbog
Fue L pump
hose to be fitteo.
r'E P i p e to be
lEl,tFLexibLe
disconnected.

50 micnon f ilten
to be chonged to
1O-2O micnon dun
ILushing.

FiLL p I pe

F
" Also validfor engineswith Uni lubesystem
T

When referring to this page, please quote Operation Plate 70827, Edition 0001
MAN B&W DieselA/S
Plate70828 TurbochargerLubricatingOil Pipes

:+

Scavengeair receiver

Sealingair

t----l
MAN B&W
turbocharger

METturbocha

When referring to this page, please quote Operation Plate 70828, Edition 0001
MAN B&W DieselA/S
Pfate 70829 CheckMeasurements

See also'Check of Bearingsbefore lnstallation'

Fig.1 - Measuringof crownthickness.

1 5m m

15mm

gauge
Ballmicrometer
v

When referring to this page, please quote Operation Plate 70829, Edition 0001
MAN B&W DieselA/S
 WaterCoolingSystems Chapter709

Tableof Contents

709-01 WaterCoolingSystems
1. G e n e r a l I

2. SeawaterCoolingSystem . . . .1
3. JacketWaterCoolingSystem ......1
3.1 OperationinPort .......2
4 . C e n t r aCl o o l i n g S y s t e m ......2
4.1 OperationinPort .......3
5. PreheatingduringStandstill ........3
6. JacketWaterCoolingFailure .......4

7O9-O2CoolingWaterTreatment
1. ReducingServiceDifficulties .......1
1.1 TypesofDamage .......1
1.2 Corrosionlnhibitors .....'l
1 . 3 C o o l in gWa te rQu a l i ty . . . .2
1.4 Venting . .. . .2
2. Checkingthe SystemandWaterduringService . . . . . . .z
2.1 Regularly ........2
2.2 Oncea Week
2.3 EveryThirdMonth ......3
2.4 OnceaYear ......4
2 . 5 E v e r yF o u r - F i v e Y e a r s aanf d
t e r L o n g T i m e O u tO
o fp e r a t i o n .... .. ..4
2.6 WaterLossesandOverhauling ......4
3. Cleaningandlnhibiting.. .....4
3.1 General .....4
3.2 CleaningAgents ......_.4
3.3 Inhibitors ....5
4. CleaningandlnhibitingProcedure.. ......5
4 . 1 G e n e ra l
4 . 2 D e g r e a s i n.g. . ....5
4.2.4 Preparefordegreasing.. ......6
4 . 2 . 8 A d dth ed e g re a si nagg ent. . . . . .6
4 . 2 . CC i r c u l a t e t h e s o l u t i o n . . . ......6
4.2.D Dfai" end flrrch iho crrglgryl . . . . .6

When referring to this page, please quote Operation Chapter 709 Edition 0001 Page 1 (2)
MAN B&W DieselA/S
Chapter709 WaterCoolingSystems

Tableof Contents

4.3 Descaling ........6

4 . 3 . AP r e p a r e f o r d e s c a l i n g . . . ......6
4.3.8Addtheacidsolution.... ......7
4 . 3 . CC i r c u l a t e t h e a c i d s o l u t i o n ...:. ......7
4 . 3 . DN e u t r a l i s e a n y a c i d r e s i d u e s . ........7
4 . 4 F i l l i ngu p w i thWa te r . . . . .8
4.5 Addingthelnhibitor.... .......8

g nd Inhibiting
C l e a n i na
5 . C e n t r aCl o o l i n gS yste m, .. . . . . .8
5.1 Nitrite-borate Corrosion Inhibitors for FreshCoolingWaterTreatment . . . . . .9

PLATES

SeawaterCoolingSystemMainandAuxiliaryEngines . . Plate70901
JacketCoolingWaterSystem . Plate70902
CentralCoolingSystem . Plate70903
of JacketCoolingWater
Preheating . Plate70904

Page 2 (2) When referring to this page, please quote Operation Chapter 709 Edition 0001
MAN B&W DieselAJS
/-G\ WaterCoolingSystems 709-01

1. General
Pipesystemsvaryconsiderably fromplantto plant.Thefollowing schematic pipe
diagramsare includedhere,for guidance, to illustrate principles
the essential of
the circuitsandtheircorrelation.
For a specificplant,the correctdetailsmust be found in the pipingdiagrams
suppliedby the shipyard.

