6L23 30H PDF

DIESEL GENERATING ENGIN: a T i 8 FOR FINAL(S-2010) [070807 | J.W.L | A FOR WORKING 060724 |K.H.Lee| Y.0.K [ 0.U.E REVISION “DESCRIPTION oaTe | oWG | CHECK | APPO SHIP YARD SIX / GESCO APPROVED BY |. U. LEE HULL.NO $-2009/2010/2013 CHECKED BY | Y. 0. KIM ENG. MODEL 61.23/30H CHECKED BY = kw > PME 960 iY = 900 RPM DRAIN BY | K. H, LEE LIST.NO 61.23/30H-J8648 ISSUE DATE 2005.07.01 STX Engine Co., Ltd. o-1sx ORAWING LIST HULL NO $-2009/2010/2013 ENGINE TYPE : 6L23/30H YARD / OWNER : STX / GESCO NO DESCRIPTION OWG. NO BEVISION REMARK WG. NO_| DATE | ot | SPECIFICATION OF DIESEL ENGINE STX-JB648 02 | GENERAL ARRANGEMENT - 1. GENERAL ARRANGEMENT 1505020750 | 150502075A | 060627 2. LIFTING INSTRUCTIONS 1624484-4 3. OVERHAUL AREAS 1624445-0 03 | INSTALLATION AND COUPLING 1505020760 ARRANGEMENT OF HOLOING DOWN BOLT 2. RESILIENT MOUNTED GENSETS 1619565-0 3. RESILIENT MOUNTING OF GENERATING SETS ee 4. FITTING INSTRUCTIONS FOR RESILIENT MOUNTING OF GENSETS eae 5. CALCULATIONS OF THE RESIL. MTG. — | 1410 6. CHOCK LINER 1502007 15A [L_ 04 | GENERAL OF PIPING SYSTEM 1. CODE IDENTIFICATION FOR INSTRUMENTS Te 2. BASIC SYMBOLS FOR PIPING 16314724 3. FLEXIBLE HOSE - 4. DIM. & INSTALLATION. INSTRUCTIONS = _ 05 | FUEL OIL SYSTEM 1. FUEL OIL DIAGRAM | 150502070 2. GUIDANCE FOR LOW LOAD OPERATION — | 1609528-4 3. FUEL OIL SPECIFICATION 1609570-6 4 1655267-1 FUEL OIL CLEANING RECOMMENDATIONS 0-2 STX Engine Co.,Ltd.six NO DESCRIPTION ‘OWG. NO EeISio REMARK OWG. NO DATE 06 | LuB. OIL SYSTEN | | 1 LUB. OIL DIAGRAM 1505020780 | 150502078A | 061212 | | 2. LUB. OIL IN BASE FRAME as 1671755-8 3. LUB. OIL SPECIFICATION 160953 1-8 | 4. LIST OF LUB OILS 15050011790 5. TREATMENT OF LUB. OIL 1643494-3 6. CRITERIA FOR CLEANING / EXCHANGE 1609533-1 | 7. WB. OIL CHART - o7 | COOLING WATER SYSTEM P| 1. COOLING WATER DIAGRAM 1505020700 | 2. FRESHNATER SYSTEW TREATMENT 1609571-3 3. VOLUME OF COOLING WATER: - || 4. AUTO SHUT OFF VALVE | 72001018 08 STARTING AND CONTROL AIR SYSTEM 1. COMPRESSED AIR DIAGRAM | 1505020800 2. MAIN STOP VALVE 9002000500 09 COMBUSTION (SCAVENGING) AIR SYSTEM 1. COMBUSTION AIR DIAGRAM 1505020810 10 | EXHAUST GAS SYSTEM - [| 1. WATER WASHING OF COMPRESSOR SIDE - 2. WATER WASHING OF TURBINE SIDE - | 3. EXPANSION JOINT 1602002620 | ~ 4. WATER WASHING DEVICE | 73201058 7 YC 0-3 STIX Engine Co.,Ltd.sx REVISION No DESCRIPTION WG. NO AEMARK DWG. NO | _DATE 11 | OTHER PIPING SYSTEM BLANK “12 [ELECTRIC & CONTROL SYSTEM oo 1. G/E ARRANGEMENT 5152016740 |518201574A | 060705 2. SENSOR LIST =| 3. START BOX 5152015750 4. TERMINAL BOX 5152015760 [515201576 | 060704 | 5. WIRING DIAGRAM 5152015770 |515201577A | 060704 | 6. GROUP STARTER 5152015780 [515201578 [060704 | | 7. LooseLy SUPPLY 5152009150 8. SPARE PARTS 5152015790 | 1520157a [060704 13 | GEAR Box | NOT APPLIED 14 | ALTERNATOR 15 | SPARE PARTS & TOOLS: 1, STANDARD SPARE PARTS 1505012770 2. STANDARD TOOLS 1505020250 3. ADDITIONAL SPARE PARTS FOR YARD WORKING ead _ 4, FLEXIBLE HOSE SPARE PARTS 1505012790 | 1505008530 | 051007 5. AIR COOLER SPARE PARTS & TOOLS | 1505004690 6. ADDITIONAL TOOLS FOR CYLINDER BORE GAUGE ee 7 7. NOZZLE TEST PUNE 9001000500 STX Engine Co.,Ltd.SPECIFICATION OF DIESEL ENGINE ( DWG. NO : STX - JB648 ) FOR FINAL(S-2010) 20070307 JW | Y.0.K | 0.U.L FOR WORKING 20060724 KAHL | Y.0.K | 0.U.L FOR APPROVAL 20050701 KAHL | Y.0.K | 0.U.L REVISION DESCRIPTION DATE OWG | CHECK | APPD STX Engine Co.,Ltd. Ht STX Engine Co.,Ltd.Chapter Chapter Chapter Chapter CONTENTS General descr ipt ion General Rules and regulations Unit and language Paintings Material and workmanship Diesel engine General Engine particulars Wain specific character ics Scope of supply Engine per formance Engine safety and alarm system Inspection and test procedure General Load test Governor test Parallel running test Measurement of mechanical vibration level Protecting device test Overhau! inspection 1-2 ‘SIX Engine Co.,Ltd.Chapter 1. General description 1-1, General This specification covers the supply of the equipments and machinery for 3 sets of STX-MAN-88M diesel generator engine per one ship. 1-2. ules and regulations ‘The diesel generator engine will be complied with the requirements of the following rules and regulations of the latest issue. 