Intruction for s26mc type engines operation edition 26 b

700.03-26

CON
INSTRUCTION

T [ N T S

BOOK

OPERATION
GENERAL

EDITION

26 B
This instruction book is divided into NINE CHAPTERS

- as listed

below:
In view of the continued development of our diesel engines, the'present instruction book has been made to apply generally to our engines
of the types:

CHAPTER
---

TITLE
--

S26MC

The different systems are explaihed on the basis of standard systems,
as each particular engine is built to the specification in the contract for the plant in question.

701

SAFETY PRECAUTIONS AND ENGINE DATA

7D2
703

CHECKS DURING STANDSTILL PERIODS
STARTING, MANOEUVRING AND RUNNING

704

SPECIAL RUNNING CONDITIONS

All references to thia ihstruction book should include title, edition
No., and possibly page No.

705

FUEL AND FUEL TREATMENT

706

PERFORMANCE EVALUATION & GENERAL OPERATION

Example: Instruction book OPERATION, Edition 2, page 701.02-26

707

CYLINDER CONDITION

This book is subject to copyright protection. The book must not,
either wholly or partly, be copied, reproduced, made public, or in any
other way made available to a third party, without the written consent
to this effect from MAN B&W Diesel A/S.

70B

BEARINGS AND CIRCULATING OIL

709

WATER COOLING SYSTEMS

Each CHAPTER is subdivided into separate sections and sub-sections.
For convenience, the maIn titles and topics are summarized on the
first page(s) of each chapter.

M.A.N.-B&W DIESEL A/S
Stamholmen 161 • DK-2650 Hvidovre, Copenhagen • Denmark
Cables: manbandw • Telex: 16573 manbw dk • Telephone: +45 31 492501

3


700.04-26

CHAPTER 701
SArETY

PRECAUTIONS

AND

ENGINE

CONTENTS
SERVICE

DATA

PAGE

lETTERS
SArETY PRECAUTIONS

In order

to ensure

the most efficient,

economic,

snd up-toGeneral

date operation of our enginea, we, and our licensees,

regularly aend out "Service letters", containing
first-hand
information
regarding accumulated
service experience.
The Service

letters

can either

deal with

specific

engine

types, or contain general instructions
and recommendations
for all engine types, and are used as a reference when we
prepare up-dated instruction
book editions.
Therefore,
portance

since

new Service

to the operation

the engine staff
chapters of this

letters

could

of the plant,

file them to supplement
instruction
book.

be of great

we recommend

701.01

Special Dangers: Warning
Cleanliness

im-

that

the relevant

701.01

Fire

701.01
701.01

Order/Tidiness

701.01

Spares

701.01

lighting

701.02

low Temperatures - Freezing
Check and Maintain

701.02

Entering the Crankcase
Turning Gear

701.02
701.02

Slow-turning

Feeling over

701.02

701.02

701.02

DATA
Guidance Alarm limits and Measuring Values
Adjustment Sheet

4

5

701.03 - 701.09
701.11


701.01-26
SAfETY PRECAUTIONS
GENERAl

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

Special Dangers: Warning

fire

The opening of cocks may cause discharge of hot liquida or gases.

Do not weld or use nsked lights in
the engine room, until it has been
ascertained that no explosive gases,
vapour or liquids are present.

The dismsntling of parts may cause
the release of springs.

If the crankcase is opened before the
engine is cold, welding and the use
of naked flames will involve the risk
of explosions and fire. The same
applies to inspect ion of oil tanks
and of the spaces below the floor.
Attention is furthermore drawn to the
danger of fire when using paint and
solvents having a low flash point.
Porous insulating material, soaked
with oil from leakages, is eas ily
inflsmmable and should be renewed.
See also: "Fire in scsvenge air box"
and "Ignition in Crankcase", Chapter
704.

When testing fuel valves, do not
touch the spray holes, as the jets

may pierce the skin.
Think out beforehand which way liquids, gases or flames will move, snd
keep clear.
Cleanliness
The engine room should be kept clean
both above and below the floor plstes.
If there is a risk of grit or sand
blowing into the engine roan, when
the ship is in port, the ventilstion
should be stopped and vent ilating
ducts, skylights and engine room
doors closed.
If the engine has to run under such
conditions during port stay, the air
must be supplied from the cleanest
possible place.

Order/Tidiness
Hand tools should be placed on easily
accessible tool psnels. Special tools
should be fastened in the engine
room, close to the area of application.
No major objects must be left unfastened, and the floor and passages
should be kept clear.

Welding, or other work which causes
spreading of grit and/or swarf, must
not be carried out near the engine
unless it is closed or protected, and
the turbocharger air intake filters

covered •
The exterior of the engine should be
kept clean, and the paintwork maintained, so that leakages can be easily detected.

Spares
Large spare parts should, as far as
possible, be placed near the area of
application, well secured, and accessible by crane.
•
All spares should
be protected
against
corrosion
and mechanical
damage. The stock should be checked
at intervals and replenished in good
time.

7


701.02-26

Lighting

feeling

Ample working
light should be permanent! y
installed

at appropriate
places in the engine room, and portable working light ahould be obtainable everywhere.
Special lamps should be available for
insertion through the scavenge ports.
low Te.peratures

Whenever repai rs or al terat ions have
been made to moving parts, bearings,
etc., apply the "feel-over
sequence"
until
satisfied
that there
is no
undue
heating
(friction,
oil-mist
formation,
blow-by,
failure of cooling water or lubricating oil systems,
etc.) •

- freezing

feel over after 10-15 minutes'
running, again after 1 hour's running,
and finally short! y after the engine
has reached
full load. See Chapter

703:
"Checks
during
Starting
and
Running".

If there is a risk of freezing, then
all engines, pumps, coolers, and pipe
systems should be emptied of cool ing
water.
Check

and Maintain

Measuring equipment, filter elements,
and lubricating oil condition.
Entering

Oller

the Ct'ankcase

Check beforehand
that the starting
air supply to the engine
and
the
startinq
air distributor,

is shut
off.
-Al-w-a-ysensure that the turning gear
is engaqedj
even at the quay, the
wake from other ships may turn the
propeller and thus the engine.
Tut'ning Geat'
Before
engaging
the turmng
qear,
check that the starting air supply is
shut off , and that
the indicator
cocks are open.
When the turning
gear
is engaged,
check that the indicator
lamp "Turning gear in" has switched on.
Slow-turning
If the engine has been stopped
for
more than 30 minutes,
slow-turning
should
always
be
effected,

just
before
st arting.
(See page 703.02,
Slow- Turning).