2. Seawater Cooling System (ptate70901)

Seawateris drawnup throughthe sea connection (1)by the seawaterpump(2).
Fromthe pump,the water-flowis dividedintothreeseparatebranches:

valve(3)directto the mainenginescavenge

1. throughthe adjustable
air cooler(s).
valve(5)to the auxiliary
2. throughthe non-return engines
valve(3)to the lub.oil coolerandjacket
3. throughthe adjustable
watercooler,whichare connected in series.
in parallelwithbranch3:
Otherbranchesmay be installed
- Watersupplyto PTO/RCFlubeoil cooler(if installed).
The seawaterfromthe above-mentionedbranchesis latermixedagain,andthen
continues
to the thermostatically
controlled
3-wayregulatingvalve(6)at the sea-
wateroverboardvalve(7).

Regulating valve(6)is controlled

bythesensor(8)whichis locatedintheseawater
inletpipe.The thermostatis adjustedso thatthe watertemperatureat the pump
inletis keptabove10oC,in orderto preventthe lub.oilfrombecomingtooviscous
on the coldcoolingsurfaces(seealso'AlarmLimits',Section701-01).
lf the seawaterinlettemperaturedropsbelowthe set level,thenregulating
valve
(6)opensfor the returnflowto the seawaterpumpsuctionpiping.

3. Jacket Water Cooling System ptates70902,70904

Thejacketwateris circulated throughthe coolerandthe mainenginecylinders by
the jacket waterpump (1).The thermostatically controlled
regulatingvalve(2),at
the outletfromthe cooler,mixescooledanduncooled jacketwaterin suchpropor-
tionsthat the temperatureof the outletwaterfrom the main enqineis maintained
at about 80-85"C.See Section701-02.

valve(2)is controlled
Regulating by the sensor(3),whichis locatedin the cooling
wateroutletof the mainenoine.

When referring to this page, please quote Operation 709-01 Edition 0001 Page 1 (4)
MAN B&W DieselA/S
709-01 WaterCoolingSystems }IAh|
EI&Uv

In orderto avoidincreasedcylinderwearit is imporlant

to maintain
thecoolingwa-
ter outlettemperatureat 80-85'C.

A lowertemperature
may causecondensation acidon the cylinder
of sulphuric
walls.

An integrated loopintheauxiliaryenginesensuresa constant

temperature
of 80'C
at the outletsfromthe auxiliary
engines.
To preventairaccumulation tank(+)(cy-
in the coolingwatersystem,a deaerating
clonetank)has beeninserted in the piping.
The expansion (5)
tank takesup the
in the watervolumeat changesof temperature.
difference

Alsoan alarmdeviceis installedto giveoff alarm,in caseof excessiveairisteam

formationin the system.SeeSection701-02.

Pressuregaugesare installedto enablecheckingof the pressuredifference

acrossthe engine.See Secfion701-02.

3.1 Operation in Port (Plate70902)

The mainengineis preheatedby utilisinghotwaterfromthe auxiliary
engine(s).
Thispreheating by closingvalves(6)andopeningvalves(7).
is activated

valves(6)and (7)willchangethe direction

Activating of flow,andthe waterwill
nowbe circulated pumps.
by the auxiliaryengine-driven

Fromthe auxiliaryengines,the waterflowsdirectlyto the mainenginejacketout-

let.Whenthewaterleavesthe mainengine,throughthejacketinlet,it flowsto the
controlled3-wayvalve (2).
thermostatically

Inthisoperatingmode,thetemperature sensor(3)forvalve(2)measures in a non-

flow,lowtemperature piping.Valve(2)willconsequentlybe setto leadthecooling
waterto the jacketwatercooler(8),andfurtheron to the auxiliary
engine-driven
p u mp s.

The integratedloopin the auxiliary

engineswillensurea constant
temperature
of
80'C at the auxiliary
engineoutlet,thus preheating
the mainengine.

Auxiliary preheated
enginesin stand-byare automatically by hotwaterentering
throughvalvesF3 and leavingthroughvalvesF1.

4. Central Cooling System (Plate70903)

In the centralcoolingwatersystem,the centralcoolingwaterpump(3)circulates
the low-temperature freshwater(centralcoolingwater)in a coolingcircuit:in par-
allelthroughthescavenge throughthelub.oilcoolerandjacketwater
aircooler(s),
cooler,the two lastmentioned connectedin series,andthroughthe auxiliary en-
gtnes.