1) Classification Society : LA + UMS (Edition : 2004.06.25) 2) Korean Industrial Standard (KS) 3) Japanese Industrial Standard (JIS) 4) The other items which are not covered with this specifications are to be manufactured in accordance with manufacturer's standard. 1-3. Units and language Units such as size and weight etc. shall be in SI unit(except pressure:kg/cm2) system. All drawings, documents and name plates for equipments shall be written in Engl ish 1-4. Paintings All parts of casting surface wil! be coated with anticorrosive paint in accordance with manufacturer's standard The finished color of exterior surface for all equipments is as follows : ~ Generator set Munsel | no. 7.5 86 7/2 ~ Electric equipments Mansel | no. 7.5 86 7/2 1-5. Material and workmanship ‘The material to be used in the manufacturing of the equipments shal! be of good quality, free from defects and most suitable for the purpose. ‘The workmanship shall be of significant grade and in accordance with the best modern process. 1-3 ‘SIX Engine Co.,Ltd.a1 22. Chapter 2. Diesel engine General 1e STX-MAN-B8W diesel generator engine of 6L23/30H type is designed with a view to reliability and good operating economy, less consumption of spare parts and easy maintenance. The gen-set is approved by LLOYD'S RESISTER OF SHIPPING, DET NORSKE VERITAS, ANERICAN BUREAU OF SHIP= PING, BUREAU VERITAS, GERMANISCHER LLOYD, REGISTRO ITALIANO NAVALE, KOREAN REGISTER OF SHIPPING, NIPPON KAI] KYOKAI, ETC. The construction of the STX-MAN-B&W marine generator engine 6L23/30H is a 4-stroke trunk piston diesel engine in the medium speed range. The engine is moderate supercharged by means of one exhaust gas turbo-charger and air cooler Engine particulars 1) Engine quantity per ship 3 Sets 2) Model 6123/30H 3) Number of cylinders 6 cylinders 4) Cylinder arrangement In-line 5) Cylinder bore 225° om 6) Piston stroke 300 nm 7) Engine rating = Max. cont inuous output ~ Over load capacity 960 kW AT 900 RPM 110 % ‘STIX Engine Co.,Ltd.At the standard condition of Altitude + Anbient temperature “Relative humidity Fresh water temperature 8) Revolution 9) Piston speed 10) Mean effecitive pressure 11) Max. cylinder pressure 12) Direction of rotation 18) Starting 14) Instal lation 1) Cool ing system ~ By H.T water ~ By L.T water ~ By lub. oi! 16) Firing order Sea level (1000 mbar) Max. 45 °C 60% 36 900 RPM 9.0 m/sec 17.9 Ka/on2 183 Ka/cn2 in the combustion chamber Clockwise viewing from flywheel side Air motor (6 ~ 9 Kg/on2) The engine and generator are directly coupled and instal led on a common bed plate. Cyl. Finer, Cyl. cover Lub. oi! cooler, Air cooler Piston 1-4-2-6-3-5 STX Engine Co.,Ltd.sx 2-8. Nain specific characteristics 1) Fuel of! spec. Detail spec., please refer to chapter 5 part 3 - HF0(380 cSt at 50°C): Start/stop at normal condition & normal condition - MOO( 14 cSt at 40°C) : Start/stop at cold (initial) condition 2) Fuel oi! consumpt ion = The following figures are guarantee values on testbed at MCR (poner measured on flywheel) : 196.4 g/KW.Hr, Tolerance + § %(without pump) The figures are given in accordance with the ambient conditions chosen by ISO and using a diese! oil with a lower calorific value of 42,700 Kd/Kg (10,200 Keal/Kg) as a basis = Ambient air temperature BB ~ Anbient air pressure 1000 mbar ~ Charge air coolant temperature =: 25 = Back pressure after turbine Max. 250 mmAg With built-on pumps, the SFOC wil! be increased by ~ L.O punp : 0,5 % at 100% load -H.T cooling water pump 0,7 % at 100% load - F.0 feed pump 0,03 % at 100% load 3) Lub. of! specification refer to lub. oi! spec. in lub. oi! systen 4) Lub. oi! consumption ~ Specific lub. oi! consunpt ion is as fol lows. Ay 9-8 ~ 1.0 Ka/hr at Wc Above figure is subject to a tolerance of 425 4. 