8





CHAPTER 702
CHECKS

DURING

STANDSTIll

PERIODS

CONTENTS

PAGE

1. GENERAL
1.1 laid-up Vessels

702.01

A. REGUlAR CHECKS DURIM; NORMAL SERVICE
(before repairs)
A1. Oil Flow

702.01

A2. Oil Pan, and Bearing Clearances
A3. Filters

702.02

A4. Scavenge Port Inspection
A5. Crankshaft

702.02

A6. Circulating 011 Samples
A7. Turbochargers

702.02
702.02

702.01
702.02

B. CHECKS DURING REPAIRS
B1. Bolts, Studs and Nuts
B2. Chain Casing

702.02

702.02

B3. leakages and Drains

702.02
702.03

B4. PneumatIc Valves in Control Air System
B5. Boltom Tank

702.03

C. CHECKS AFTER REPAIRS
C1. Flushing

702.03

C2. Piston Rods
D. Turning

702.03

C4. Turbochargers

702.03
702.03

C5. Cylinder Lubricators
C6. Manoeuvring Gear
C7. Au Coolers

702.03
102.03
702.03

17


702.01 ..26
7D2.02-2hA
CHECKS

DURING

STNI)STlll

PERIWS

1. GENERAl
The present chapter describes
how to
check up on the condition of the engine while it is stationary.

1.1 laid-up

A. REGUlAR
SERVICE

The work should
be sdapted

to the
sailing
schedule
of the ship, such
that it can be carried out. st suitable intervals
- for instance, as
suggested
in Vol. 11 "CHECKING
AND
MAINTENANCE
PROGRAMME".

ClEeKS DURING NORMAl
(before repaira)

While the circulating
oil pump is
still running and the oil is warm,
open up the crankcsse snd check that
the oil is flowing freely from all
crosshead,
crankpin
and main bearings.
The oil jets from the drain grooves
in the crosshead
bear ings should be
of uniform thickness
and direction.
Deviations may be a sign of "squeezed
bearing-metal"

or clogged-up grooves.

The checks mentioned
below follow a
sequence which is suited to a forthcoming period of major repairs.

Mike a corresponding
thrust bearing.

check

of

the

Check AJ: filtera
Open up all filters, (also automat ic
t.hat the wire
filters) , to check
gauze and/or other filtering material
is intact, and that no foreign bodies
indicate
a
are found, WhICh could
failure elsewhere.

Check A1: Oil flow

The
maintenance

int.ervals
stat.ed
therein
are normal
for sound
machinery.
If, however,
a period
of
operationsl
disturbances
occurs,
or
if the condition
is unknown due to
repairs or alterations,
the relevant
Inspections
should be repeated
more
frequently.

A1-A7

Ve_la

During the lay-up period
(and slso
when laying-up the vessel), we recommend that our apecial inst ructions,
for preservation

of main engine, are
followed.

Since the engine-room
staff should
always be well informed regarding the
operational
condition,
it is recommended that the results of the inspections are recorded in writing.

A. Checks

crankpln
and maln
Check crosshead,
clearances
wIth
a feeler
bearing
gauge, and nole down lhe values.

Check also that oil is flowing freely
from bearings and spray pipes in the
chain drive.

should be made
regularly during
normal service,
i.e. before t.he
repairs

By means of the sight. glasses at the
piston
cooling
oil outlets,
check
that the oil is passing through t.he
pist.ons.

should
durIng

Check also the thrust
camshaft lubrication.

Check A4: Scavenge

Port Inspection

Remove any coke and sludge from the
acavenge air ports and boxes. Inspect
of the plst.on nngs,
the condilion
cyllnder liners, pistons, and pist on
rods, as detailed in Chapter 707.
conditions
Note down the lubrIcating
rings
etc. , and whether the piston
are intact and free in their grooves.

the cooling
Our ing this inspectlon
water a~d coollng oil should be circulating through the engIne so that
possIble leakages can be discovered.
(In case of prolonged port calls
similar, the precautions mentioned
point C2 should be followed).

or
in

Check AS: Crankshaft
B. Checks

C. Checks

B1-BS

C1-C7

be made
the repairs

should be made
_a_f_t_e_r
the repairs

bearing

and

NO:
After
a major
overhaul
of
pistons, bearings,
etc. , this check
should be repeated
before
starting
the engine.

If repair or alignment
of bearings,
crankshaft , camshaft
or pistons has
been carried out, checks A1, A2 and
A6 should be repeated.

measurements
should
be
Deflection
taken whIle the ship IS afloat (i .e.
nol while in dry dock).
of main
See Chapter: 708 "Alignment
bearings"
Check

Check Al: Oil Pan, and Bearing
Clearances

Checks to be made just before st.artlng the engine are mentioned in Chapter 703.

After stopping
the circulating
oil
pump, check the bottom of the oil pan
for fragments
of babbi tt from the
bear ings.

18

A6: Circulating

Oil Samples

Check A7: Turbocharger
Unscrew the draIn plug, or open lhe
cocks, at the bottom of the turbocharger housIngs.
This prevent.s lhe possible accumulation of rain water, which could cause
corrosion in the gas ducts, and partial wash-off of soot deposits, which
again may result in unbalance of t.he
turbocharger rotors.
Open inspectlon covers (if fitted) on
the turbine side of the chargers, and
check for deposits

on the turbine
wheel.
- - 0 - Based
upon the
results
AT-A7,
it is determined
maintenance
work
(other
scheduled) is necessary.

B. CHEeKS

DURING

Check B1: Bolts,

of checks
if extra
than that

REPAIRS
Studs

and Nuts

and nuts
ln the
All bolts,

studs
chain
casIng
and their
crankcase,
locking devIces should be checked.
The same applies
to the staybolt
bracing screws (where used) , and to
the holdIng-down
bo lt s In the bedthat
p Iat e. It is checked beforehand
side and end chocks are .properly pos itioned.
Check B2: Chain

Casing

and rubberChains, wheels, bearings
bonded guide bars should be inspectchecked
ed, and the chain tensions
and adjusted.

