INSTALLATION CHECK-UP

AND COMMISSIONING REPORT

Large Diesel D25–D65
Commission HAT & SAT
 VOLVO PENTA

INSTALLATION CHECK-UP AND COMMISSIONING REPORT

Pre commission part HAT Harbour Acceptance Test

A General information of customer; shipyard etc

Equipment specification
Engine application, duty cycle

B Description of engine supports; base frame and ships foundation.

C Engine installation and lining up

C1-crankshaft play and alignment
C2-Separately mounted equipment
C3-Parallel position of flanges
C4-Checking crankshaft deflection

D Description of Cooling system

E Drawing valid for installation must be used

F Description of Air inlet system and ventilation of engine room

G Description of exhaust system and crankcase ventilation

H Description of fuel system

I Description of aux systems. (starters, pto’s etc)

J Description of instrumentation and control system

K Commission SAT Sea Acceptance Test

K1 Engine test report MS Marine Propulsion Engine
K2 Engine test report MT Marine Propulsion Engine

L Procedure and documentation handling.

M Overall comments; faults, modifications required before approval.

Attachments:
Factory test report if not found be ordered from Application department Sweden.

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Zipcode Tel.
City Fax.
Country

Shipyard / Installer Yard no.:

Name Representative
address Tel
zipcode Fax
City
Country

VOLVO PENTA Market Unit VOLVO PENTA DEALER

Name Name
Address Address
City City
Sales rep.: Contactperson
Mob.phone: Mobile phone
Tel Tel
Fax Fax

END-USER/OWNER
Name Ship's name
Address Owner's representative
Zipcode Mobile phone
City Tel
Country Fax

DIESELENGINE Flex.coupling
Make VOLVO PENTA Make
Type Type
Serialnr. Rubber hardness
Rating:

MARINE GEAR ALTERNATOR

Make Make
Type Type
Serial nr Serialnr.
Red.ratio Rating:

RATING APPLICATION

Engine: Heavy Duty; Rating 1 Main propulsion > 1000 hrs yr

Medium Duty; rating 2 Main propulsion < 1000 hrs yr

Others: please describe:

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B. Engine Installation information

• Engine foundation
• Engine bed integrated in the ship casco Yes No
• On tank top Yes No
• Length of engine bed longitudinal beams ……… mm
• Thickness of longitudinal beams ……… mm
• Distance between stringer ……… mm

• Accessibility
• Possibility to change filter Yes No
• Service access to crank case cover Yes No
• Change oil in the pan Yes No
• Service access side way Yes No
• Service access up/down Yes No

• Engine support, Rigid

• Steel distance plate under the engine bracket Yes No
• When steel plate is used are shims used? Yes No
• Thickness of steel plates ……… mm
• Are resin used? Yes No
• Thickness of resin ……… mm
• Brand name ………………
• Has classification society approved the procedure? Yes No
• Are jacking bolts used? Yes No
• Are jacking screw loosened after installation Yes No
(1) Due to the engine will expand forward when it is warm

• Engine support, Flexible

• Type of flex system, brand ……………..
• Engine bed equipped with side and end buffer Yes No
• Any equipment attached to engine which prevent engine from moving Yes No
• Are the engine and driving unit connected together Yes No
• Height of each flex mounts after 48h

• Engine close-coupled to marine gear

• Amount of engine support 2 4 6

• Engine mounted on flexible rubber elements sep. from gearbox

• Number of engine supports 2 4 6
• Numbers of marine gear supports 2 4
• Marine gear support in same plan as engine. Yes No

• Front engine mounted PTO

• Type of equipment ……………………….
• Shaft supplied by VP Yes No
• Driven equipment supplied by VP Yes No
• Torsion vibration calc. done? By whom ………………………….
• Extra belt driven equipment
• Type ………………………..
• Designed by VP Yes No
• Designed by yard or owner Yes No
• Designed by Dealer Yes No
• Service accessibility Yes No
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• Engine output
• To marine gear with clutch Yes No
• To reduction gear without clutch Yes No
• Who supplied gear ………………………..
• Gear ratio ………………………..
• Brand ………………………..
• Propeller equipment
• Brand ………………………..
• Shaft diameter …………………. mm
• Length of shaft …………………. mm
• Water lubricated propeller shaft bearing Yes No
• Oil lubricated propeller shaft bearing Yes No
• Thrust bearing in the shaft line Yes No
• Propeller diameter ………….. mm
• Fix pitch propeller Yes No
• Cpp propeller Yes No
• Alignment done on propeller/gearbox flange Yes No
• Are torsion calculation made Yes No
1. Must be done

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C. INSTALLATION AND LINING UP

CHECKING OF AXIAL CRANKSHAFT PLAY.