Page2 (4) When referring to this page, please quote Operation 709-01 Edition 0001
MAN B&W DieselA/S
 ]t,lAN WaterCoolingSystems 709-01
E &Uv

The temperature in the lowtemperature pad of the systemis monitored by the

thermostatically controlled regulating valve(4).Adjustthe regulating valveso that
the min.temperature at inletto the air cooler,the oil cooler,andthe auxiliary
en-
g i n e si s a b o ve1 0 'C .

Regardingmainand auxiliaryjacketcoolingwatersystems,seeprevioussection
3., 'JacketWater CoolingSystem'.

4.1 Operation in Port (Plate70903)

The mainengineis preheatedby utilisinghotwaterfromthe auxiliary
engine(s).
Thispreheating by closingvalves(6)andopeningvalves(7).
is activated

valves(6)and (7)willchangethe direction

Activating of flow,andthe waterwill
now be circulatedby the smallerportservicecentralwaterpump.

Fromthe auxiliaryengines,the waterflowsdirectlyto the mainenginejacketout-

let.Whenthe waterleavesthe mainengine,throughthejacketinlet,it flowsto the
controlled3-wayvalveof the jacketwatercooler.
thermostatically

In thisoperatingmode,thetemperature sensorfor thethermostatically

controlled
3-wayvalvemeasuresin a non-flow,lowtemperature piping.
The valvewillcon-
sequentlybe set to makethe coolingwaterby-passthe jacketwatercoolerand
returnto the portservicePumP.

The integrated engineswillensurea constant

loopin the auxiliary of
temperature
engineoutlet,thuspreheating
80'C at the auxiliary the mainengine.
preheatedby hot waterentering
Auxiliaryenginesin stand-byare automatically
throughvalvesF3 and leavingthroughvalvesG1.

5. Preheating during Standstill

Preheatthe enginein accordancewith Section703-07.

Preheatby meansof:
o A built-inpreheater,
see also Plate70904.
The capacityof the preheater
pumpshouldcorrespond
to about10%of the ca-
pacityof the jacketwatermainpump.
The pressuredropacrossthe preheater
shouldbe approx.0.2bar.
The preheater pumpandthe mainpumpshouldbe electrically interlocked to
operation.
avoidthe riskof simultaneous
o Coolingwaterfromthe auxiliaryengines,see item3.1, 'Operation
in Port'

When referring to this page, please quote Operation 709-01 Edition 0001 Page3 (4)
MAN B&W DieselA/S
709-01 WaterCoolingSystems /-*31
6. Jacket Water Cooling Failure
It is assumedthat the temperaturerise is not causedby defectivemeasuring
equipmentor thermostaticvalve. Thesecomponentsshould be checkedregularly
to ensurecorrectfunctioning.

lf thecoolingwatertemperature,
for a singlecylinderor for theentireengine,rises
to 90-100'C,followthisprocedure:

Openthetestcockson the cylinderoutlets.

o Closethe test cocks.

o Re-establish
the coolingwatersupplyat once,or stopthe enginefor troubleshooting.

The cooling space is not completely filled with water. This results in local overheating,
and hence the formationof steam.
o Closethe test cocks.

o Stopthe engine.

o Closethe outletvalveon the overheatedcvlinder.

o Openthe indicator
cocks.
o Keepthe auxiliaryblowersand lub.oil pumpsrunning.

. Turn the pistonof the cylinderconcernedto BDC to slowlycool down the overheated
areavia the air flowthroughthe cylinderand indicatorcock.
o Leavethe engineto cool.
This prevents ertra shock heat stressesin cylinder liner, cover and exhaust valve housing,
if the water should return too suddenly.
o After 15 minutes,open the outletvalvesa littleso that the water can riseslowlyin the
coolingjackets.Checkthe levelat the test cocks.
o Findand remedythe causeof the coolingfailure.

r Checkfor properinclinationof the freshwateroutletpipe,and for properdeaeration

from
the forwardend of the engine.
o Makea scavengeportinspection
to ensurethat no internalleakagehas occurred.
See also Sectton707-01.
Note: Slow{urnthe enginewith open indicatorcocksbeforestartingthe engine.