Take an oil sample and send it to a
laboratory fGr analysis and comments.
(See Chap! er 708 "Maintenance
of the
circulatlng oil").

Check BJ: leakages

and Drains

Any water or oil leakage!
are remeDrain
and
vent
pipes
are
died.
cleaned of posslble blokages by blowlng-through.

19


CHAPTER 70J
1 (2)

702.03-26
STARTING,

Check 84: Pne~atic
Valves in the
Control Air Syst_

MANOEUVRING

AND RUNNING

Check CJ: Turning
After restoring normal oil circulation, the movability of the engine is

checked, by turning it one or more
revolutions using the turning gear.

The filters should be cleaned.
Check 85: Bottu. Tank
If not done within the previous year,
the oil should be pumped out of the
bottom tank and the sludge removed.
After brushing the tank ceiling (to
remove rust and scale), the tank is
cleaned and the ceiling coated with
clean oil.

As regards the pneumatic exhaust
valves, ensure that the air supply is
connected and activate the air piston
before the camshaft oil pump is
-s-t
a-r-t-ed.
(See also Chapter 703).
Check [4: Turbochargers
The drain plugs are replaced, (or
cocks closed) and the inspection
covers re-fitted.

C. CHECKS AfTER REPAIRS
If repair or alignment of bearings,
crankshaft , camshaft or pistons has
been carried out, checks A1, A2 and
A6 should be repeated.

Check C1: flushing
If during repairs (involving openingup of the engine or circulating oil
system) sand or other impurities
could have entered the engine, the
oil should be circulated while bypassing the bearings.
This "flushing" is continued until
all dirt is removed, and should be
carried out as descr ibed in Chapter
708.

Check C5: Cylinder Lubricators
Operate the "button pumps" until the
cylinder oil is known for certain to
be flow1ng from all the cylinder
liner lubricating orifices. The flow
will be indicated by movement of the
steel balls in the sight-tubes.

If the engine is to be out of service
for a prolonged period, or under adverse temperature and moisture conditions, the piston rods should be
coated with clean oil, and the engine
turned while the circulating oil pump
is running.

STARTING-II', MANOEUVRING, AM> ARRIVAL IN PORT
1. STARTING/STOPPING

703.01

2. MANOEUVRING

Fixed-pitch Propeller
A. FPP with Engine Manoeuvring Stand

703.03
703.03

B. FPP with Engine Mounted Manoeuvring Stand
Controllable-pitch Propeller
C. CPP with Engine Mounted Manoeuvring Stand

703.05
703.05

and Connection for Remote Control

Check that all pipe connections and
valves are tight.

4. CRASH-STOP

703.06

Check C6: Manoeuvring Gear

5. PREPARATIONS PRIOR TO ARRIVAL IN PORT

703.07

Lubricate all bearings and rod connections.

6. OPERATIONS AFTER ARRIVAL IN PORT

703.07

7. PREHEATING Of fRESH COOLING WATER

703.07

Check C7: Air Coolers

7.1 Preheating during Standstill Periods
7.2 Starting with a cold Engine

703.07
7oJ..07

STARTING DIffICULTIES
703.09

TABLES
SUPPLEMENTARY COMMENTS

703.14

With the seawater cooling pump running, check if water can be seen
through the drain system sight glass
or at the small drain pipe from the
water mLst catcher.

Depending on the duration of the

period, dismantling of the stuff1ng
boxes should be considered in order
to avoid corrosion from moisture in
the ring zones.

703.04

and Connection for Remote Control

703.06

Check the oil level in the servoactuators.

This should be repeated regularly in
order to prevent corrosion attack on
piston rods and crankcase surfaces.

703.03

J. SAfETY SYSTEM

Disconnect the pneumatic, hydraulic
or electric servo-actuators, and move
the rod connections by hand to check
that the friction in the bearings is
sufficiently low.

Check C2: Piston Rods

PAGE

CONTENTS

•

If water 1S found, the cooler element
1S probably leaking. In that case the
element should be changed or repa1red.

20
21


CHAPTER 70j
703.01-26B

2 (2)
STARTING-UP. MANOEUVRING. AND ARRIVAL IN PORT
CONTENTS

PAGE

CHECKS DURING STARTING AND RUNNING
GENERAL

The following descriptions cover the standard manoeuvring
system for S26MC engines.

703.15
703.15

Since the manoeuvring system supplied for a specific engine
may differ from the standard system, Chapter 907 in Volume
III should always be consulted when dealing with questions
regarding a specific plant.

Check

1: Direction of Rotation

Check

2: Exhaust Valves

703.15

Check

3: Turbochargera

703.15

Check
Check

4: Circulating Oil
5: Cylinders

703.15

1. STARTING

Check
Check

6: Starting Valves on Cylinder Covers
7: Pressures and Temperatures

703.15
703.15

NB Regarding, "preheating of fresh
cooling water" and "starting when the
engine is not fully preheated", see
Plate 70905.

Check

B:
9:
Check 10:
Check 11:
Check

703.15

703.15

Cylinder Lubricators
Feel-over Sequence

Running-in
Thrust Bearing

Check 12: Shut Down and Slow Down
Check 13: Pressure Alarms (Pressure Switches)
Check 14: Temperature Alarms (Thermostats)
Check 15: Oil Mist Detector
Check 16: Observations
DIFFICULTIES WHEN RUNNING
TABLES

703.15
703.16
703.16
703.16
703.17
70j.17
703.17
703.17
703.17
703.1B
703.1B
703.21

SUPPLEMENTARY COMMENTS
MISCELLANEOUS
1. GREASE
2. GOVERNOR OIL
3. GOVERNOR FAILURE/ERRATIC REGULATION

703.22
703.22
703.22
703.22

PREPARATIONS FOR STARTING UNDER
NORMAL CONDITIONS
1. Disengage the turning gear.
Check that it is locked in the
OUT position.
The indicator lamp for TURNING
GEAR ENGAGED should now go out.
off the starting air system
for water.