Push the crankshaft to one direction and install a dial indicator.

Push the crankshaft to the other direction and note the indicator reading below.

Crankshaft play acc. to data sheets:

D65A 0,20….0,40 mm D49A 0,20
D34A D30A
D25A 0,1…0.2 mm

Crankshaft play actually measured; ……………..mm

Note: To slide the crankshaft do not touch/damage the torsional vibration damper or V-belt pulley. To
push the crankshaft axially, open the crankcase cover. This check is to see that the crankshaft is not
forced hard to one side and resulting to thrust failure. If no play achieved the reason must be
investigated.

CHECKING ALIGNMENT with close-coupled equipment.

1 Loosen the bolts of engine supports to ships foundation loosened.

2 Check clearance between filling plate and engine foot all around the foot.
Clearance should not be more than 0,05 mm.
Engine facing from flywheel side. Cyl 1 is at front. Last cyl is at flywheel.
3 Retighten the bolts to the proper torque

Position R.Forwrd R.middle R. Rear L.forwrd L.middle L.rear

-1-
-2-
-3-

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Cont. checking alignment

4 Loosen bolts of bellow/intermediate housing to engine flywheel housing

Note: do not remove completely, engine and transmission could separate
5 Check clearance between bellow and housing with feeler gauge.
Clearance must be the same over 4 positions within 0,05 mm.
Put measurements in sketch below

A …………..mm
B …………..mm
C …………..mm
D …………..mm

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C2 INSTALLATION AND LINING UP

CHECKING ALIGNMENT OF SEPARATELY MOUNTED EQUIPMENT.

To check the alignment of separately mounted equipment, the alignment should not be disturbed by the
rubber of the flexible coupling. In that case the rubber should be removed first, or a separate dummy
should be provided.

Please be aware that the surfaces, on which you install a measuring device, is a machined surface.

FACING FROM PROPELLER

AXIAL (5) RADIAL (4)
TOP
RIGHT
BOTTOM
LEFT
TOP

1. Engine flywheel housing 2 Hub on flexible coupling

3 Dial indicator 4 Radial throw max 0,05 mm
5 Axial throw max 0,05 mm 6 Attachment dial indication foot
7 Elastic coupling

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C3 CHECKING PARALLEL POSITION OF FLANGES

OUTPUT FLANGE OF GEARBOX – PROPELLERSHAFT FLANGE

FACING FROM PROPELLER

AXIAL RADIAL
TOP
RIGHT
BOTTOM
LEFT
TOP

Please be aware that bolts in output flanges of marine transmissions are “reaming bolts”.

If alignment calculation is made for

the shaft line this must be followed.
Sag and Gap has to be noted

FLANGES ON SHAFT

FACING FROM PROPELLER

AXIAL (A) RADIAL (B)
TOP
RIGHT
BOTTOM
LEFT
TOP

Note:
This control has to be done by yard and controlled by Volvo Penta engineer. Normally
12h to 24h after the ship has been launched.
Be careful so the shaft is safely secured and not moved out so far that the seal be
damaged.
Recommended value Axial 0.1mm and Radial 0.05mm.
The check must be on machined parts, which have manufacturing tolerance.
Too much run out will lead to vibration and later on damage to the shaft/gear system.

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C4 CRANKSHAFT DEFLECTION MEASUREMENT

To be certain that the engine block is not under severe pressure and twisted. It is recommended to
carry out a deflection test.
Especially V engines, the engine block might be stressed when the lining up is not correctly executed.
The test is advised to be performed on all V engine.
The measurements should be done on a warm engine.

Do not forget to attach a small string to the dial indicator to avoid it from falling deep in the crankcase.