1-6 SIX Engine Co.,Ltd.5) Governing character ist ics ~ Speed regulation When rated load is suddenly taken off or when 800/BMEP load late(%) is suddenly applied, the speed is contro! as bel lows. Transient within 10% Permanent : within 5% Recovery time + according to rules (8 sec) ~ Speed regulation range by governor motor Time about 0.11 Hz/seo 6) Exhaust gas data Gas anount 2 About 8370 Ko/hr at M.C.A + 5% Gas temp. + 320 ~ 990 °C after turbocharger Nax. allowable back. press 250 mm Aa Air consumption : 2.25 kg/s at MOR + 5 % When using exhaust gas for heat recovery system, please contact us for exact data 7) Starting air consumption ~ 2.0 Nn3 per start SIX Engine Co.,Ltd.Chapter 3. Scope of supply Code B: Built on engine. E+ Equipments separately delivered per engine. S: Equipments separately delivered per ship. 3-1. Engine per formance 8000___Basic diesel engine 81001 Standard diese! engine 81002 Connon bed plate for engine and alternator 81003 Resilient mounting with conical rubber and flexible hose at each yard connect ion 81004 Direct coupling between flywhee! and alternator 81005 Gangway mounted with ladder & hand rai! £1006 EIAPP certificate of Nox emission for exh. gas Acc. to INO requirement 81100 __ Fuel oi! system 81101 Fuel of! feed punps 81102 Fuel of! injection pumps 81103 Fuel injection valves for each cylinder 81104 Fuel slit filter for safety ~ Duplex type + nominal 60 micron 81105 Fuel of! leakage tank with floating switch (LAH42) 81106 Steam tracing and thermal insulat ion 81107 Protecting cover of pipe connection acc. to SOLAS 1994 1-8 STX Engine Co.,Ltd.81200__Lub. oi! system 81201 Lub. oi | pump driven by engine = Gear type ~ Working pressure + 8~4 ko/one (aft. filter) ~ Safety valve 5.5 ka/om2 ~ Capacity 2 20 m3/h 81202 Prelubricating pump - Electric motor driven ~ Capacity 2,6 m3/h 81204 Lub. oi! cooler = Plate type 81205 Thermostatic S-way valve ~ Wax type 81206 Lub. oil filter with differential pressure switch (POAH21~22) - Duplex, cartridge type ~ Fineness nominal 15 micron 81207 Level switch in oi! sump (LAL/H28) 81208 Protecting cover of pipe connection acc. to SOLAS 1994 9 SIX Engine Co.,Ltd.81300 Cool ing water_systew 61301 One(1) string central cooling water system 1 81302 L.T water pipe Parker izing B1303_H.T fresh water pump driven by engine ~ Centrifugal type ~ Capacity 45 n3/h ~ Working pressure : 1 ~ 2.5 ko/om2 81304 Thermostatic valve on outlet, high tenp system ~ Wax type 81305 Electric preheater without pump & motor : 9 kW £1306 L.T cooling water auto shut-off valve : Loose supply 81400 Compressed air systen 81401 Air starter motor — working pressure 9 kg/om2 81402 Solenoid valve for renote start 81403 Starting air pressure reducing valve, safety valve, press gauge and Y-strainer £1404 Angle valve for starting air inlet : ON40 (loose supply) 1-10 ‘SIX Engine Co.,Ltd.81500__ Charging air system 81501 Turbocharger = Maker STX Enpaco ~ M.A.N ~ Type + NR 20/R 81502 Charging air cooler with water mist catcher ~ Fin & tude type 81503 Water washing on conpressor side of turbochager ~ Dosage type 81504 Lambda contro! system for jet assist incl. fuel oi! limiting device 81600 Exhaust gas system 81601 Water washing on turbine side of turbocharger 81602 Exhaust gas outlet after turbocharger £1603 Exhaust gas expansion joint after turbocharger ~ Flange size JIS 5K-400A Flange ~ Bellows type, stainless steel $1604 Press reducing unit including reducing valve, press gauge, flexible hose and quick coup! ing for T/C turbine cleaning = Yard con. size JIS hose con. W42 male 81700 Governing systen 81701 Hydraulic Governor > Woodward - Type : UG8D rit SIX Engine Co.,Ltd.81702 £1703 81704 81800 81801 81802 Synchronizing governor motor = Input power Synchronizing speed ‘APM controller ( 1 ea / engine) = Input / output vol tage Shutdown solenoid Instrumentat ion OC 24V from APM controller 0.11 Hz/sec at 60 Hz instal led MS8D AC/DC 100~220V / 0~24V adjustable oc 2av Following