70301

Diagram of Manoeuvring System
Plants wlth Fixed-pitch Propellers
Plants with Fixed-pitch Propellers
and Remote Control

70302
70303

Plants wlth Controllable-pitch Propellers
and connection for Remote Control
Puncture valve

22

6. Start the cooling water pumps and
check the pressures. (See also
Section 709.
7. Lubricate the bearings and rod
connections in the manoeuvnng
gear.

2. Blow

3. Blow off the control air systems
for water and check the pressures.
Before starting the lub. oil pump,
check that the air supply for the
pneumatic
exhaust
valves
is
opened, and that the air pistons
are activated.
4. Start the lubricating oil pumps
for:
4.1 Main Engine
4.2 Turbochargers (if fitted with
separate lubricating system)

PLATES
Emergency Direct Connection of Regulating Shaft

In order to give double oil dosage

during start and manoeuvring,
check that the lubricator handle
has been moved to the vertical
position or "higher" (by hand or
automatically).

Check the 011 pressure and the
flow through the sight glasses for
the system oil of main engine and
turbocharger(s).

B. Lift the locking plate of the main
starting valve to its SERVICE position. The locking plate shall
remaln in its uppermost position
when the engine is running and in
its lowermost locked
position
during repairs. Check the indicating light.
9. Before checking the regulating
gear, close the shut-off valve of
the starting air .distributor to
prevent the engine from turning.
Check the indicator lamp. Set the
hand wheel selector to the EMERGENCY position, so the regulating
shaft is in direct connection with
the regulating handle on the emergency console as shown on plates
70301 and 70302.
Move the emergency handle to increase the fuel pump index and
check that all th~
fuel pumps

follow to the FUEL SUPPLY position. When the regulating handle
is back in the STOP position, the

5. Check that the cylinder lubricators are filled with the correct
type of oil and that oil is emitted when they are operated manually.

70304
70305

23


70j.02-26B

703.03-26B

fuel punp
zero.

index

must

be

around

10. Switch on the electrical
equipment in the control console.
11. Start the fuel oil supply pump

and check the pressure, see relevant pipe diagrams. (If manoeuvring to the quay has been carried
out using heavy oil, the supply
punp has been running
all the
time) •
12. Set switch for auxiliary blower
in "auto" position
whereby
the
auxiliary blower starts.
13. Slow-Turning

STOPPING
Plates 70302

- 70304

1. Normal
stop by acti vating valve
(102) or by stop order from bridge
control system.
In this case the punct ure valves
are activated through valve (25) •
At the smle time the governor
shut-down solenoid is activated.
2. Shut down from safety

system.

In thIS case the puncture valves

are activated through valve (127).
At the same
time the governor
shut-down solenoid is activated.

valve closed, and with stop valve
at starting air bottle closed, the
air signal to the puncture valves
ia to be checked. The stop signal
is to be relieved by pulling out
the stop knob. for each puncture
valve it must be visually checked,
uaing a flashlight,
that the piston moves downwards when the stop
knob is activated. In this connection it may be necessary
to have
the fuel oil booster punp running,
as the return spring may be t.oo
weak to return the piston in cases
where the sealings have been replaced recently.

activates valve (117). At the same
time a signal is led through valves (104) and (105) to pilot valves (10) or (11), which then supply air to the air cylinders for
reversing mechanism
and starting
air distributor.
In the condition
shown, air is led to the ahead
side of the air cylinders.
Start in Ahead Direction

Before starting the engine, speedsetting valve (111) has to be set
to a suitable
value
for safe
st arting.
At starting, valve (101) is to be
depressed. This causes valve (102)
to be released. However, the funct.ions of (102) described
in the
stop section
are taken over by
valve (101) through valve (103).

2. MANOEUVRING
3. Emergency
position.

In order to ensure against damage
caused by fluid which may have
collected
1n one or more of the
cylinders, turn the engine slowly
on air at least one revolutIon,
taking the following precautions:

handle

moved

to

stop

In this case the fuel rack is also
moved to stop position (O-index),
despite
the governor
being
on
index.
This is possible
as ·the
emergency
handle is also working
as a fuel
limiter
through
the
spnng
loaded
rod, because
the
stop pin B in lever C will prevent
lever 0 from moving further than
determined
by the stop pin B. See
plate 70301.

- Close the main stop valve on
the starting

air bot tl e and
ensure that no air pressure has
built up in the pipeline
between the main stop valve and
the main starting
valve. This
is done by opemng
the drain
valve on the piping.

As can be seen from the above, the
puncture
valves and the governor
shut down solenoid
are the keypoints
for stopping
the engIne.
The following checks must be carried out at regular intervals to
keep these in safe working condition.

- Make
the
engine
completely
ready for start, open the indicator valves, press the start
button.
Check
that the maIn
startinq valve opens - turns 90
degrees

and close the drain
val ve on the main
starting
pipe. Then slowly open the main
stop valve on the starting air
bottle unt il the engine turns
while air also escapes through
the indicator valves. After the
engine has turned at least one
revolution, close the indicator
valves and repeat the same procedure for slow-turning.
Press
stop button and fully open t.he
main stop valve at. the starting
air
bottle,
and
Inform
t.he
bridge
that the engine is on
stand-by.

-

Before startInq:
Plate 70305, puncture

valve

The function of the puncture valve
is illustrated
in plate
70305.
When act.ivated, the high pressure
side is connected
to the inlet
(low pressure)
of the fuel pump,
thus prevent.ing the fuel pump from
buildIng up high pressure for inject.lOn.
Wlt..hcontrol aIr on, wit.h running
lub. oil pumps, with main starting

24

After completion of the above-mentioned preparations,
the engine is
ready for start.ing.
for plants equipped with fixedpitch
propeller, the
following
modes of control are available:
A. rpp WITH ENGINE

MANOEUVRING

Besides,
via valve (32) a pilot
signal activates valve (33), causing air to be led via valve (115)

if the turning gear is disengaged
(26) and (27) • Val ve
to valves
(27) then leads air to open the
starting
main
valve,
and valve
(26) leads main starting
air to
the starting air distributor.
The
engine will now rotate on starting
aIr.

