PROCEDURE FOR INSPECTION Seas) PARTS |, Il & Ill Version 1.0 — November 2010 1 a‘SCOPE OF SCAVENGE PORT INSPECTIONS: ‘The following shal be cariod out during a scavenge port inspection '= Visual examination in accordance with requreents of MAN fr section Through Scavenge Ports form, "= Moasurement ofthe reraining depth ofthe pressure ae! grooves (CL grooves) ing groove clearance and piston burn-away in ac: ‘cordance with MANY Condtion Monitoring Feport (Part Inspection) form, ' Inspection ofthe cyiner iner runing surface through the scav- ngs ports, "Photos taken of piston crown, top land, piston rings, piston sk Piston rod, cylinder liner ane scavenge receiver, Photos are re- {ured for any surfaces that are wiped dawn or Ceaned, $00 taking [Photos section fr detain Part I § Insoecton of nan-aturn flaps * Inspection of water mist catcher PRACTICES FOR SCAVENGE PORT INSPECTIONS 4. Always use MAN Dissel & Turbo shoots Inspoction through Scav- fnge Ports and Cylinder Condon Report when submitting scav- ‘enge port inspection resuis, Blank inapeetion forms ae avalabie in APPENOX 2. Condit scavenge inspections on a month or as soon theaaftor bass. 3. Always pre-view the last scavenging port inapectiongrior to ae ‘complshing a new port nspection, 4. Photos and comments in this bookot are an overview of the MAN. Diesel & Turbo Instruction Manual Vol 1, Opration Menusl, Chap {er 707. Reter to Chapter 707 for complete descriptions of proce. dures for scavenge port inspections, eindor conditions, giston Condition, ring condions, factors istuencing cyinder wear, and cylinder lubrication, 5. Tho scavenge port inspection should be carried out at the frst Stop after long voyage, e.9. by anchoring f possible, 10 ob- tain the most relabie resuit with regard tothe elfectveness and suffcioney of the cyinder lubrication and the combustion eycle (Complete or incomplete). A misleading result may be obtained it ‘he scavenge part inspectan is cari cut after arival at harbour, since manoouvring and low speed running fequites ineased oi dosage.PARTI Supplement to the MAN Diesel & Turbo . c e cd e e J e c e c e c c OS O e ry 6 ry r e i e )HOW TO USE THE MAN Diesel & Turbo FORM Inspection ‘through Scavenge Port ‘The form on the next page is the MAN Diesel & Turbo form tiled Jospection through Scavenge Port, a blank form is provided in the APPENDIX “The left column on the MAN Diesel & Turbo form lists GENERAL CATEGORIES, the next column ists SPECIFIC CONDITIONS within ‘each GENERAL CATEGORY. The scavenge port inepection involves the Idantiication of SPECIFIC GONDITIONS within each of the GENERAL CATEGORIES. Partial view of MAN form, full page view on opposite page , i — == Es When conducting a scavenge port inspection on a unit, start by asking whal is the status of each GENERAL CATEGORY in rola Uionship to the SPECIFIC CONDITION. Once that determination has been made, write the symbol for that condition in the box that ‘corresponds tothe lation, |. topland, rng land number oF ring umberae dl. iia |i] |PARTI PART | of this booklet was developed to provide a pho» tographic representation of ‘each piston and liner cond tion listed on the MAN Diese! Turbo Inspection through ‘Seavenge Port for. GENERAL CATEGORIES on the MAN form match the fname en the tab at the bot fom of each booklet page (olack arrow). SPECIFIC CONDITIONS on the form are represented by photographs fed arom) in this bookie,REPRESENTATIONS OF SPECIFIC CON- i hi a rrINTACT PISTON CROWN - * ‘An intact piston crown has a minor layer of carbon, no burn-away (elophant sin. PISTON CROWN BURNING ~ BU Further information concerning piston crown burning can be found in PART PSLEAKING O1L ~ LO Iris found on the piston, determine if itis uel ol or tube of, Fue! oil willbe black and sticky, indicating a fuel valve is leaking. Lube of willbe brown ane non-sticky, indicating it could be from an