Page4 (4) When referring to this page, please quote Operation 709-01 Edition 0001
MAN B&W DieselA/S
 ll|Ah|
Er&t\t
CoolingWaterTreatment 709-02

1. Reducing Service Difficulties

To reduceservicedifficulties
to a minimum,
we stronglyrecommend:
o effectiveprotectionagainstcorrosionof the coolingwatersystem
by addinga chemicalcorrosioninhibitor.Seeltem 1.2.
o usingthe correctcoolingwater quality.Seeltem 1.3.
o effectiveventing of the system.Seeltem 1.4.
o Checkingthe systemand waterduringservice.Seeltem2,
o Usingthe correctcleaningand inhibiting
procedure.
Seeltems3 and 4.
1.1 Typesof Damage
precautions
lf the above-mentioned are nottaken,the following
typesof damage
may occur:
r corrosion,whichremovesmaterialfromthe attackedsurface
by a chemicalprocess.
o corrosionfatigue,whichmaydevelopintocracksbecauseof
simultaneous corrosionand dynamicstresses.
o cavitation,whichremovesmaterialbecauseof localsteamformation
and subsequent condensation in the coolingwater,dueto highwater
velocityor vibrations.
o scaleformation,whichreducesthe hbattransfer,mostlydue to lime
deposits.
Corrosionand cavitationmay reducethe lifetimeand safetyfactorsof the parts
concerned. Deposits
willimpairthe heattransferand may resultin thermalover-
loadof the componentsto be cooled.

1.2 Corrosionlnhibitors
Varioustypesof inhibitors but,generally,
areavailable onlynitrite-borate
basedin-
hibitorsare recommended.

A numberof productsmarketedby majorcompanies in the tableon

are specified
Page9. The relevantdosagesarealsomentioned,
andwe recommend thatthese
directions
are strictlyobserved.

Coolingwatertreatment usinginhibiting
oilsis notrecommended, as suchtreat-
mentinvolves
the riskof uncontrolled
deposits beingformedon exposedsurfaces,
andfurthermorerepresents an environmental problem.

The legislationfor disposalof waste water,incl. cooling water,prohibits

the use of chromatefor cooling water treatment.Chromateinhibitors
must not be usedin plantsconnectedto a freshwaterqenerator.

When referring to this page, please quote Operation 709-02 Edition 0001 Pano 1 /O\
MAN B&W DieselfuS
709-02 CoolingWaterTreatment },|AN
B&YI'

1.3 CoolingWaterQuality
to usethe correctcoolingwaterquality.We recommend
It is important to usede-
water(forexampleproducedin the freshwater
ionizedor distilled generator)
as
coolingwater.

Thisprevents, to a wideextent,theformation
of limestoneon cylinderlinersand
in cylinder
covers,whichwouldimpairtheheattransfer, andresultin unacceptably
high material
temperatures.

Beforeuse,checkthatthe following valuesare not exceeded:

- H a rd n e ss:
ma x.1 0' dH ( =10ppmCaO)
- pH:6.5-8.0(at20'C)
- Chloride:
50 ppm (50 mg/litre)
50 ppm (50mgilitre)
Sulphate:
25 ppm (25 mg/litre)
Silicate:
Checkthatthereis no contentof:
- Sulphide
- C h l o ri n e
- A mmo n i a

Softeningof the water does not reduce its sulphateand

chloridecontents.
lf deionized
or distilled
watercannotbe obtained,
normaldrinkingwatercanbe
usedin exceptional cases.

Rainwater,etc.must not be used,as it can be heavilycontaminated.

1.4 Venting
Thesystemisfittedwitha deaerating
tankwithalarmandwithventingpipeswhich
leadto the expansion
tank.
See Section709-01.

2. Ghecking the System and Water during Service

givenbelow:
Checkthe coolingwatersystemandthe waterat the intervals

We recommend to keepa recordof all tests,to followthe condition

andtrendof
the coolingwater.

2.1 R e g u l arl y
Wheneverpractical, checkthe coolingwatersystemfor sludgeor deposits.See
'Every
also ltem 2.5, Four-FiveYearsand after Long Time Out of Operation'.

Checkat the coolingpipes,coolingbores,at the top of the cylinderand coverand

e x h a u s tv a l v eb o t t o mo i e c e .

Pane 2 /O\ When referring to this page, please quote Operation 709-02 Edition 0001
MAN B&W DieselA/S
 CoolingWaterTreatment 709-02

Sludgeand depositscan be dueto:

o contaminatedcoolingwatersystem,
t zincgalvanized
coatingsin the coolingwatersystem.
Experiencehasshownthatzincgalvanized coatingsin the freshwater
cooling
systemare oftenverysusceptibleto corrosion,
whichresultsin heavysludge
formation,
evenif the coolingsystemis correctlyinhibited.
ln addition,
the initialdescaling
withacidwill,to a greatextent,removeanygal-
vanizedcoating. Therefore, generally,
we adviseagainstthe useof galvanized
pipingin thefreshwater coolingsystem.