STAND

B. rpp WITH ENGINE MOUNTED MANOEUVRING STAND AND CONNECTION rOR
REMOTE CONTROL

A. rpp WITH ENGINE
Plate 70302

MANOEUVRING

STANO

Stop

When t.he engine has reached t.he

st.art level r/min, valve (101) is
released. first the STOP line will
be deaerated,
deactivating
valve
(117), thus changing the t.iming of
the starting air distributor,
and
valve (25) to close the puncture
fuel to the fuel
valve, allowing
valves. later on, delayed by valve
(32) , the START line will be deaerated, deactivating
valve (33) •
(26) will deaerate
Hereby valve
the starting air distributor,
and
valve (27) will close
the main
starting valve.

In the shown condit.ion, STOP valve
(102) is depressed, leading an air
signal through valve (103) to valves (25) and (128) to activate the
puncture valves. Thi s signa 1 also

The engine is now running on fuel
and the r/min is set by adjust.ing
valve (111). Max. index of the regulating shaft is set by means of

the emergency handle.

Governor

Control

lip"
A.1 Handwheel
selector
governor control position.

A.2 Emergency
position.

handle

In

in limitation

All manuall y controllable
valves
must be in the positions shown on
the diagram.

•

25

703.04-26B
703.05-268
Repeated St art

E_rgency

In case of start failure, i.e. if
the engine stops after the starting sequence has flnished, it is
possible to increase the governor
output at a new atart attempt.
This is done by activaUng the
"cancel of limiter" switch on the
manoeuvring console for cancelling
of Ilmiter in governor during the
start aequence at a repeated
start, as described above.

The automatlc emergency stop via
the safety system operates by activating valve (127) in the safety
air system, independent. of the
control air system. When activated, safety air is led via (128)
to the puncture valve, stopping
the high pressure fuel supply.

Reversing to and Start in
Astern Direction
Activate stop valve (102) , and
change valve (105) t.oASTERN position whereby valve (11) will be
activated and valve (10) deaerated. This causes the ahead side
of the air cylinders to be deaerat ed and the astern side pressurized. When start.ing air distributor has changed position, valve

(101) can be activated.
The procedure for start ASTERN is
the same as described above for
AHEAD direction.
E~rgency

Control

In case of failure of the governor, the fuel pumps can be operated directly from the manoeuvring
stand by the emergency handle.
Change over from governor control
to emergency control is made by
turning the impact hand wheel, P,
ant.iclockwise. Now, the governor
IS disconnected
from the fuel
pumps, and t.heemergency handle is
connected to them.

Stop

Besides this, the engine can in an
emergency sIt.uation be stopped
manually by pulling the emergency
handle to STOP position.
B. fPP WITH ENGINE MOUNTED HANOEUVRING STN«> AND CONNECTION fOR
REMOTE CONTROL
PIste 70j()J
Operation from the manoeuvring
stand on the engine is t.hesane as

described in Sect.ion A., when valve (100) is in the LOCAL CONTROL
posltion shown.
Re~te

Control

When the englne is to be operated
from remote posit ion, valve (100)
is to be changed to REMOTE CONTROL. Hereby the pneumatic valve
on t.he engine manoeuvring stand
is disconnected and the solenoid
valves (84) , (86), (88) and (90)
are supplied
with manoeuvring
air. At the same time valve (B2)
changes over, disconnect.ing valve
(111) from the governor and connecting the remote speed cont.rol
signal to the governor.
There are two
remote control:

Startr stop, and reversing is made
as described above, except for the
index which IS set by the emergency handle instead of the speedsetting with valve (111).

posslbilities

of

1) Bridge control with automation

In this case the necessary
fund ions such as pre-speedsetting, changing to fuel at

26

.tart level r/min and cancelling of limiter in governor at
repested start are built-in
electronically into the bridge
control system. The conversion
into pneumatic signals is effected by means of the solenoid
valves (84), (86), (88), snd
(90) for STOP, AHEAD, ASTERN
end START, respectively.
2) "-nusl operstion fr~
r~
or bridge

At starting, vslve (101) is to be
depreased. This causes valve (102)
to be released. However, the function of (102) described in the
etop section is taken over by
valve (101) through valve (103).
Besides via valves (32) end (140),
if pitch on propeller is zero, a
pilot signal activates valve (33),
causing air to be led via vslve
(115) if the turning gear is disengaged to valves (26) and (27) •
Valve (27) then leads air to open
the main starting valve, and valve
(26) leads atarting air to the

starting
air distributor.
The
engine will now rotate on starting
air.

control

In this case the manoeuvring
units are connected electrically to valves (84), (86), (8B),
(90) and connected electrically
or pneumatically to the remote
speed-set ting. The principle
for manoeuvring the engine is
the slKlleas described in Section A.

When the engine has reached the
start level rlmin, valve (101) is
released. first the STOP line will
be deaerated, whereby the puncture
valve will close, allowing fuel to
the fuel valves. Later on, delayed
by valve (32), the START line will
be deaerated, deactivating valve
(33). Valve (26) will deaerate the
starting
air distributor,
and
valve (27) will close the main
starting valve.

for plsnts equipped with controlIlble-pitch propeller (non-rever sibIe engine), the following mode of
control is available:
C. CPP WITH ENGINE MOUNTED HANDEUVRING STAND AND CONNECTION fOR
REMOTE CONTROl
Plste 70304
All manually controllable valves
must be in the positions shown on
the diagram.

The engine is now running on fuel
and the rlmin is set by adjusting
valve (111). Max. index of the regulating shaft is set by the emergency handle.

Stop

Repeated Start

In the condition shown, STOP valve
(102) is depressed, leading an air
signal through valves (103), (145)
and (12B) to activate the puncture
valves.

In case of start failure, i.e. H
the engine stops after the starting sequence has finished, it is
possible to increase the governor
output at a new start attempt.
This is done by activating the
"cancel of limiter" switch on the

manoeuvring console for cancelling
of limiter in governor during the
st art sequence at 'a repeated
start, as described above.

Start
Before starting the engine, speedsetting valve (111) has to be set
:0 a suitable value for safe
,tarting.

27


70j.06-26B

703.07-26B

EIMrgenc:y Control

rotate (at slowly decreasing r/min)
because the velocity of the ShIP
through the water, w1l1 drive the
propeller, and thereby turn the
engine.