Rotate the engine in normal rotation direction (counter clockwise facing flywheel)

Start with connecting rod in bottom-right position and put indicator in top-left position
Set gauge at zero (0) and read the measurements according to the table below.

Cylinder Cylinder Indicator Indicator Indicator Indicator Indicator

V16 L6-V12 Top-left left bottom right Top-right
1- 9 1- 7
2 – 10 2- 8
3 - 11 3- 9
4 - 12 4 - 10
5 - 13 5 - 11
6 - 14 6 - 12
7 -. 15
8 - 16

Readings in 0,01 mm (The measurement is the total gauge scale reading)

Normal from factory:

1/20000 x stroke

Max safe running

1/10000 x stroke

Critical
2/10000 x stroke

Correction must be made

2.8/10000 x stroke

Stroke in mm
Example:
2/10000 x 220=0.044mm, need
correction

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 VOLVO PENTA

SYSTEM DESCRIPTION
MS: Engine with jacketwaterpump and engine mounted expansion tank incl. heatexchanger
Engine with jacketwaterpump and engine mounted expansion tank
Engine with jacketwaterpump
Separately mounted expansion tank
Separately mounted heat exchanger

MT Engine with jacketwaterpump and engine mounted expansion tank incl. heatexchanger
Engine with jacketwaterpump and engine mounted expansion tank
Engine with jacketwaterpump
Separately mounted heat exchanger
Heatexchanger connected to central cooling system
Engine directly connected to central cooling system NOT ALLOWED

Sewaterpump mounted on engine; gear driven

Seawaterpump mounted on engine V-belt driven
Seawaterpump mounted next to engine and V-belt driven
Seawaterpump separately mounted and electric motor driven
Suction height of seawaterpump
Can air enter the seawaterpump inlet
Is seawaterpump, in that case, self priming

"Sea"waterpump in ships closed "seawater"system (closed external cooling system)

SEPARATE EXPANSION TANK

Tank above highest point of engine mm
De-airation possible through engine water out connection
Air-vent line from engine to expansion tank (under min level) yes no
Diameter of "filling line" to suction side of pump rec. 1" inches
Total volume of engine water (jacketwater) system + piping ltr
Volume of expansion tank (min 15% of total volume) ltr

PIPING CONNECTIONS TO ENGINE

Connection rubber hose rubber bellow flanged bellow nr. of clamps remarks
Engine water out
Engine water in

seawater from heat exchanger

seawaterpump in

Please indicate on drawings when piping diameters are different

Yes/No
Is external cooling water system flushed
Is external coolingwater system provided with a (temporarily) filter to catch possible dirt.
Cooling water preheater installed
Where connected to the engine Describe:

Can any valve block the cooling water system when closed. (also to marine gear cooler)

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Extra airfilters mounted Yes/No

Make
Type
Supported properly; no vibration Yes/No

Air taken directly from engine room Yes/No

Air ducting from outside engine room Yes/No

Ducting diameter mm
Ducting hard enough to whitstand suction pressure Yes/No
without collapsing
Intake protected from seawater entrance Yes/No
Equipped with seawater drain system Yes/No

ENGINE ROOM VENTILATION

Ventilation fans in engine room BLOWING Yes/No

Air ducting in direction of engineair inlet Yes/No

Overpressure in engine room with closed engine room door Yes/No

If this happen at max power, ventilation capacity is ok.

Use this formula for quick guidelines:

Volume m2/h
Fuel consumption est. 0.2 kg/hph
Output hp
Heat from exhaust 0.018
Area of surrounding engine room wall m2
Delta T in Celsius Normally 10-15 degree down from outside average temp

Fuel ∗ Hp ∗ 0.018 ∗ 104 − 40 ∗ Area

Volume =
0.288 ∗ DeltaT

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 VOLVO PENTA

G. EXHAUST SYSTEM

Engine mounted compensator

Length of compensator in mounted condition meters
Diameter of exhaust line directly after engine inches
Length of exhaust pipe meters
Number of bends of 45 degrees each
Number of bends of 90 degrees each
in case of different diameters
Diameter of exhaust pipe inches
Length of exhaust line meters
Number of bends of 45 degrees each
Number of bends of 90 degrees each