2.2 Once a Week

Takea watersamplefromthe systemduringrunning.
Takethe samplefromthe circulatingsystem,i.e.not fromthe
expansiontankor the pipesleadingto the tank.
Checkthe condition
of the coolingwater.
Testkitsare normallyavailable
fromthe inhibitor
supplier.
Check:
o The concentrationof inhibitor
must not fall belowthe valuerecommended
by
the supplier,
as thiswillincreasethe riskof corrosion.
Whenthesupplierspecifiesa concentration
range,we recommend
to maintain
the concentration
in the upperend.
o p H -va l ush
e o u l db e w i thin8.5- 10at 20' C.
A decreaseof the pH-value(oran increaseof the sulphatecontent,if meas-
ured)can indicateexhaustgascontamination (leakage).
.
pH canbe increased however,if largequantities
by addinginhibitor, are neces-
sary,we recommendto changethe water.
o Chloridecontentshouldnotexceed50 ppm (mg/litre).
In exceptional
cases,a maximumof 100ppmcan be accepted, however,
the
upperlimitspecifiedby the inhibitor
suppliermustbe adheredto.
An increaseof the chlorinecontentcan indicatesaltwateringress.
Traceand repairany leakagesat the firstopportunity.

j. lf out-of-specificationresultsare found,repeat the testsmore

1....1]rl
t H frequenily.

2.3 EveryThird Month

Takea watersamplefromthe systemduringrunning,as described
in ltem2.2,
' On cea w e e k'.

When referring to this page, please quote operation 709-02 Edition 0001 Page 3 (9)
MAN B&W DieselAJS
709-02 CoolingWaterTreatment

Sendthe samplefor laboratory in particular

analysis, to ascertain
the contentof:
- inhibitor
- sulphate
- iron
- totalsalinity.

2.4 Oncea Year

Empty,flushand refillthe coolingwatersystem.

Add the inhibitor.See also ltem 4.5, 'Addingthe lnhibitor',furtheron.

2.5 Every Four-FiveYearsand after Long Time Out of Operation

Basedon the regularchecks,see ltem2.1, cleanthe coolingwatersystemfor oil-
sludge,rustand lime.Refilland addthe inhibitor.
See ltems 3 and 4 further on.

2.6 WaterLossesand Overhauling

coolingwaterwithnon-inhibited
Replaceevaporated water.

Replacewaterfromleakageswithinhibited
water.

e.g.of individual
Afteroverhauling, adda newportionof inhibitor
cylinders, imme-
the
diatelyaftercompleting job.

Checkthe inhibitor
concentration
anvtimea substantial
amountof coolinowater
is changedor added.

3. C l e a n i ng a n d In h i b i ti n g
3.1 General
Carryout cleaningbeforeinhibiting
the coolingwatersystemfor the firsttime.
Thisensuresuniforminhibitorprotectionof the surfaces
andimproves the heat
transfer.
every4-5 yearsand afterlong
Duringservice,carryout cleaningand inhibiting
time out of operation,see also ltem2.5.

Cleaningcomprises to removeoilsludgeanddescaling
degreasing to removerust
and limedeposits.

3.2 CleaningAgents
Specialready-mixed cleaningagentscan be obtained
fromcompanies specialis-
ing in coolingwatertreatment,
andfromthe supplierof inhibitors.
See item5.1.

Thesecompanies
offertreatment,
assistance
andcoolingwateranalysis.
W e p o i n ot u tt h a tt h ed i r e c t i o ngsr v e nb y t h es u p p l i esrh o u l d s e c l o s e lfyo l -
alwayb
l ow e d .

Page 4 (9) When referring to this page, please quote Operation 709-02 Edition 0001
MAN B&W DieselA/S
 IIAN
E &Ult
CoolingWaterTreatment 709-02

Thecleaningagentsmust not be ableto damagepackings,seals,etc.lt mustalso

be ensuredthatthe cleaningagentsare compatible
withall partsof the cooling
systemto avoidany damage.

The cleaningagentsshouldnot be directlyadmixed,butshouldbe dissolved

in
waterandthenaddedto the coolingwatersystem.

Fordegreasing,
agentsemulsified
in water,as wellas slightlyalkaline
agents,can
be used.
Ready-mixedagents whichinvolvethe riskof fire obviouslymust not be
used.
Fordescaling,agentsbasedon amino-sulphonic
acid,citricacidandtartaricacid
are especially
recommended.
Useonlyinhibitedacidiccleaningagents.
ffi
Theseacidsare usuallyobtainable
as solidsubstances,
whichareeasilysoluble
in water,anddo notemitpoisonousvapours.