E.ergenc:y Stop
These functions are the same as
described in Section A.
Re_te

Acknowledge the telegraph and give
STOP order to the engine. Before giving the starting order, wait unti 1
the engine revolutions have fallen to
"REVERSING LEVEL" (20-40% of MCRr/min, depending on engine size, and
type of ship).

Control

When the engine is to be operated
from remote position, valve (100)
is to be changed to REMOTE CONTROL. Hereby the pneumatic valves
on the engine manoeuvring stand
are disconnected and solenoid
valve (144) supplied with manoeuvring air. At the same time
valve (82) changes over, disconnecting valve (111) from the
governor and connecting the remote
speed-setting signal to the governor.

Give the start order and allow starting air to the engine, until it has

been braked, and has come up again to
sufficiently high revolutions, in the
desired direction. Then give order to
run on oil. Check that the direction
of rotation is correct.
Owing to "conflict" between the wake,
and the propeller, heavy hull vibrations may occur, therefore, the
engine speed should be kept low during the first few minutes after
start.

The remote speed-setting signal is
intended for the combinator handle
on the bridge.
Solenoid valve (144) is for restart of engine from bridge in
case of shut-down of engine.
J. SAfETY SYSTEM

The system IS separately supplied
with air via valve (16), and is controlled by the safety system (wit.h
separate power supply) in the manoeuvring console (not shown in diagram) • In case of shut.-down, t.he
safety system actuates valve (127)•
Then an air signal is led to the
puncture valve on each dIstributor
block. Thus the fuel pump can give no
injection. (See page 70302-26).
The system is connected during all
modes of engine control.

If the ship's speed is too high when
the crash-stop is attempted, do not
loose starting air by allowing the
starting attempt to last too long.
Give the engine a new STOP order, and
wait unt.it t.he revolut.ions have fa1len st ill further, before making a
new start.
Regarding crash-stop during bridge
cont.rol, see the special instruction
book for the bridge control system in
question.
5. PREPARATIONS PRIOR TO ARRIVAL

IN PORT
An hour before the first manoeuvres
are expected, decide whether changeover to diesel oil should be made, or
whether the harbour manoeuvres shall
be carried out on heavy fue1. See
Chapter 705 "FUEL AND FUEL TREATMENT"
point 4.j "Fuel Change Over".

4. CRASH-STOP
This is a reversing of the engine
when the ship's speed is high.
Even when the engine has receIved a
stop order, it will continue to

28

"lrt ."

The circulating oil pump s and the
freahwater pumpa ahould be run about
15 minutes after atopping the msin
engine. This avoids overheating of
cooled aurfacea in the combuation
chambers, and counteracts the formation of carbon deposita in piston
crowns.

addit ional auxiliary engine

'I"IInG.uvraa.
"'aure a power reaerve for the

If possible, before arri'.11 in port, mske s reversing test,

·h .naure that the atarting valves
end r.versing mechanism are in order.
JUat before the manoeuvring, blow-off
en)' condensed water from the atarting
.1r and control air systems.

7. PREl£ATING

or

fRESH COOLING WATER

,. OPERATIONS AfTER ARRIVAL IN PORT
7.1 Preheating during Standstill
Periods

Whan the signal FINISHED WITH ENGINE
haa been received in the engine room
it is recommended to test all the
atarting valves for leakage. Permisa10n from the bridge should slways be
obtained before doing this, and the
turning gear must be disengaged, as a
leaky valve may cause the engine to
turn.

During shorter stays in port (i.e.
less than 4-5 dsys) it is recommended
that the engine is kept preheated.

This is in order to prevent corrosive
attack on the cylinder liners, particularly during starting-up.
The cooling water outlet temperature
should be kept as high as possible at least 61JOC - either by means of
the auxiliary engine cooling water,
or by means of a built-in preheater.

- Check that the auxiliary blower has
stopped.
- Close the valve to the starting air
distributor, open the indicator
cocks, and change over to running
from the engIne manoeuvring stand.

For details regarding "preheating of
cold engine", we refer to Chapter 709
- Plate 70905.

- Activate the start valve, whereby
starting air, but not control air,
is admi tted to the starting valves. If air blows out of any of the
indicator cocks, the starting valve
concerned is leaky and must be
overhauled.

7.2 Starting with a cold Engine

After leakage-testing of the starting
valves, the main starting valve is
locked in its lowest position (by

means of the locking plate), and air
is shut-off from the reversing and
control air systems, which are then
blown-off •
Stop the camshaft lubrication pump.
If the last manoeuvres are executed
on diesel oil, stop the fuel oil
pumps. If they have been executed on
heavy fuel, the circulation is continued through the system, at working
temperature, as heavy fuel is difficult to pump when cold.

29

Normally, as a standard, a minimum
engine temperature of 600C must be
attained before the engine is allowed
to start up (slowly) without any restrictions.
In exceptional cases a mInImum of
200C can be allowed. Under such special circumstances the engine can run
slowly up, to 9IB r~,
without restriction.
However, for running between 90% rpm
and 10m; IaCr, an engine temperature
of minimum 50PC is required.
The time interval required, for increasing the engine tem~rature
from
200C to 500C, will depend on the
amount of water in the system, and on
the engine load.

703.08-268

In addition,
we recommend that,
in
the region 90% rpm to 100% MCR, the
load should
be increased
slowly
_
I.e. over a period of 30 minutes or
more.
NB: The above
considerations
based on the assLlllption that
engine is well run-in.

are
the

30




70}.14-26A

70}.15-26B
STARTING

DlrrlCUlTIES

- SUPPlEMENTARY

CHECKS

COMMENTS

DURING

STARTING

GENERAL
The "Starting DIfficulties"
table give some possible causes
of starting failures, on which the following supplementary
information
and comments can be given.
Point