Exhaust silencer diameter (type) inches

Absorbtion silencer diameter and type inches
Resonance silencer diameter and type inches

Connection 1/2" directly after engine/turbo each

Exhaust back pressure (see engine test report) mm H2O

Exhaust line provided with first extra compensator

Meters after engine mounted compensator meters
Exhaust line proided with second extra compensator
Meters after first compensator meters

Drain cock provided under vertical exhaust line

Exhaust line insulated

Exhaust line supported with flexible connections

Wet exhaust system
Exhaust pipe constructed so not rain water can enter
CRANKCASE VENTILATION CONNECTION
Total length of ventilation pipe m
Diameter of ventilation pipe inches
Bends in line of 45 degr. each
Bends in line of 90 degr. each
Watertrap installed with draincock
Condensation water does not fall back in engine
Crankcase pressure (see engine test report)

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 VOLVO PENTA

H. FUEL SYSTEM

Fuel tank
Height of max. tank level above engine fuel pump max 2 meters
Height of min.tank level above / under engine fuel pump max - 1,5 meters
or "suction height of fuel pump (max. 1,5 meter)
Fuel tank vent connection diameter
Water drain connection on lowest point of tank yes / no
Fuel return line to top of tank, with inner pipe describe
Fuel supply line connection on tank; with valve describe
approx 10 cm above tank bottom describe

Fuel lines
Fuel supply and return line inner diameter
D25A and D30A min. 16 mm internal per engine
D34A >> D65A min 20 mm internal per engine
Pipe has to be copper material and well flushed before use
Fuel supply pipe inner diameter mm
Fuel return pipe inner diameter mm
Fuel return to tank yes
Note: Fuel return is not allowed directly to fuel pump supply
Fuel leak line if not alarm on must go with no back pressure
to tank or to suitable place
Waterseparator/pre-filter installed; make - type yes / no
Engine mounted standard filter yes / no

Fuel meter installed and properly by-passed

After trial the filter/strainer in fuel pump inlet connection has to
be cleaned

Fuel line is valid for under D25 size.

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Description
Air Startermotor Brand:
air pressure bar
lubricator Yes/no
flex connection to supply line diameter inches/mm
supply line diameter inches.
Air line has to be flushed with
air before first start to avoid dirt
in the starter. Yes/no
Has the vessel air drier for
starting air system Yes/no

Coolingwater heater system

Voltage Volts
Power output Watt
Waterconnections diameter inches/mm
Will the system cover the hole engine Yes/No

PTO system
Equipment
Design by Volvo Penta or
Yard/Customer
Output power
By belt or front mounted equipment
Will this
Will the consumer be driven result in
same time as the engine going over load
on full propeller power condition

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 VOLVO PENTA

J. INSTRUMENTS Working Value Unity ALARMS Working Value Unity

Tests before sea trial
Rev counter rpm Clw level Low Yes/No
Hour counter hrs Clw flow Yes/No
Coolingwater temp. C Clw temp High C
Oil pressure bar Oil pressure bar
bar bar
Oil temp C Oil temp High C
Charge air temp L Yes/No C Exh. gas temp High C
Charge air temp R Yes/No C Fuel pressure Low bar
Charge air press L Yes/No bar Oil press gear Low bar
Charge air press R Yes/No bar
Exhaust gas L C
Exhaust gas R C
Exhaust gas Common C
Oil press rev gear Yes/No bar AUTOSTOP
Oil temp rev gear Yes/No C Clw temp High High C
Clw level Yes/No
Voltage/Battery charg. Yes/No V Oil pressure Low Low bar
Ammeter Yes/No Amps Oil press.<1000 rpm LL
Stopsolenoid Yes/No
Fuel stop valve Yes/No Overspeed high rpm
Inductive pick-up (gap) mm
Inductive pick-up (gap) mm Oil press gearbox bar
Overspeed switch rpm
Underspeed switch rpm Other shootdown function

GOVERNOR CONTROL Zero Pitch function

Governor make On stop system Yes/No
Governor type On clutch system Yes/No

Shielded wire to pick-up Yes/No

GENERATOR on engine for battery charge

Ammeter Amps
Voltmeter Volts
Extra generator Yes/No

Note: At full load, oil pressure must be higher than 3 bar for piston cooling.
Under 1000 rpm oil pressure may be min. 1,5 bar
If engine is running high loaded at this rpm pls. Contact Volvo Penta application for advice.