thermometer and pressure gauges are fitted the engine. Thermometers (Dial type’ = L.T air cooler intet -L.T air cooler outlet - L.TL.0 cooler outlet ~H.T engine inlet - H.T engine outlet -H.T each cyl. outlet ~ L.O cooler inlet = L.0 engine inlet ~ Charging air, cooler i ~ Charging air, cooler outlet ~ F.0 engine inlet = Exh. gas, each cyl, ou! ~ &xh. gas, T/C outlet ~ Exh. gas, T/C inlet Pressure gauge panel ~ L.T engine inlet HT engine inlet ~ L.0 engine inlet Charging air eng. inte! ~ F.0 engine inlet = L.0 turbocharger intet ~ Starting air inlet ) inlet itlet t TI TI TI TI TI TI TI TI TI TI TI Tl TI Tl Pl PI Pl Pl Pl Pi Pl or 10 21-22 31 40 23 70 (on reducing valve) 12 STX Engine Co.,Ltd.3-2. Engine safety and alarm systen 81901 Switches for shut down ~ Lub. of! engine low pressure stop ................ (PSL22) ~ H.T-F.W engine outlet high temp. stop ............ (TSHI2) = Engine overspeed Stop ......00..seceeeeeeeeeeeees (SSHBI) 81902 Press. switches for alarm - Lub. oil filter diff. press high (PoaHi21-22) 81903 Level switches for alarm ~ Pre-lub oil inlet engine (LaL25) Lub. of] sump, level low/igh ........ceeeeeeeeee (LAL/H28) ~ Fuel oi! leakage tank, level high (La) 81904 Temperature transmitters for renote indication / alarm ~ H.T-F.W engine outlet high temp ..........ccce (Te12) = Lub. oi! engine inlet high temp. 5 (Tez2) ~ Exhaust gas T/G inlet high temp. alarm .......... (Te62) 81905 Pressure transmitters for remote indication / alarm —H.T-F.W engine inlet low press (PT10) ~ Lub. oi! engine inlet low press. ......cceececeee (P12) ~F.0 engine inlet low press. .........eeeeeeeeeeees (PTAO) ~ Starting air engine inlet low press. .. (P70) Note : Switches and transmitters for alarm, indication and shutdown above listed are attached to the engine and cabling work to the terminal box wil! be carried out by engine maker. 1-13 SIX Engine Co. ,[td-81908 81907 81908 $1909 $2000 s2001 s2002 $2003 82004 $2005 $2006 sx Starting safety devices The devices for engine stand-by are applied to engine as below. And the starting interlock is prepared in the start box - Turning safety switch = Lub. of! priming (2875) (\aL25) As for engine pre-lubricated condition, flow switch (LAL25) of L.O main pipe is applied to starting safety system Terminal box incl. converter unit for engine & T/C rom signal Loca! starting box incl. tachometer for engine & T/C rpm, push buttons for engine start / stop, renote / loca! control and start blocking and shutdown reset Lub. oi! prim. punp starter with Jacket F.W preheater starter One (1) group starter / 3 engines Mice laneous Following documentations shal! be submitted, ~ Approval drawing 12 sets per total vessel = Working drawing 1 18 sets per total vessel Final drawing incl. shoo test record : 4 sets per ship = Instruction (for final) : 4 sets per ship = CD ROM for final drawing & instruction manuals : 4 copy / ship Standard spare parts Standard tools Spare parts for flexible hose Spare parts and tools for air cooler Additional spare parts for yard working - Air mat of T/C for yard's working 3 ea / ship ~ L.0 filter cartridge for yard's working 6 ea / ship 1-14 STX Engine Co.,Ltd.$2007 Additional too! = Cylinder bore gauge tea per ship £5000__ Generator = Maker 2 Hyundai = Capacity + 900 Ki, 900 RPM, AC 450V, 60 Hz, 3 phase, 8 poles, P.F 0.8 ~ Bearing type Single bearing , direct coupling - Bearing lubrication : Self lubrication = Cooling method : Air cooled with self ventilated type 1-15, SIX Engine Co.,Ltd.1 42. 