1

The engine can usually start when the
is above 10
air pressure
starting
bar. The compressors
should, however,
be started as soon as the pressure in

the starting air receiver is below 25
bar.
Points

8 and 1D

to determine
procedure
The testing
that all starting valves in the cylinder covers are closed and are not
in "Operations
leaking is described
in
in Port" earlier
after arrival
valve
If a starting
this Chapter.
leaks durlng running of the engine,
the startIng air pipe concerned will
become heated. When this occurs, the
val ve must be replaced and
starting
the
replacing
possibly
overhauled,
spring. If the engine falls to start
owing to the causes stated under 10,
this will usually occur in a certain

position of the crankshaft.
a
If thIS occurs during manoeuvring,
reversing must be made as quickly as
possible in order to move the crankafter
position,
shaft
to another
which the engine can be started again
In the direction ordered by the teIegraph.
Point

ure can be due to a defective
mentioned
or to the causes
points 8, 11, 12 and 14.
Point

valve,
under

14

is owing to overIf the shut-down
impulse
speed, cancel the shut-down
by pressing the stop button, whereby
switch
pressure
cancellation

the
is
and the stop cylinder
closes,
vented.
If the shut-down is owing to too low
or too high temperature,
pressure
these
back
to their normal
bring
level. The shut-down impulse can then
be cancelled
by actuating the approswitch in the alarm
priate "reset"
panel.

Check

Points

1J

Examine whether there IS volt age on
the solenoid valve which controls the
starting signal. If not, see the spebook for the govercial instruction
nor.

In order to cover sll circumstsnces,

it is ass ••••
ed that the engine has
been out of service for some time,
for instance due to repairs, and thst
"Checks
during
stsndst ill periods"
have been carried out as described in
the previous Chapter 702.

See thst sll exhsust
rsting correctly.

an out-of -service period,
is usually performed as a
Prior to this, it must be
that:

1. The harbour
quay-t ria!.
2. The moorings

authorities

2: ExhBUst

is kept on the bridge.

1- 8 should be made immediately after startinq.

Checks

9-10 are carried out dur inq
the runninq-up
of the
engine, but only if required due to repairs or
alterations.

NB: The movement indicators should be
engaged before starting-up,
and disengsged after checking the movement.
J: Turbocharger

Ensure
ning.

Check

that the turbocharger

is run-

Oil

5: Cylinders

See that all cylinders
Check

6: Starting

Covers

are firing.

Valves on Cylinder

feel over pipes. A hot pipe indicates
leaking starting valve.
Check

7: Pressures

and Te~eratures

See that everything is normal for the
engine speed. In particular:
the circulating oil (bearing lubrication and
piston cooling), camshaft lubricating
oil, fuel oil, cooling water, and
manoeuvring air.

11-16 are taken short! y after
reachinq stable runninq
conditions,
and then at
suitable
intervals
during the running.

As regards running-in

- see point 10.

valves are ope-

Check that the pressure and discharge
are in order (main engine and turbocharger s) •

are sufficient.

Checks

Valves

Check 4: Circulating

permit

Whether or not a quay-tr ial is carried out, the following checks must
be performed
(in the stated order),
in
addition
to
the
normal
aurveillance
and recording.

N8:

36

Check

Check
After such
stsrting-up
quay-trial.
ascertained

Checks

valve is correct! y
If the solenoid
activated or the engine is being manually controlled, trace the fault by
one copper pipe at a time
loosening
on the route of the signal through
the system, until the valve blocking
the signal has been found. The fail-

of Rotation

Ensure thst the direction of propeller rotation corresponds to the telegraph order.

19 and 21

In the startIng period, the fuel rack
will move on index, caused by the
booster (1 f Woodward governor) or by

This gives
governor.
the electronic
the possIbIlIty
of havIng fuel inject ion at once when the puncture valve
is released.

1: Direction

Thia section enumerstes checks to be
made
immediately
aft er
starting,
during load increase, and during normal running.
The checking
sequence
has been arranged accordingly.

}. A watch
If the fault is found in the electric
equipment, the shut-down function can
be cance lIed from the safety pane 1.
The engine will be able to run with
this function completely disengaged.

AND RUNNING

Check

8: Cylinder

lubricators

Make sure that the lubricators
are
working,
and with
an even "drop
height" level in all tl't,e
sight glasses.

procedures

37


7U}.16-26

70}.17-26

Check the 011 levels In the centre
glass, and the feeder tank.

- repan
or
bearings,

renewal

of

the

CMc:k 12: Shut Down and Slow Down

large

I'Check measuring
NB:

The pLmp stroke should be occasionally
checked
by measuring
the stroke of the adjustment
screw (same as pLmp stroke).

Check 9: feel-over
If the condition
uncertain (e.g.
terations), the
should always be
a)

- renewal or renovat ion of cylinder
liners and/or piston rings,

Sequence

of the machinery is

sfter repairs or al"feel-over sequence"
followed, i.e.:

After 15-30 mInutes'
SLOW
(depending
on
size);

running on
the engine

b) again after 1 hour's running;
c) at sea, after 1 hour's
service speed;

- the engine is stopped, the crankcase
is opened,
and the moving
parts listed below are felt over
(by hand or with a "Thermo-feel")
on sliding surfaces where friction
may have caused undue heating.

Check

If no specIal tesl1ng equipment 1S
Ivailable, the checking can be effected as follows:

Increase

the
engine revolutions to
8~
in the course of the first 2-4
hours, and maintain this speed for 6
hours.

I) The alarm pressure switches,
in
the
lubncating
and
cooling
systems may be provided with a
test cock, by means of which the
pressure at the sensor may be decreased,
and the alarm thereby
tested.

In the first operational period of a
new eng1ne,
i.e. up to 1000-2000
hours (after the above preliminary
24-hour running-in
period is over)
and also when new cylinder liners are
fitted, it is suggested to use 15m.
-o-f--t-h-e
recommended oil dosage.

See also Chapter 704: SPECIAL RUNNING
CONDITIONS, "Ignition in Crankcase".

10: Running-in

(For shop test,
trial,
special
avaIlable) •

For a new engine, or after:

Switches)

The following
sequence
is recommended
for new
engines,
or new
cylinder liners/piston rings:

Throughout
the
whole
running-ln
period of 20-24 hours, the cylinder
oil dosage should be at the maximum
level. This 1S done by moving the
lubricat.or regulating handle to its

maximum position (+).

After
the last
feel-over,
repeat
Check A1: "Oil Flow", In Chapter 702.

If the eng1ne is equipped with an oil
mist detector, this should also be
tested.

Al8l"88

The functioning and selt ing
illarms should be checked.