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K Commission Report Sea Trial

SAT (Sea Acceptance Test)
J. INSTRUMENTS Working Value Unity ALARMS Working Value Unity
Tests at sea trial
Rev counter rpm Clw level Low
Hour counter at finish hrs Clw flow
Coolingwater temp. C Clw temp High C
Oil pressure full load bar Oil pressure full Low bar
Oil presure idle bar Oil pressure idle Low bar
Oil temp C Oil temp.High C
Charge air temp L C Exh. gas temp High C
Charge air temp R C Fuel pressure Low bar
Charge air press L bar Oil press gear Low bar
Charge air press R bar
Exhaust gas L C
Exhaust gas R C
Exhaust gas Common C
Oil press rev gear bar AUTOSTOP
Oil temp rev gear C Clw temp High High C
Above at warm engine Clw level
Voltage/Battery charg. V Oil pressure Low Low bar
Ammeter Amps Oil press.<1000 rpm LL
Stopsolenoid Yes/No
Fuel stop valve Yes/No Overspeed high rpm
Inductive pick-up (gap) mm
Inductive pick-up (gap) mm
Overspeed switch rpm
Underspeed switch rpm

GOVERNOR CONTROL
Good response
Stabil at max running
Hunting at cold engine
Reach max set value

GENERATOR
Ammeter Amps Voltage regulation
Voltmeter Volts Thermistors
Power kW Heating coil
Power factor cos.phi
Frequency Hz
Synchronizer

Note: At full load, oil pressure must be higher than 3 bar for piston cooling.
Under 1000 rpm oil pressure may be min. 1,5 bar

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 VOLVO PENTA

K1 MS PROPULSION ENGINE
Engine lub. Oil level min/max
Coolingwater conditioner type
Control linkage ok play
Engine low idle revolutions rpm (only to be measured when engine is warm)
Engine high idle revolutions rpm (only to be measured when engine is warm)

time min. Max 10 10 to 15 10 to 15 10 to 15 Min 20

Engine rpm idle 25% 50% 75% 100%

engine rev r.p.m

ambient / eng.room degr C
engine clw out L degr C
engine clw out R degr C
cooler in degr C
cooler out degr C
marine gear cooler out degr C
engine clw in degr C
lub oil press bar
lub oil temp degr C
air intake L degr C
air intake R degr C
charge air temp L degr C
charge air temp R degr C
Charge air press L bar
Charge air pressure R bar
Exhaust gas temp L degr C
Exhaust gas temp R degr C
Exhaust gas temp Common degr C
Exhaust back pressure mm H2O
Crankcase pressure mmH2O

Fuel temp engine in degr C

Fuel pressure bar

rev.gear lub. oil pressure bar

rev.gear clutch oil press. bar
rev.gear oil temp. degr C

Charging alternator Voltage Volts

Air press. for startermot. bar
Starter lubricator level min/max

hourmeter after trial hrs

Boatspeed at full load knots

All values to be taken from approved instrumentation. If in doubt mount your own equipment

L values for left bank or Line engine

R values for right bank
n.a. not applicable for this engine

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K2 MT PROPULSION ENGINE
Engine lub. Oil level min/max
Coolingwater conditioner type
Control linkage ok play
Engine low idle revolutions rpm (only to be measured when engine is warm)
Engine high idle revolutions rpm (only to be measured when engine is warm)

time minutes Max 10 10 to 15 10 to 15 10 to 15 Min 20

Engine rpm idle 25% 50% 75% 100%

engine rev r.p.m

ambient / eng.room temp degr.C
engine clw out L degr C
engine clw out R degr C
engine clw in degr C

seawater temp in degr C

seaw.marine gear cooler out degr C
seaw. Charge air clr out L degr C
seaw. Charge air clr out R degr C
seawater after heat exch. degr C
seawaterpump press bar

engine lub oil press bar

engine lub oil temp degr C
air intake L degr C
air intake R degr C
charge air temp L degr C
charge air temp R degr C
Charge air press L bar
Charge air pressure R bar
Exhaust gas temp L degr C
Exhaust gas temp R degr C
Exhaust gas temp Common degr C
Exhaust back pressure mm H2O
Crankcase pressure mmH2O