exhaust valve, LEAKING WATER - LW Water ona piston indicates a cooling system leak. f water is found, itis important to deterine what the cause i. Viewed by ether @ minor or photo, does it appear the leakis from the cyinder head, exhaust valve, injctors or another source? Keep cooling water and cooling oil circulating during in- spection so possible leakages can be detected. DSC ne OLE‘CARBON DEPOSITS Often some deposits will accumulate on the side of the top land. Carbon deposits on the ring lands indicate lack of gas sealing at the respective rings. If the deposits are thick, the surface may be smooth and shiny from rubbing on tho eylin- der wall This contact may locally wipe away the oll fim, 70 suiting in micro-seizure and increased wear of liner and rings, No pePostr -* Running surfaces of piston ings iba worn bright. In adtion, the Fings will move freely in their grooves, be well oiled evenly aroun tne crcumfecence ofthe piston, and intact. ETS eS LyLGHT DEPOSIT - Le ‘MEDIUM DEPOSIT- MC CSO}EXCESSIVE DEPOSIT - EC Excessive carbon deposits are the resuit of over lubrication or im proper comoustion POLISHED DEPOSIT ~ PC Ir te deposits are abnormally thick the carbon deposits may be smooth and shiny from rubbing against the cylindor wall Thi can result in locally wiping away the ol fm, ceusing micro-selzures and increased wear of iner and rings In some instances, mechanical clover leating (Surface Condtion section, CL) can occur, visible as vertical grooves of slightly highe wear in between the lubricating quis ETS aes}RING BREAKAGE/COLLAPSE IF PART OF A RING IS MISSING (Condition “M"), AT- TEMPT TO FIND THE MISSING PART(S). IF THE MISS- ING BROKEN RING PART(S) CANNOT BE LOCATED, IN- SPECT THE EXHAUST GAS RECEIVER, THE SCAVENGE AIR RECEIVER AND THE SCAVENGE AIR BOX, IF STILL NOT FOUND, INSPECT THE TURBOCHARGER FOR MISSING PART(S) AND/OR DAMAGE. During a scavenge port inspection, broken rings are ident fied by: = Collapsed ring (C) += Lack of “elastic tension” (SL and ST, Ring Movement sec- tion). * Blaokish agpearance (8 or (B), Surface Condition section). '= Fractured ring(s) (BO, BN or SP), = Missing ring (1, wract ring ~ * Running eurfaces ofthe rings are wor bright, smooth, clean, with cout scratches, move [realy in the grooves and are well ofed NS‘COLLAPSED RING - C Collapse accurs i the gas pressure behind the ring ts bult up too slonly. With inadequate outward pressure behind the ring, com- bbustion gas can penatrate between the inor and tho rng, violently forcing the ring inwards, info the rng groove. The sudden shack ‘oading will eventually lead to fracture, particularly ifthe ring ends slam against each other. ‘The stow pressure buld-up behind the rings can be due to: '= Carbon deposits inthe ring groove (MC and EC, Deposits section). | Insuficint vertical ring Cearance (PART Il, Ping Groove Measure ment, Partal sticking (ST, Ring Movement section) Poor seaing betwaen the ring and the rng groove floor. Clover-loatng (CL, Surace Cancion saction) Fling end charters, Too large ring-edge rac Continual striking agaist wear ridges (WR, Surfaco Condition section), or cther regularities in the eyindar wall PSE act‘BROKEN OPPOSITE RING GAP - 80 Ring breakage opposite the ring gan is evidence of localized over- stessing of the ring materlal during installation resulting in permar ent deformation, causing blow-by and broken rings BROKEN NEAR GAP ~ BN If 8007 on topring female partbreakago often caused ty turing edges inthe tne top SEVERAL PIECES - SP SanENTIRELY MISSING ~_M. IF part of a ring is missing, attempt to find the missing part). i the missing broken ring parts) cannot be located, inspect the haust gas receiver and the bottom ofthe scavenge airbox, i stilt found, inspect the turbocharger for missing partis) andor damage. Cea LeSe aRING MOVEMENT Piston rings provide a gas tight seal between the piston and