3.3 Inhibitors
See ltem 1.2, 'Corrosionlnhibitors',earlierin this Chapter.

4. C l e a n i ng a n d In h i b i ti n g P ro cedur e
4.1 General

The enginemust be at a standstillduring the cleaningprocedureto

avoid overheating during draining.
Normally,
cleaningcan be carriedout withoutanydismantling
of the engine.
Sincecleaningcancauseleaksto becomeapparent(in poorlyassembled joints
or partly gaskets),
defective inspection
shouldbe carriedout duringthe cleaning
process.

4.2 Degreasing

Be careful.IJseprotectivespectaclesand gloves.
f

when referring to this page, please quote aperation 709-02 Edition 0001 page 5 (9)
MAN B&W DieselA/S
709-02 CoolingWaterTreatment

4.2.4 Preparefor degreasing

!+

Heatthe waterto 60"Cand circulateit continuously.

Drainto lowestwaterlevelin the expansiontanksightglass.
4.2.8 Addthe degreasing
agent
Addthe degreasing at the suctionsideof the runningjacketwa-
agent,preferably
ter pump.
Usethe amountof agentspecifiedby the supplier.
Drainagainto the lowestlevelin theexpansion
tankif the coolingwatersystemis
filled-up,
beforeall agentis applied.
4.2.C Circulate
the solution
Circulatethe agentfor the periodspecified
by the supplier.
Checkand repairany leaks.

4.2.D Drainandflushthe system

Drainthe systemcompletely.
Thiswillalsoflushout any oil or greasesettledin the expansion
tank.
Fillup withcleantap water.
Circulatethe waterfor two hours.
Drainthe systemcompletely.
Proceedto the descalingprocedure,see ltem 4.3, 'Descaling'.

4.3 Descaling
the degreasingprocedure
On completing 'Degreasing',
, see ltem 4.2, applythis
procedure.
descaling
tfffw

tffi Be careful.Useprotectivespectaclesandgloves.
To avoidpollutingthe sea water with acid, it is recommended,if possible,
to collectall the drained water that containsacid in a tank whereit can be
neutralised,for exampleby means of soda, before being led overboard.

4.3.A Preparefor descaling

Fillup withcleantap water.

Heatthe waterto a maximumof 70'C, and circulate

it continuously.
II i ln' Someready-mixedcleaningagentsare specifiedto be usedat a lower
| 4 temperature.This maximum temperaturemust be adhered to.

Page 6 (9) When referring to this page, please quote Operation 709-02Edition 0A01
MAN B&W DieselA/S
 CoolingWaterTreatment 709-02

4.3.8 Addthe acidsolution

Dissolvethe necessary
dosageof acidcompound in a cleanirondrum,halffilled
withhotwater.Stirvigorously,e.g.usinga steamhose.
For enginesthatwere treatedbeforethe sea trials,the lowestdosagerecom-
mendedby the supplierwillnormallybe sufficient.
Foruntreatedengines,a higherdosage- depending
on the condition
of the
coolingsystem- willnormallybe necessary.
The solubility
of acidsin wateris oftenlimited.Thiscan necessitate
descaling
in two stages,witha newsolutionand cleanwater.Normally, the supplier
specifiesthe maximumsolubility.
Fillthe drumcompletely
withhot waterwhilecontinuing
to stir.
Slowlyaddthe acidcompoundat the suctionsideof thejacketwatercooling
p u mp .

Drainsomewaterfromthe system,if necessary.

4.3.C Circulate
the acidsolution
Keepthe temperature of the waterat the prescribed
preheating
temperature,
and
circulateit constantly.
The durationof thetreatmentwilldependon the degreeof fouling.
Normally,
for enginesthatweretreatedbeforethe seatrials,the shortesttime
recommended by the supplierwillbe sufficient.
Foruntreated
engines,a longertimemustbg reckoned
with.
Checkeveryhour,for eiample with pH-paper,thatthe acidhas notbeen neutral-
i se d .
A numberof descaling preparations
containcolourindicators
whichshowthe
stateof the solution.
lf the acidcontentis exhausted,
a newadmixturedosagecanbe added,in which
casetheweakestrecommended concentration
shouldbe used.
4.3.D Neutralise
anyacidresidues
Aftercompleting the descaling,
drainthe systemandflushwithwater.
The flushingis necessary to removeanydebristhatmayhaveformedduring
th e cl e a n i n g .
Continue
the flushinguntilthe wateris neutral(pHapprox.7).
Acidresiduescanbe neutralised withcleantap watercontaining
10 kg sodaper
ton of water.As an alternative
to soda,sodiumcarbonate or sodiumphosphate
can be usedin the sameconcentration.