Fuel temp engine in degr C

Fuel pressure bar

rev.gear lub. oil pressure bar

rev.gear clutch oil press. bar
rev.gear lub. oil temp. degr C

Charging alternator Voltage Volts

Air press. for startermot. bar
Starter lubricator level min/max

hourmeter after trial hrs

Boatspeed at full load knots

All values to be taken from approved instrumentation. If in doubt mount your own equipment

L values for left bank or Line engine

R values for right bank
n.a. not applicable for this engine
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L. Trial and documentation procedure

All system has to be approved by all parties involved before starting the engine.
Same agreement as above must be stated before the sea trial.

Shipyard will be in charge of all safety procedures including for making the vessel ready for sea trial
condition.
Shipyard is in charge of all organisation and procedures under and before the sea trial.

Anything, which appears during the sea trial that can be harmful to the engine system, must be
corrected in safe way.

When starting the engine for first time the stop knob has to be held in and slowly released so the
engine slowly runs up to idle rpm.
Crank three times without starting the engine for pre lubrication.

All engine tests and safety procedures have to be ready before starting speed running. After speed
running all remaining tests are to be done.

Time for Pre commission

For C estimated time. 8-16h Time depends how ready the yard is.
For J estimated time 8h

Time for Commission/Sea trial

Trial preparation 4h
Sea trial 4h

Sea trial program

1. Preparation.
2. Start engine.
3. Warm up engine.
4. Slowly increase load to about 75%.
5. Go out to test run.
6. Start with 25% load two run.
7. 50% load two runs.
8. 75% load two runs.
9. 100% load three or for runs.
10. Crash stop from full speed note the stopping distance.
11. Go full astern for 2 min for checking so the air not coming in to the sea water system. Check
vibration and bearings temp. Check stern tube seal for leak.
12. General manoeuvre tests acc. to the program from the yard.
13. After sea trial following data has to be filled in to the Operators Manual (Engine ex.)
• Speed at 100% load.
• Engine rpm.
• Exhaust temperature.
• Cooling water temperature on engine.
• Seawater temp and pressure.
• Boost air pressure and temperature.
• Lubrication pressure and temp.
• Ambient temp and engine room temp.
NOTE! This document has to be sent to Application Department in Gothenburg in paper format for
approval before the warranty period is valid.

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Propeller Matching

To achieve good running life for the engine installation the following guidelines are recommended to
follow:

1. It is optimum that the actual rpm at max lever position is same as the rpm at max load condition.
Normally within 1.5-3%
2. If the rpm is on the left side on the diagram the rpm is lower and the propeller is too heavy. The
propeller matching has to redone if it is out too far. This engine load will be increased when hull
resistance increases due the hull will be dirty after some time.
3. If the rpm is on the right side on the diagram the rpm is higher and the propeller is too light. If this is
over 3-5% the propeller should be heavier.
The propeller curve should be slightly (appx. 3-5%) on the light side due to the fact the hull will be dirty
after some time in service.
If the vessel has controllable pitch propeller it is easy to get right load. The only thing to avoid (if the
propeller system is having too much over pitch) is to run the engine at low rpm and much pitch and this
will result in overload condition.
In condition 2 the engine could start have problem due to overload condition and the service intervals
must be shortened. When changing the propeller load the speed of the vessel is not changing much,
but will do much to get trouble free.

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M. OVERALL COMMENTS

REMARKS ABOUT INSTALLATION

MODIFICATIONS TO BE CARRIED OUT BEFORE APPROVAL

Complete report discussed with VOLVO PENTA

Responsible representative. Commissioning eng.

…………………………………. …………………………
Signature Signature

…………………………………. …………………………
Name Name

………………………………… …………………………
Place Date

Approved by local VOLVO PENTA MARKET UNIT

………………………………………. …………………………..
Name Customer Support Mngr Sinature and company stamp

Please send copy to: customers Superintendent / Technical Department

AB VOLVO PENTA Gothenburg Customer Support

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 English 05-2001
7741574-3

AB Volvo Penta
SE-405 08 Göteborg, Sweden