cylinder tiner wall. The seal occurs by gas pressure above ‘and behind the piston ring forcing the ring down and out towards the cylinder wall. To create this seal, free ring move- ‘ment is essential, Ring movement is described as: = Loose = Skggish = Sticking ‘CHECKING RING MOVEMENT ing movements checked by pressing on each ring with a wooden stick through @ scavenge port, Tum the piston up and dow, For large bore engines it can be necessary to use a wooden block and CIN) TeLoose -* ‘SLUGGISH SL‘STICKING - ST CeO Le‘STICKING - ST‘OLEAN, SMOOTH -* Running surfaces of the piston rings and cyinder ner are worn bright, rings move fraply inthe grooves, are wel led, an intact BLOW-BY: Blow-by, the leakage of combustion gas past the piston rings, is the result of ring sticking, collapse or breakage. It is indicated by black, cry areas on the rings and by larger black dry zones on the upper part of the liner wall which can only bbe seen whon overhauling the piston or when exchenging the exhaust valve. In this booklet, blow-by is indicated by the following conditions: SLACK OVERALL, BLACK PARTIALLY and BLAGK RING ENDS. RUNNING SURFACE, BLACK OVERALL ~ B ST eee UCL‘BLACK RING ENDS >100MM ~ BR Tee LCL)VERTICAL SCRATCHES ‘SCRATCHES (VERTICAL) ~S Sratching is caused by hard abrasive particles from the fue! ol from a beoken ring or for turbocharger intake. Sevatches on the piston ring running surlace 18 one of the fist signs of abrasive particles, and can be observed during scavenge port inspections, Usually, miora-eoizures do not occur fram goratehing, i, the ting surface remains soft. Hardness can be checked wih a fi, see RECOGNIZING MIGRO SEIZURES in this section and MAN Diesel 8 Turbo Plate 70704. se the top edge: aes Seratehing nthe top echo SCRATCHES (VERTICAL) ~ S Piston Skirt eT aeMICRO-SEIZURES: Micro-seizures are the result of break down of the lube oil film, causing metal to matal contact. The contact will causo @ high friction and high temperature that will change the ‘appearance of the ring surface. The cylinder «il film break down is in most cases caused by borepolish. May be due to overiubrication causing buit up of deposits polishing the liner running surface, LOCAL micro-seizures are limited to part of a ring circum. ference. However, because rings turn in their grooves, LO- CAL micro-seizures on a ring can produce micro-selzures all the way around the cylinder liner as the ring rotates in the ring groove, creating a condition known as ALL OVER ‘mioro-seizures To identity LOCAL micro-seizures before they develop into ALL OVER micro-seizures, when conducting an inspection itis important to check the exhaust and cam (manoeuvring) sides as well as the forward and aft piston ring conditions Using a mirror. Tee MCL)RECOGNIZING MIGRO-SEIZURES Micro-seizures on a running surface will have a vertically striped appearance, and be relatively *hard’, which refers to the result of a FILE TEST. To conduct a file test, use a new, finely cut file to file across the hardened surface, Ifthe fle leaves almost no scratch, it indicates the surface is covered by a hard glaze, the result of micro-seizure hardening. See MAN Diesel & Turbo Plate 70704 for additional information conceming the FILE TEST. The file test can of course only take place on a dismantled piston ring. LOCAL & ALL OVER MICRO-SEIZURES ‘ALL OVER MICRO-SEIZURES ~ MZ Notice in the top photo the micro-selzures are limited to the center ‘scavenge por. In the bottom photo micro-seizures can be 98en in all 3 scavenge porte, This is the distinction between LOCAL and ALL OVER micro-seizures. ST eee MCTACTIVE & INACTIVE MICRO-SEIZURES STILL ACTIVE MICRO-SEIZURES ~ MAZ ‘OLD MICRO-SEIZURES - 07 ST LCLFACTORS INFLUENCING CYLINDER WEAR It is vital that the system be free of condensation and wa- ter. Condensation produces sulphuric acid corrosion, water breaks down cylinder lubrication ‘To minimize condensation abserve the following best prac- tices: = Optimize tho temperature of the liner wall by maintaining cooling wator outot tomporatures within the epectied limits '= Keep cooling water temperature cifferences across the cy!