3. Chapter 4. Inspection and test procedure General The diese! engine shall be applied to coupling test in conbination with alternator on the connon bed plate as fol lowing schedule. Load test This test shall be carried out in the state of the engine coupled with alternator under rated speed. Testing order and period for each load are as fol lons. Load (%) Load (Kw) tom Duration 25% 240 kW 900 30 Min. 50 % 480 kW 900 30 Min. B% 720 kW 900 30 Min. 100 960 KW 900 60 Min. 110 % 1056 KW 900 30 Min. The followings for measurements for each load range are per formed and recorded on STX Engine's test record sheets. a) Anbient condition(baronetic pressure, anbient temperature) b) Fuel of! consumption c) Pressure and temperature of cooling water, lub. oi!, fuel oi! and charge air d) Exhaust gas temperature e) Fuel rack and maximun combust ion pressure f) Turbocharger speed Governor test Instant and permanent speed variation and voltage variation shall be measured respect ively by rapidly changing the load of the engine as fol lowing method When rated load is suddenly taken off or when 800/EMEP load rate(%) is suddenly applied, the speed is to control within 10% momentary variation and 5% permanent variation of rated speed. The speed variation with load changes in accordance with aboves are to return and renain within 1% of final steady state speed in no more than 8 seconds. 1-16 SIX Engine Co.,Ltd.sx 4-4, Parallel running test 45, In 75% load of the alternator rated load, the frequency and voltage are regulated the rated values. After regulating, parallel running test shall be applied for three units at once. Load variation of parallel running test is as follows. 75% ~ 100% - 75% - 50% - 20% - 50% - 75% - 100% ~ 75% Measurenent of mechanical vibration level for O/G set at 100% load by portable vibroneter : 1 set / ship Protecting device test This test shal! be carried out in the state of the engine being no load for following items. 1) Shut down test unit : pressure kg/oma temerature : T speed om r = Actual Value No. | Neasur ing Points Pie No.1 [No.2 [No.3 a Over speed, electric 1015, 1 b | Lub. oi! engine intet low press 2540.1 Fresh water engine outlet high temp. 9 +3 I 2p ntantest — i Actual Value No. Measur ing Points Setting No.1 [No.2 [No.3 a Prim. lub. oi! engine inlet flow Check b | Fuel oi! leakage oi! tank level high Check c Lub. oi! sump level low/high ‘Check d L.O filter diff. press. high 1.5401 | F.0 filter diff. press. high 1540.1 f Starting air engine inlet press. low 740.3 1-7 ‘SIX Corporationsx a Overhaul inspect ion After finishing the engine shop trial, the overhaul inspection for following itens shal! be carried out in the state of the engine being instal led on the bed plate ; overhaul | Unoverhaut No. Name of parts Deser ipt ions fea ete a_|Grankshaft journal Visual_ inspect fon. 0 x © [Crankshaft pin Visual_inspect ion. 0 x [Wain bearing, Lover __| Visual inspect ion 0 x | Crank pin bear ing Visual_inspect ion. 0 x vader 1 Visual inspect ion of liner Loner part SE canes inner sur face. © _ {below piston 7 Visual Inspection of Ga conbust ion sur face. o a Visual inspection of 9 _|Conect ing rod mnachined sur face. 2 a ; Visual inspection of combust ion Drea et surface and piston rings. o : ; Visual inspection, valve and i intake & exhaust valve | Visual ins 0 x i__|Canshatt Visual inspection. 0 0 k [Roller Visual inspection 0 0 1 [lub oft filter Visual inspect ion 0 0 * Warked “O* = Inspection wil! be carried out. "xc" 5 Inspection will be not carried out = Remark - 1 The scope of overhaul inspection wil! be carried out one cylinder of any one engine among total engines per vessel. The other engines which do not carried out the overhaul inspection wil! be prepared visual inspection for cam, roller, lub. oi! filter and low parts of cylinder liner through crankcase doors. The overhaul engine and its cylinder unit will be determined by owner's representative or surveyor after shop test 1-18 STX Engine Co.,Ltd.StXengine - SHOP TRIAL RECORD OF DIESEL ENGINE ‘ORDER STX SHIPBUILDING Lo, ‘OWNER. eesco SHIPYARD _: STX SHIPBUILOING CO., LTO HULL No. + $-2010 SHIP NAME MODEL 61.23/20 ENGINE No. + SB6L23-4477, No. 1 ENGINE LY ; WITHESSED BY 6) APPROVED BY bt A/ (omnes) UF Ek ka (STX Eng) S Xt witnessen By S7X ‘CHECKED BY (SHIPYARD) Pe (SPX Eng) wmesse0 8Y aoe By \ (CLASS) (st ng) 6. ee DRAIN BY ine 7! A, % WITNESSED BY STX ENGINE CO., LTD. MA - B04C - 6W.11. Specification of test engine SB6L23-4477_ TEST