Circulate
the mixturefor 30 minutes.
Drainandflushthe system.

C O n t i n u et O f l u S h u n t i l t h o r a r a r oirq n o r r r r a tr p H a p p r o x . 7 ) .

When referring to this page, please quote Operation 709-02 Edition 0001 Page 7 (9)
MAN B&W DieselA/S
749-02 CoolingWaterTreatment

l:{'},i Checkthe acid content of the system oil directlyafter the descaling,
['6"] and aoain24 hourslater.See Section708-04.

4.4 Fillingup with Water

To preventthe formationof ruston the cleanedsurfaces,
fill up withwaterimme-
the
diatelyafter cleaning.
Fillup,withdeionizer water,to the lowestlevelin the expansion
or distilled tank.
'Cooling
Seealso ltem 1.3, WaterQuality'.

4.5 A d d i n gth e In h i b i to r
On accountof the lackof hardness,
thedeionized wateris relativelv
or distilled cor-
rosive.

Addthe corrosion
inhibitor
immediately
afterfillingup.
Weighoutthe quantityof inhibitors Seeitem5.1.
specifiedby the supplier.
We recommend
to usethe maximumamountspecified
by the makers.
Dissolve
the inhibitor
in hot deionized
or distilled
water,usinga cleanirondrum.
Addthe solutionat the suctionsideof the runningjacketwatercoolingpumpor at
anotherplacewhereflowis ensured.

A liquidinhibitor
maybe entereddirectlyintothe systemby equipment
supplied
by
the maker.Followthe maker'sinstructions.
Fillup lo normalwaterlevel,usingdeionized water.
or distilled

Circulatethe coolingwaterfor not lessthan24 hours.Thisensurestheformingof

a stableprotectionof the coolingsurfaces.

Checkthe coolingwaterwitha testkit (availablefromthe inhibitor

supplier)
to en-
surethatan adequateinhibitor concentrationhasbeenobtained. Seealsoltem
2.2, 'Oncea Week', 'Check:lnhibitionconcentration'.

5. C e n t r a l C o o l i n g S yste m, C l e aning and Inhibiting

for the properfunctioning
It is important of thissystemto removeexisting deposits
of lime,rust in
and/oroil sludge orderto minimise the riskof blockingthe coofers,
andto ensurea goodheattransfer.Subsequent inhibiting
shall,of course,be car-
riedout.

Forcentralcoolingwatersystems,whicharearranged withseparate highandlow

temperature freshwatercircuits,
the careful,regularcheckswhichare necessary
for the jacketcoolingwater(= hightemperature freshwatercircuit)are notneces-
sarvfor the lowtemperature freshwater circuit.

PageB (9) When referring to this page, please quote Operation 709-02 Edition 0001
MAN B&W DieselA/S
 },IAI\|
B&UI'
CoolingWaterTreatment 709-02

5.1 Nitrite-borate
CorrosionInhibitorsfor FreshCoolingWaterTreatment
' ; . ' l ' . .- : ' .
-
, ," ,1.
.:r'"i
, .l*-, ,1; ffi . ,-, ", ;;.,1.
:i;,"i,.
.: ' r,
';
",,
,4g,;'"t"i rrr;$i:i ::,,:1
CastrolLtd.Swindon Castrol SolvexWT4 Powder 3 kg i 10001
Wiltshire,England CastrolSolvexWT2 Liquid 20 | i 10001
DrewAmeriodMarine DEWTNC Powder 3.2 kg i 1000|
Boonton.N.J.iUSA Liquidewt
Maxiguard Liquid I I /10001
Liquid 16 | /10001
NalflocLtd.Northwich.NALFLEET9.121 Powder 2 . 5 k g / 1 0 0 0|
Cheshire,England N A L F L E E T9 - 1 O B Liquid 2.25 | / 1 0 0 01
Rohm & Haas (ex R D 1 1D I A P R O S I M Powder 3kg / 1 0 0 0|
Duolite)Paris,France R D 2 5D I A P R O S I M Liquid 50 1 i 1 0 0 0|
UnitorRochemMarine Dieselguard
NB Powder 3kg / 1000|
ChemicalsOslo, RocorNB Liquid Liquid 10 | / 1 0 0 0|
Norway
VecomMaassluis, CWTDieselOC2 Liquid 12 r /1000r
Holland
FAMM, HavolineXLI Liquid 15 | /10001
Houston,USA HavolineXLC
Generally we recommend ppm Nitrite.
2000-2500
(*) Initialdosagemaybe larger.