- inder units between 12°-18°C at MCR. To minimize water observe the following best practices: "= Check that the drain for the water mist catcher functions property to prevent water droplets from entering the cyinders "= Check water mist catcher for correct fiting according to Service Letter '= Check for free standing water in the mist catcher. Whenever inspecting a cylinder liner, use a mirror and 2 bright light or a flash photo to inspect the condition of injectors, exhaust valve and cylinder head. ‘SCUFFING: Souffing is the result cf oll fim breakdown, With the cylinder walls no longer able to retain an oll fm, frictional interac tion between the cylinder wall and ring surfaces occurs, Due to the heat, ring and cylinder surfaces friction weld, harden, and seizures develop on both surfaces. SZ eae PLcreed MACHINING MARKS STILL VISIBLE - ** ‘A oylinder ier in good condition wit have “wave-cut” machining ‘marks visible on the cornplate running surface. The wave-cut su ‘aceis a single spvales0.01-0.02mm doap groove. The groove acts as @ pocket forthe cylinder ubrcating of to maintain a proper ot fm so as the gicton rings move acres the groove, ois deposites ‘onthe rings, the wave cut pater is worn away or the ylindr wall rricrostructure changes the olinder liner wil not propery distribute ‘yinder ol and souting can acour LINER SCUFFED - Sc Tae CL)WEAR RIDGES NEAR SCAVENGER PORTS - WR Fing breakage can occur by rings repeatedly moving across a wear riage. RINGS SCUFFING - SC (CLOSE-UP) Uae MCL)CLOVER LEAFING: ‘The clover-leaf formation in a liner is described by heavy ‘wear patterns in the cylinder liner between the lubricating ull (between red lines), with less wear outside of the heavy ‘wear areas (between red & yellow lines) In extreme cases the liner bore may resemble a clover leaf, thus the name, Clover-leafing can be the result of micro-sei- zures, misalignment, polished deposits, improper lubrication Co water disrupting the oll fim on the cylinder wall. Cxoss section view looking down at a clover leafed cylinder liner Lubecatng CLOVER LEAF WEAR ~ CL. BU eae)RINGS WITH SOFT EDGES: Ring roundings trom star, 26-35...... 0.8mm 42:50 4.2mm 60-70 1mm 80-98... 20mm RINGS SHARP EDGED ‘TOP & BOTTOM - 1/8 Ring adges wilbe sharp when original rouncings have been worn away, but without burrs, SURFACE CONDITIONWhen the piston is positioned at approximately TDS, inspect. the piston rod through the scavenge ports. nT W PISTON ROD, SMOOTH ~* Had PISTON ROD, CORROSION ~ CO EePISTON ROD (Close-Up), CORROSION - CO BT TeaOPTIMAL - ‘Al piston rings have ol at the edges and the cil fim is every cle persed arcund the circumference of the piston. TOO MUCH OIL -0 oo much cylinder lubricating oil can create calcium deposits on ‘ne pistons, see photo below. Calcium daposite rubbing againet the liner can lead to mechanical bore paish* and destroy the ci fim, loading to ecuiting (SC, Surface Condtion section). Over lubrica- tion aiso suppresses corrosion completly. Controled corrasion is necessary to continuously refresh the liner surface to counteract ‘bore potsh, CALCIUM DEPOSITS (Provided as a reference ony, nota sted condition) Pee LC LDSLIGHTLY DRY - D Running surtace of piston rings dry but ali tl visible on ring lands, VERY DRY - D0 oo ite cyindor lubricating oll ca resul in break down ofthe oi firm between the piston rings and the eyinder ner leading to ache ‘Sve contact anc possible surfing of ings and ine. See eTBLACK OIL. - BO Surfaces covered with black ol indicates poor combustion com: bined with excessive cylinder of. Surfaces covered with black of ‘can also be the result of