DATE. : MAIN DATA FOR OIESEL ENGINE [ENGINE MODEL CYLINDER _ ovate | oumweTen oF eve nen |_STROKE OF PISTON RATED OUTPUT rwTeo se TX FIRING PRESTR 6.23/30, an pm (INTHE COMBUSTION CHAMBER) 120 ka/en? [ewer 18.8 kglow [COMPRESSION RATIO wit _ ROTATION DIRECTION on VIEW FROM ELYNREEL MAKER HYUNDAT HEAVY IND. Te a { 105 608-84 : |_SERIAL NO OR68RAL 19101 eon * [onpactty 1125.0 kVA, PUTER eal anc ott wont oe 93.8%/95.5%/95..64/95.24/94.9 T voutase 450.0 ""cunrent 1443.4 A [FREQUENCY He == POWER FACTOR 0.8 WAKER ENPACO-HAN Ba WAIN OATA FoR TYPE N20 Ur aced SPECIFICATION RI2 | SERIAL NO) SEJ2511 TAAKER 7 TYPE WOOOKARD 7 0680 ESIGN NO (8520-0198 woven SERIAL NO - [__ 14856495 _ | SeAvO WOTOR 06 24V ‘SHUT on 00 24 V ‘AIR COOLER [SERIAL no. ‘H7E0a0-A [.L.0 cooLeR [SERIAL NO. eC-0817-1 Accessories | L.0 PUMP. [SERIAL NO. ‘SH6G02-04 F.0 PNP [SERIAL No. secre | CPW UWP SERIAL NO, SHELIZ=12_— NAME WAAINE DIESEL ON ure on SPECIFIC RAVI 0.a7e2_(@15/4% ) viscosrt 12.86 (0st @ 40.0 ©) [Lev 10131 Keal NAN DAPHNE MARINE OIL SX 30 thine gre SPECIEIG GRAVITY oer (64 t) | VISCOSITY %.1 (CSI @ 40) NAME ON SUPER HYORAULIG FLUIO 68 vention | SPECIFIC. GRAVITY 0.8730 (@16/46) viscosity 66,890 (CST @ 40%) WK = 8040 — OW.2 SIX ENGINE CO., LTD2. ENGINE LOAD TEST SHEET (1) ENGINE NO," :$86.29-447_ JTEST.OATE : 2006-10-12 _ % | 5%] sox | me] - | 100%] 100%] 110% | RMR uin | 30 | 30 | 30 | - | 30 | 30 GINE SP tpn | 900 | a0 | 900 | - | 90 | 20 [GENERATOR SPEED rpn_| 900 | 900 | 900 | - | 900 | 900 Jewsine ourPuT kw | 2 | a0 | 720 | - | 960 | 960 | lerF ciency oF GeNenaTOR(s) | pF=1.0| 93.8 | 95.5 | 95.6 | - | 95.2 | 95.2 | 94.9 | JGENERATOR OUTPUT _ [wn | 22s | 450 | eae | - | om | oi4 | toe [TURBOCHARGER SPEED x1oo0 | 13.7 | 22.4 | a2 | - | 347 | a47 | 96.5 [GOVERNOR POSITION [ru | 26 [39 [51] - | 64 | 65 | 7.0 lan iENT TEMPERATURE cv | oe | w@ | w | - |» | a | a JATWOSPHERIC. PRESSURE mbar | 1017 | wow | wo | - | to | toi | i016 | i WEASURING ko | 9.95 | 16.50 | 24.90] - | a1.70| 31.70 | 35.00 | Fue oll TIME IMin/See| 10°00"'| 10'00""|10'00"'| =| 10°00". 10°00""| 10:00"'| [CONSUMPTION {CONSUMPTION kot | 59.7 | 99.0 | 145.8 | - | 190.2 | 190.2 | 210.0 | | | (ConsuMPTION(1S0) | g/ki-h| 246.5 | 204.1 | 200.0 | - | 195.6 | 195.6 | 196.0 COOLING [H/T WATER kg/on | 3.20 | 3.20 | 3.20 = 3.20 | 3.20 | 3.20 wate |L/T WATER ko/ert| 1.50 | 1.50 | 1.50 | - | 150 | 1.50 | 1.50 | PRESSURE | ko/on? | j JBOOsT AIR PRESSURE kg/on’| 0.20 | 0.55 | 1.15 - 1.80 | 1.80 | 2.05 | [FUEL OL PRESSURE ENGINE INLET] ko/en| 7.0 | 6.9 | 6.8 = 66 | 66 | 65 | Lu. Oil [Puwe OUTLET kg/ow’| 4.90 | 4.30 | 4.20 | - | 4.20 | 4.20 | 4.10 | PRESSURE [ENGINE INLET | ka/on®| 3.90 | 3.90 | 3.80 | - | 3.00 | 3.a0 | 3.70 Hrungocuancer | ko/on?| 1.40 | 1.40 | 1.40 | - | v.45 | 1.45 | 1.45 | t| am | wo | ws | ws | - | 235 | 23.5 | 245 | 2] m | wo] 45 | ws | - | 25 | 235 | 245 | 3m | 10.0 | 14.5 | 18.5 = 23.5 | 23.5 | 24.5 (4 | mm | 10.0 | 14.5 | 18.5 - | 3.5 | 23.5 | 45 RAG POSITION OF 5 | m | 00] 45 | 0] - | 2.5 | 23.5 | 25.0. JFueL oi invection pune | 6 | mm | 10.0 | 14.5 | 18.5 | - | 23.5 | 23.5 | 24.5 | 7 | a [om | | 9 | mm L - _ CT A CS ee EE 1 |kg/en!| 62.0 | 88.0 | 109.0 | - | 199.0 | 198.0 | 142.0 | 2 | kg/cm? | 62.0 | 88.0 | 109.0 ~ 193.0 | 134.0 | 142.0 3 |ko/en?| 62.0 | 3.0 | 110.0] - | 193.0 | 193.0 | 141.0 4 |ko/en®| 62.0 | 08.0 | 110.0 / - | 193.0 | 198.0 | 141.0 ax. FIRING PRESSURE 5 |kg/on®| 62.0 | 87.0 | 109.0] - | 133.0| 198.0] 141.0) 6 | kaon? | 63.0 | 86.0 | 109.0 | - | 133.0 | 193.0 | 141.0 | 7_| kovon? = 8 | ko/on? 9 | kale? Wean| ka/ce?| 62.2 | 87.8 | 109.3 | - 133.0 | 133.2 | 141.3 MA ~ B04C - 6N.3 STX ENGINE CO., LTO3. ENGINE LOAD TEST SHEET (2) ENGINE NO. $06. 