Alternatively, if only one or two cylinders/bear ings have been "renewed"
or undergone repairs, the fuel pump
Index for the cyllnder(s) in question
can instead be decreased by 25%, the
engine run up normally, and the indexes concerned increased slowly durIng an interval of 20-24 hours.

Feel:
- Main, crankpin and crosshead
bearings,
- Piston rods and stuffIng boxes,
- Crosshead shoes,
- Telescopic pipes,
- Chains and bearings in the chain

casing,
- Camshaft bearIng housings,
- Thrust bearing.

I

1J: Presaure
(Pressure

allowance must be made for a running
in period, i.e. that engine speed/
load should be increased grsduslly.

After this 8-10 hours' running, the
increase to full rpm (power) is effected stepwise during the following
12-14 hours; giving a total runningin period of 20-24 hours.

running at

rCheck

Check 15: Oil Mist Detector

equipment.

quay trial and
lnstructions

sea
are

of

Adjustment and test ing 0 f the al arm
function is effected in accordance
with the instructions given on the
equipment. , or in the separate
Oil
Mist Detector instruction book.

the

Check 16: Observations
Make a full set of observatIons,
ineluding indicator cards. Check that
Pmax/Pcomp'
pressures
and temperatures are in order.

b) If there is no such test cock, the
alarm point must be displaced,
until the alarm is given. When the
alarm has thus occurred
it is
checked that the pressure swi tch
scale is in agreement with the
actual pressure.
(Some types of
pressure switches have an adjustable scale).
The pressure switch 1S then reset

to the preselect.ed alarm limit.,
which should cause the alarm signal to stop.
Check 14: T8IIperature Alarms
(Thermostats)
Most of the thermostat.ic valves in
the cooling syst ems, can likewise be
tested by "screwing
them back", so
that the sensor responds to the actual temperature.
However, in some cases, the selt ing
cannot be reduced sufficiently,
and
such valves must either be tested
when the service temperature has been
reached, or by heatlng the sensing
element
in a water bat.h, together
with a reference thermometer.

•

Check 11: Thrust Bearing
Check mea",ur!rHJ equi pment •

38

39

703.21-26
OIrrICUlTIES

~N

RUNNING

- SUPPLEMENTARY

COMMENTS

The "Di fficulties
when Running" tables give some possible
causes of operationsl
disturbances,
on which the following
supplementary
information
and comments can be given.

Point 6

Concerning
the causes of blow-by, see
Chapter 707, where the regular maintenance is also described.

A leaking
exhaust
valve
mani fests

thelf
by sn
exhsust
temperature
rise, and s drop in the compression
Ind maximum pressures.
In order to
valve,
if
rap 1ace the
preliminary
pump roller

Points

Air/gas in the fuel oil system can be
caused
by
a sticking
fuel
valve
spindle,
or because
the spring has
broken.

limit the damage to the
possible,
immediately
valve concerned, or, as a

measure,
lift the fuel
guide.

If a sticking
fuel valve is found,
this must be replaced,
and it should
be checked that no fuel oil has accumulated on the piston crown.

Point 7
In serious cases, piston ring blow-by
manifests itself in the same way as a
lesking exhaust valve, but sometimes
reveals itself at an earlier stage by
I hissing
sound.

Points

1:5 and 18

In the normal running condition,
the
reversible roller guide is in s selflocking position.

When checking,
or when cleaning
the
scavenge

air box drain pipe,
keep
clear of the line of ejection,
as
burning oil can be blown out.

However, in the event of increased
friction
in the roller guide mechanism (seizure) , there is a risk that
the roll er guide link might change
position.
This will give a too high
exhaust gas temperature.
The indi vidual
indication
lights
for Ahead/
Astern for each cylinder
will indicate
the
cylinder
concerned.
The
roller guide must be checked.

With stopped engine, blow-by can be
located by inspecting
the condition
of the piston rings, through the scavenge air ports.
Sludge,

which has
been blown
into
the scavenge
air
chamber, can also indicate the defective cylinder.

Pointa
Since blow-by can be due to sticking
or
coIl apse
of
otherwise
intact
piston rings, there is a reasonable
chance of gradually
diminishing
it,
during running, by reducing the pump
lndex for a few minutes and, at the
same time,
increasing
the cylinder
Jil amount. If this is not effective,
the pump index must be permanently
~educed , or the
fuel pump
roller
juide lifted and blocked.

10 and 16

12 and 17

If, to obtain
full load, it proves
necessary
to increase
an individual
fuel pump index by more than 10%
(from sea trial value) , then this in
most cases indicates that the pump is
worn out. This can usually be confirmed by inspecting
the plunger. If
worn out/seized,
the fuel pump must
be replaced.

•

43


7U L 22-26A
MISCELLANEOUS
1. GREASE
Se ver al bearings
in the manoeuvring
system are lubr icated with grease which should be of good quality, and
have

a "melt ing" point
of about
1200C.

NOTE: When

the governor
is disenthe engine is only protected
against
overspeed
by the electric
overspeed
trip, Le.
the engine is
stopped automatically
if the revolutions increase to the overspeed setting. This blocking can only be cancelled
by moving
the regulating
handle
to
the
stop
position.
Manoeuvring must therefore be carried
out very carefully,
especially
when
navigating in rough weather.

~,

2. GOVERNOR OIL
An anti-corrosive
oil, with additives
against: foam, sludge formation, and
damage to gaskets and paint.
The
and

viscosity
index should be high
the viscosity
be in the range
22-68 cSt at 400C.

J. GOVERNOR FAILURE/

ERRATIC REGULATION
If the fault lies in the governor itsel f, the specIal governor instruction book should be consulted.
External
erratic
governor

influences
can also cause
regulation.
(Electronic
and Woodward). For instance:

- the main chain wrongly

(Woodward governor)

tensioned,

- falling oil pressure in the governor, (Woodward governor)
- lack
of
(Woodward

control
air
governor),

- sluggishness
gear
- firing

in

the

pressure

regulating

failure.

See also point 28 in the "STARTING
DIFF ICUL TIES" table, earl ier in this
Chapter.

For st arting and running the engine
wIt"' disef1gaged governor, change over
to EMERGENCY RUNNING.

44