menoewwring Seys It cleaning scavenge boxes or air receiver, take photos both before and after cleaning. ‘Scavenge Box, NO SLUDGE. Scavenge Box, SLUDGE -§ 2 \ ‘Scavenge Box, MUCH SLUDGE - Ms Too much stage can contaminate system ol. Remove any cll sludge and carbon deposi nthe scavenge alr boxes,Scavenge Receiver, NO SLUDGE -* ‘Alert: water washing fom defect wator mist catcher could cause a very clean scavenge air receiver ‘Scavenge Receiver, SLUDGE - * ‘Normal picture. indicate good cylindescondition. Scavenge Receiver, MUCH SLUDGE ~ MS Remove any ol shidge and carbon deposits in scavenge receiver.FLAPS (NON-RETURN VALVES), INTACT ~ * ‘Check the non-retu valves (lap valves) for easy movement and damage. ett | FLAPS ENT pee eeeteg toes clemasereeesWATER MIST CATCHER, OUTLET SIDE ‘Check for gaps and missing bolts that cause gaps between the mist cetcher and the casing. inthe top photo the arrows ingicate where 10 check for loose or missing bolts, the ciole indicates where to check for gaps. Inthe fower photo a gap exist, WATER MIST CATCHER Depending on the temperature and humisity ofthe ambient air and the temperature ofthe cooling water, water may condensate on the Coldest air cooler tubes of the air cooler later mist catchers are installed divecty afte the ar coolers to prevent water droplets from ontoring the cylinders. If water entere the cylinders, the oi im on the cylinder ner can be ruptured, resulting in scuting and clower- loafing onthe liner suraces. Inspect the water mist catcher for cracks in the frame anc correct ‘mounting during scavenge port inspections. A croken oF loose ‘mounting may cause an upstzeam gap at the bottom of the wator mist catcher elements. Air on the upstieam side will short-circuit the elemant and cause water cunning down through the element to be sprayed downstream out through the water mist catcher. The water spray from the broken water mist catcher may enter the cyl- indor unit. It is very important that the water mist catcher drains function properly and that the water mist catcher is fit- ted correct in the frame. if any doubt remove the casing covers to check.wwract—* Inspect the condition of the lacking wire forthe piston skirt bolts, ‘A loose locking wire can indicate one of the screws is loose or the ire is broken.OK OK OO OR OR‘SCAVENGE PORT INSPECTION TOOLS From left, MAN Diesel & Turbo Piston Crown Template, Ver- rier Gauge, Soft Metal Drift, Camera, Feeler Gauge, Pencil, Marker, Mirror, Flashlight, Large Screw Driver, Mallet, Coat- ing Layer Measuring Too). Also include clean rags for wiping down surfaces and two 20, liter (5 gl) pails (t to carry tools, the other for rags). ‘A bright light is not only used for general ighting, but also {or talking close up photos of pistons and rings, see Taking Photos. a RC ey‘Amitror, with titable telescopic handle 's used to inspect. ‘= Forward and aft scavenge port running surtaces. ' Oylinder wall above and below scavenge ports. Cylinder covers Injectors Exhaust valve Cylinder wall wear ridges Ser ee}REQUIRED PHOTOS: Take photos of the following: = Piston crown = Piston skirt = Scavenge box = Topiand = Pistonrod = Scavenge receiver = Pistonrings = Cylinderliner_ = Damage ‘Before and after photos are required for items that are wiped down during the inspection. When taking close-up photos, use the camera's MACRO function and turn the camera's flash OFF. Uso the work light fg the camera's light source. This will elminate reflection ‘and glate from the camera's lash, see top photo on the next page. ‘The photo above was taken with the camera's flash ewitched OFF and using the work light as the camera's ight source, ‘The work light provides soft light for the photo, without the flash glare concealing detals. area OLS}Photo taken with camera's flash switched ON. Since this photo includes a broken ring, carbon deposits and sharp ‘edges on