The listis for guidanceonlyand mustnotbe considered complete.We undertake

no responsibility for difficulties
that mightbe causedby theseor otherwaterinhib-
itors/chemicals.
The suppliers
are listedin alphabetical
order.
Suitablecleanerscan normallyalsobe suppliedby thesefirms.

When referring to this page, please quote Operation 709-02 Edition 0001 Page9 (9)
MAN B&W DieselA/S
 SeawaterCoolingSystem
/-*G\ MainandAuxiliary
Engines Plate 70901

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When referring to this page, please quote Operation Plate 70901, Edition 0001
MAN B&W DieselA/S
 Plate70902 JacketCoolingWaterSystem
q)>

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When referring to this page, please quote Operation Plate 70902, Edition 0001
MAN B&W DieseltuS
 CentralCoolingSystem Plate70903

-i
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When referring to this page, please quote Operation Plate 70903, Edition 0001
MAN B&W DieselA/S
 l|AN
Plate 7A9O4 Preheatingof JacketCoolingWater Et&ut

Temperature Preheater
increaseof capacityin
jacketwater % of nominal
MCR oower
1.5"/"1.25Y"1.OO/o U.15"/o

o 10 20 30 40 50 60
,,."tn?L?"1i,*"
Preheatingof Jacket Cooling Water
lf the coolingwateris heatedby meansof a preheaterinstalledin the freshwater
system,the curvesabovecan be used.
The curvesare drawnon the basisthat,at the startof preheating,
the engineand
engine-roomtemperatures areequal.
Example:
A freshwaterpreheater, witha heatingcapacityequalIo 1"/"of nominalMCR
engineshaft,output,is ableto heatthe engine35'C (from15"Cto 50"C)in the
courseof 12 hours.
Coolingwaterpreheating
duringstandstill
is described
in Section703-07.

When referring to this page, please quote Operation Plate 70904, Edition 0001
MAN B&W DieselA/S
 AND ENGINEDATA
S A F E T YP R E C A U T ION S
Sikkerhedsforanstallningerog motordata
Sicherheilsmassnahmenund Motordalen
Mesures de s6curit6 et donn6es du moteur
P r e c a u c i o n e sd e s e g u r i d a dy d a t o s d e l m o t o r

C H E C K SD U R IN GS T A NDSTILLPERIODS
Eftersyn under stilstand
Kontrolle bei abgestelltemMotor
Contr6les en periodes de repos
Controles durante los periodos de parada

S T A R T I N GM AND RUNNING
, ANOEUVRING
Start, mansvreringog korsel
Anlass. Mandvrierenund Betreib
D6marrage,manoeuvreset marche
A r r a n q u e ,m a n i o b r ay f u n c i o n a m i e n t o

S P E C I A LR U N N I N GC O N D I T I O N S
Specielledriftsforhold
Besondere Eetriebsbedingungen
Conditionsde marche spdciales
Condicionesespecialesde funcionamiento

F UE L A N D F U E LT R E A TM ENT
Breendolie og brandoliebehandling
Kraftstolf und K raflstoffbehandlung
Combustible el conditionnement du combustible
Combustible y lratamiento del mismo

PE R F OR MA N C EE V A L UATIONAND GENERALOPERATION
Vurdering al driftstilstandsamt betlening
Auswertung des Betriebszustandesund Bedienung
Performanceet conduite
E v u a l u a c i o nd e l a s m e d i c i o n e sy d a t o s g e n e r a l e sd e t u n c i o n a m i e n t o

C Y L I N D E RC O N D I T I O N
Cylindertilstand
Zylinderzustand
Etat des cylindres
Estado de los cilindros

B E A R I N G SA
, ND CIRCULATING
OIL
Lejer og systemolie
Lager und Olzirkulation
Paliers et huile de circulation
Coiinetes y sistema de aceiie lubricante

WATERCOOLINGSYSTEMS
Kolevandssystemer
Ki.ihhYa ssersysteme
Systdmesde refroidissement
S i s l e m ad e a g u a d e r e f r i g e r a c i o n

INDEX
. Stikordsregisler
lndex
Index
lndice