rings, details in the photo are important, but con- Ccealed by the glare trom the camera's flash, area OL}Photos are a good method for detecting and documenting conditions such as machine marks (“), wear ridges (WR), Glover leafing (CL, scuffing {$0}, micro-seizures (MZ) and polishing, fol! or water is found on top of a piston, use photos to docu- ‘ment the condition of the exhaust valve, cylinder head and injectors. Anaad Photo taken in figure above NCS}‘PART IIL ‘Supplement to the MAN Diesel & Turbo form titled PISTON CONDITION MONITORING (Port pection) November 2010 ty L tJ tJ i tJ e t tJ t e td t CJ CJ Cc C2 tJ iJ e @ e e e t to e e fl e 2 © e C tJ ) C ePARTI In accordance with MAN Diesel & Turbo form, Condition Moni- toring Report (Port in- spection), PART I of this booktet provides 2 pictorial descrip tion of measurement procedures pertain- ing to Pressure Rolie! Groove (CL groove) dopth, ring groove clearance and piston crown burn-away. PART IILPROPER SELECTION OF VERNIER GAUGE Before measuring the depth of 2 Pressure Relief Groove (CL Groove), consider the width and shape of the vernier gauge’s stem end (Fig. 1). f the stem is too wide (Fig. 2) the measurement will indicate the groave depth is lass than the actual depth, For an accurate measurement, use a vernier ‘gauge with a stem that will sit on the bottom of the groove (Figs. 3&5) Fig. 1 ‘When selecting @ verier gauge, vey that the stem ends not too wide forthe Pressure Rie! Groove (CL groove) Pressure Relief Groove (CL Groove) ‘The verier gauge stem ends narrow enoughto ston the tation ofthe groove ())) ( Wa Pressure Relo! Groove (CL.Groove) Fig. 3- CORRECT Css ase om) Peau asMEASURING PRESSURE RELIEF GROOVE (CL GROOVE) DEPTH Fig. 4 Measure the depth ofthe pressure rai groove. Tha depth is anindiator of piston ring wer, Fig. 5 When taking the measurement, vay that the stem of the vetnier gauge s siting on the bottom of the Pressure Rallet Groove (CL Groove) Fig. 6 The prassure reir groove depth shal not be less than stated con the Piston Data Plate. Ente all measurements onthe MAN Diesel {4 Turto PISTON CONDITION MONITORING (Port Inapaction) form. Gates ama a) 73) Pru SUN LsMETHOD A, MEASURING RING GROOVE CLEARANCE Prior to inspecting the ring groove clearance, review the ver- tical clearance spectied on the Piston Data Plate. ‘The ring groove clearance measurement is an indicator of the wear taking place on the chromium plating in the ring groove. If the ring groove weer rate euddenly increases it ‘could be due to a maltunction of the air cooler system caus- ing water to enter the cylinder, a malfunction of the cylinder lube system or abrasive particles from fuel oll or scavenge Using fester gauge, measure top and bottom clearances between the ring and the ing groove, The total of the top and bottom clear ‘ances must not exceed the value specifiod cn the Piston Data Plate. Ping grooves wear faster in two areas. 1) The chromium plating on the floor of the ing groove. 2) The outer edge of the ring ‘groove. To maasure the ring groove clear lance at the point of maximum wear, the: ‘Chreriun Psing On [Foc Wears Fartor Entor the ring groove clearance depth on the PISTON CONDITION MONITORING {Port Inspection form, Eee aes Gra‘METHOD B, MEASURING RING GROOVE CLEARANCE we 'STEP 1: Fun the turing goar so the piston sin the downstroke, the rings have good movernent, the ings will mave othe top ofthe ring groove. Uv the ring rests on the top ofthe groove, taking cing groove meas. Uurements are simpitied by checking the top ofthe ring as seen in Step 2. Then, ifthe ring is actualy resting againet the top, fecler ‘gauge measurements can be performad on the floor of the ving ‘g100ve as ilustrated in Stepe 3 ~ 6. I no, fesler gauge measure- ‘ments must be made atthe top and the foor. The clearance will be the total ofthe two measurements eRe Uae aSTEP 2: Insert a thin feoler gauge between the top of the ring and ring g100ve to deteerine ifthe ring Is resting against the top of tha ring groove, i there is a clearance, fo low STEPS 3 - 6 on top ‘and bottom. The clear ‘ance Is the total of bth the top and flor fottern) cloarance measurements, {Chromium Plaing) = STEP 3: Insert a thin feeter gauge betwoen the fing and the foor unt 8 sight resistance i ‘alt The feeler gauge may go d09p into the ring groove Donat try toforce the fee- er gauge into the groove Uso only ight pressure STEP 4: Insert a stghtly thicker fester gauge be- tween the ring ard the floor until a sight resis. ance is felt. The feeler ‘auge wit not go into the fing groove as far. [STEP &: How many times the groove ie measured withthe feeler gauge wil vary depending on the condition of the ring } "008 and the person doing te inspection. STEP 6: As the fealer (gauge thickness inereas- 2, the depth to which the ‘gauge canbeinsertedinto tho groove will decrease. Consider the measure- ‘ment complete when the fester gauge can only be Inserted 2 ~ drm into the groove. AL ths point, the fooler gauge thickness is the ring groove clearance. Enter the ring groove clearance depth on tha PISTON CONDITION MONITORING (Port Inapection) frm. PIN aes GUPrior to insps permissible burn-away valu cting the piston crowns, review the maximum (on the Piston Data Plate, CGheck for burn-away and cracks (elephant skin) around the entre circumference of the piston crown. it elephant skin is found, look at it from several angles and estimate the depth of cracks, - Enter piston crown burn-away values and locations on the PISTON CONDITION MONITORING (Port Inspection} form PET}i| i i Z 8Inspection through Scavenge Port [Weeks per port calls en 1 oil consump. (28 brs Condition and Symbol__[Engine Part Tact - © Barsing - BU ree {sang ot = LO teow asking ater = LW a | Neder + feeen @ | ane te ing esi deposit» MC Excesve dost ~ EC & | politesaapni- ro Rien 2 Ringlands B | tact ing EB | Cates -c 3B | Broken oppose rng gap - HO ing? 5 | Brokenncargsp = BN @ | Severipiccs = SP ings & | Entrelymasing = M Ring z ing i mw BT cone - eng? B | Stgpin - st ge | Siekin- st lanes ing Clean, noth = * feet Ronin sures, Blackoveal - B Rung sures Blak pay - (6) /RIME2 sg | Blackring ends 100m = BR Serches (vera) = ings | Misrseiues daca) = mz B | Microsites allover)" MZ ing 8 | Mioroscires slacive - MAZ € | oane’o2 ison kin S| Nactining acts wil visible - +4 | wewteagerrs ot WR frien Clovertest wear «CL al Ringssharp-edgeé Toot. WB Sterner ar sav pot ing 5 ing? 2 | opin -* ings 8 | Toomusat - 0 Shy dy =D 7 B | vaey "50 — £ | soca - 0 pion si 3 Pin od finde ie 3 No Studge - * scav 2 Sludge = 8. é Mek Scav_ receiver as lope and nan rst alee our since tet overhaul Lub. part load contro:Condition Monitoring Report (Port inspection) focasans) [vest Iso. cr etn: Tens. ype TIM0 no: Mi Teng builer: [eng hs. TEng. no. [Dae yma Tesecket: ours since ast overhaul Vopae info [cts perp cals Normal service load (% of MCR) Lb par iad ont [aoe ol consumption (124 ba oad oi ype: Tsapn 9 [CL grooves fNominl CL depth new ring, ms [Minima CL dep am [Ne-of Co groover I nde No. m 2 Las Tis (Were aceite) [EL eroveno. 1 [ct srooveno.2 [ct seoveno.3 fcr srooveno. 4 [ct oven. $ [ct srooveno.6 [Remaining round (WN) [Piston Ringe ing hous I [ise [ers ato [ errr eat Bikes (1/100 a en rng no. 2| son ring no3| Piston ing no. 4 [Ring grooves & Piston crown [crown hous ern ‘Ring groove clearance H ‘Measured at Exhaut side (Exh) ndiae Manacuvre side (Man) Measuing positions tobe rae India in degrees (0° 360") cleans, Hm 01h [orove no. 1, Man 0.2, Ea [crove no. 2, Man. [creo no. 3, Eu foroove no. 3, Man [arove no. 4, Exh fcrove no. 4, Man Fito com igh op DAN: [ros psn (NY [onze ing CYAN: fax baring ffm) csiton 1 opress) [osx boming 2 nt [ston 2 depress) [ex buming 3 oon) Poston 3 epreesy [RemarkCee Sea eet)