23-4477 TEST.DATE : 2006-10-12 [100 % | 100% [110% | Rewex ‘AIR COOLER Inlet ew | * AIR COOLER out S i] ete - - oy {SCSI We pee el eed eee J Pe cr ec ‘ENGINE OUTLET clo | @ | we | - | 2) 2 | a cooling [to8) ec Ee | Bee Ne etresem | TCO ed |e L2| cl 7 79 79 - | 79 79 aren raiel 7m | 7 | 7 | - | 9 : | -ovtinoen [4 [ct | eo | a | a | - | wo 0 | fenpenature | omeT [5 | t| 7 | 7 | 7 | - | 79 | yo | ajc] ~ | | - [~~ | | 7 ; ! | [ele I | | ele a { | I | wean] © | 79.3 | 79.3 | 79.3 | - | 9.3 | 79.3 | | ti | 5 | 25 | 20 | | 2) 0 | 20 | 30 | | - (SIE) SR |Ot1 20 Es | GOO |r cOO Ia | Hele evuinoen | 4 | | 260 | 25 | 25 | - | omer fs |e | ao | so | a5 | - JpanusT-eas eo) | 26 | a5 | a5 | reapenarune | 718 | ' i I : g[e _ | ean] Ty |T/0 ier | 505 - | eomer | | a = F/G EXHAUST GAS BACK PRESSURE | mmAq | — = = - laoast ain {COOLER INLET ci] we | am) a | - | {COOLER OUTLET cls | » | 6 | - | FTEUPERATURE _|DIFF.PRESSURE | mag) — = 5 -_ | FUEL OIL TEMP / ENGINE INLET co) 3% | @ | 3 - | @ | [| facwenaron seanine Tewp(eerone) | ct | - | - | - | - = ~ [= cenenaton eeanine tep(aeren) | c | a7 | oo | at | - | 4 | a | 45 Lua. OL [COOLER INLET c_| 66 68 69 = a 7 7 | | {rewpeRaTUnE cv] 53 | | 55 | - | 5 | 56 genEnaToR ee -[- | - - | - c.w teu {cover ouruer vl - |= a ee NA - B04C - 6W.4 STX ENGINE CO., LTD.4, ENGINE LOAD TEST SHEET (3) SB6L23~4477. TEST _OATE 2006-10-12, ISTARTING TEST BY UANUAL START AIR Tax cxHcrTY: 200. £ x 1Bt soon Toe 25 wr HO LOCAL START OK a LOCAL SOTP ox | JBEARING TEMPERATURE (AFTER RUNNING) Twins eof oar oem (Ese 0a >| eee nee | | (EE | OU "Main Bear ing 7 | 0 | @ | © Ea i | Crank Pin BR6 6 | «9 | @ | 7 | Lub. O11 Tom. | — _| [CRANK SHAFT DEFLECTION (COLO CONDITION) Tee: 27,0 UNIT = 1/100 nm : tieglsfa[s fel 7 | s | 9 [stom 0.0 | 0.0 | 0.0 | -0.0 | 0.0 | 0.0 I fee 0.5 | 00 | 0.0 | 00 [05 | 1.0 25.0 x1.0 | 0.5 | -0.5 | 0.0 | 0.0 | 20 O93 -0.5 | 0.5 | 00 | 00 | 00 | 10 aie vir tron fives! |e [0.0 [ 0.0 | 0.0 [0.0 [ 0.0 | 0.0 25.0 lcRa SHAFT DEFLECTION (HOT CONDITION) Tee: 6B WNIT: 17100 an uml 1] 2)]3s)]4)]s)e6e)]7fse]e] et s- |e | 0.0 | 0.0 | 00 | 0.0 | 0.0 | 00 | H c | -10] 05) -05 | -05 | 05 | 05 FOR Ke tT | -10} 05 | 0.0 | -0.5 | 0.0 | -1.5 REF. a 8 Ej 5! o5 05 | 00 | -05 | -1.5 I | ViowFronfintwet eB | 9.0 | 0.0 | 0.0 | 0.0 | 05 | -0.5 | FURL O1L INJECTION PUMP SETTING or. wo ibe | ses oes (s(n contend nro sO] lstim THiowess (nm) | 3.70 | 3.80 | 3.80 | 3.90 | 3.80 | 3.60 i pistance x" (wm) | 5.14 | 5.01 | 5.02 | 4.93 | 5.05 | 5.16 : FUEL cau LEAD (wm) | 6.50 | 6.50 | 6.50 | 6.50 | 6.50 | 6.50 - rues ns’ Tmins(6rOC)] 14.90 | 14.90 | 14.80 | 14.60 | 14.00 | 14.40 Poop, 7 _ 23 lcoverwor SETTING hire ~__|_ ee fata position oF en. stor sreeo onoop 60 [pack POSITION OF MAKIN Jcourensariow 0 [RACK LIMIT FOR STARTING hee0Le vaLve SETTING 360_*_oPeN [LENGTH OF GOVERNOR LINK 317 mm UK — 8040 — BW.5 STX ENGINE CO., LTD.5. PROTECTIVE DEVICE & REMOTE CONTROL TEST SHEET ENGINE NO, SB6L23-4477 TEST OATE |ALARM TEST or rest (Te Sawa | SETTING ———_‘EUAAK 1 [0 DIFF. PRESS ACROSS FILTER Te sortie? 1.60 volo 2 1L.0 SINP TANK HIGH LEVEL CHECK HECK 0K 0.K 0 LEACAGE TANK HIGH LEVEL HECK 0.K 1.0 PRIMING LEVEL LOW 0.K ‘TURNING DEVICE INTERLOGK 0.K { 15 | No, nc) ____ STANDARD, | SETTING REMARK 1 [ENGINE OVER SPEEOCELECTAIO) Within 1015 pn | 1011 rpm | 2 |ENGINE OVER SPEED(WECHANICAL ) _ Within 1095 rpa | 1027 rpm | - | 3 levine Lue, o1L press : 2.5 40.1 aloe?) 2.40 blew? 4 fesaine FRGa/TIHIG! Ta oetact | oo ct | - STX ENGINE CO., LTD.6. GENERATOR TEST SHEET GEN,_No. GOQSBRALISIO1 __ENGINE NO. : SBGL23-4477 TEST OATE _: 2006-10-12 Load TEST ” tony (8) | FRRQUENOW(Hz) OUTPUT (a) VOUTAGE (V) | GRRENT (A) 60.0 205 450 60.0 458 450 60.0 688 450 _60.0 94 450 | 60.0 1002 450 LOAD CHARACTERISTIC TEST LOAD RATE [_* [100] 75 [so | 25 [0 | 2 [ 50 | 7 | wo] 11 | 100 Loa ew _| 900 | 675 | 450 | 225 | 0 | 225 | 450 | 675 | 900 | 990 | 900 VOLTAGE v_| 450 | 450 | 450 | 450 | 450 | 450 | 450 | 450 | 450 | 450 | 450 [EREQUENCY | He | 60.0 | 60.4 | 60.8 | 61.2| 61.7| 61.2 [ 60.8) 60.4 60.0) 59.8 | 60.0 | FTWIE OF *t Hz CHANGE FREQUENCY THE ‘AIR GAP OF ALTERNATOR eo 5 > © |Tobe sro A= 195 am > 61 | adjusted to] WE 8 toe en 61> 60 _| 89 sec on C= 1.90 om pow [een ere aa eal] SP forge D= 1.90 sm GOVERNOR TEST. | | VARIATION RATE(%) Lon Tew | BEFORE | INSTANT | STABILITY, FT [FREQUENCY (Hz) oo | 5 en7 42 | 28 100 = o|voLTAGE —(V) 450, 480 452 67 | 04 | iss | ____|see> (ipa) 00 Ed 26 aii | aunt Te| FREQUENCY (Hz) oT, 60.1 0.8 vreaea | es Jo so\voLTace (wv) 482 28 450 Sl | 04; 1.36 [oreo (roe) [gee xe 312 27 | [FREQUENCY (Hz) 00.8 57.9 0.0 48 1.3 }s0 —+100|voUTAGE (Vv) 450 “a4 450 18 0.0 | 2.sse0 [seEED (rp) 32 269 00 48 13 [FREQUENCY (Hz) j VOLTAGE (W) | _t _L_ : jspccd (pa) ft | PARALLEL RUNNING TEST | LOAD * | 75 | 10 | 75 | 60 | 2 | 50 | 75 [100] 7 | voutase |v | 450 | 450 | 450 |" 450 [450 | 450 | 450 | 450 | 450 _SEMERATOR NO. “Frequency | te [60,0 [50.5 [60.0 [60.4 |60.9 [60.4 |60.0 [59.5 | 60.0 INo. 1 GENERATOR ourpur__|_xw | 675 | 900 | 675 | 450 | 160 | 450 | 675 | 900 | 675 INo. 2 GENERATOR oureut__| kw | 675 | 995 | 671 | 452 [192 | 451 [67a | os | 671 | INO. GENERATOR oureut [kt t _ INo. GENERATOR oureuT | kW I INO. GENERATOR oureur [kt MA = 804 - 6N.7 STX ENGINE CO., LID.Calculation Sheet of Fuel oil Consumption Date . 2006/10/12 7 [Ship Owner GESCO 5 Ship Yard - STX SHIPBUILDING CO., LTD. [Ship No S-2010 Engine Model 5 6123/30H lEngine No E SB6L23-4477 Engine Output 960 KW Engine Speed 900 rpm : Fuel Oil Specific Gravity at 15 0 : 0.8782 Fuel Oil Lower Caloritic Value 10131 Keal/Ka Engine Load (%) : - a s[ 25% 50% 75% = 100% 100% 11036 Engine Qutput (kW) 240 kW | a80KW [720 KW = 960 kW | 960 Kw [1056 KW Measuring Quantity (kg), AL sift 95kg | 16.50kg | 24.30 ki = 31.70 kg | 31.70 kg | 35.00 kg Measuring Time (Sec), B = [ 600 Sec | 600Sec | 600Sec | — 600 Sec_| 600 Sec _| 600 Sec [Specific Fuel Oil Consumption (Measured, kg/Hr), B4=(ALX3600)/B 59.7 | 99.0 | 145.8 = 190.2 190.2 210.0 [Specific Fuel Oil Consumption (Measured, g/kW-h), B3=(ALX3600X1000)/(BXKW) 248.8 208.3 202.5 = 196.1 198.1 198.9 Ambient Temperature (0) , TT 25 260 28 = 29°C 29°C 31 [Air Cooler Coolant Inlet Temperature (0) , T2 30 C 316 seo [= 320 32 33 Ambient Pressure (mbar) , P. 1017 mbar [1017 mbar [1017 mbar E 1017 mbar [1077 mbar | 1016 mbar Conversion Factor by Ambient Temperature, T1F=0.006x(T. 1=25)/10 [o.00000 | 0.00060 [ 0.00180 | = 0.00240 [0.00240 [0.00360 [Conversion Factor by Air Cooler Coolant Inlet Temperature, T2F=0.007) K(T2=25)/40 [ 0.00350 _| 0.00420 | 0.00490 0.00490 0.00490 [0.00560 0.00119 | 0.00119 | 0.00119 = Conversion Factor by Ambient Pressure, PF=0.0007x(P-1000)/10 0.00119 [0.00119 [0.00112 [Conversion Factor by Lower Calorific Value , t F=(H=10200)/10200 =0.006765 | -0.006765 | -0.006765 = [0.006765 | -0.006765 | -0.006765 Total Conversion __ICF=11F+T2F-PF-HF .00s07 | 0.01037 71 0.01227 = 0.01287 0.01287 [ 0.01484 Converted Value of F.O Consumption Based on |SO (g/kW- ‘h) B1=B3/(1+TCF) (i246 5 TS Boas cls S200 ee ee eee igs 0 [9 (95.65 | 496.0 Guarantee of Fuel Oil Consumption (100% Load) 208.6 g/kW-h MA ~ 804C - 6H.8 STX ENGINE CO., LTD.ENGINE NO. SB6L23-4477 __ CHARACTERISTIC CURVES DATE 2006-10-12 enone SPEEoem) i vine (kglem*) 3 20 BOOST AIR PRESSURE 00 nie sree teen’) 00 : es ° aticer ear ees TEMP() oe TIC INLET 300 EMEC) ao ° rue ny em gee eosmion TEMP(C) (rm) - ¢ unt srecerc eye, 100 ao fet (kgih) ‘CONSUMP, ° ° “200 (gikW-h) ° 180 25 % 50 % 75 % 100 % 240 480 720 960 1056 ENGINE OUTPUT (kW) MA - 804C - 6W.9Height of Resilient Supports in Loaded Condition EXH' SIDE 1A 2A 3A 4a FRONT SIDE ENGINE GENERATOR CAM SIDE 1B 2B 3B 4B Resilient - 1B 3.0 Resilient ‘Support No. H1 (mm) 3 + H = Height of Support in Loaded Condition * Conical Model : RD 215 50 SHORE A STX ENGINE CO., LTD; BA aoe ontSUX Engine SHOP TRIAL RECORD OF DIESEL ENGINE OROER STX SHIPBUILDING CO.. LTD. ee (OnweER esc SHIPYARD __: SIX SHIPBUILDING CO., LTO HULL No. 3 $-2010 SHIP_NAME: wODEL 6.23/30H ENGINE No. : $86L23-4478 No. 2 ENGINE iy pl» - witessen ey GES Ae APPROVED BY sy a (omen) U ketian (STX Eng) : witnessen By SX CHECKED BY (suieyano) Pe (STK Ena) WITNESSED By cHecKED By (cLass) (STK Eng) ©. J, RAN BY wimesseo ev /Bugobbala? (six eno) of AT STX ENGINE CO., LTD. MA - BO4C - 6W.11. Specification of test engine ____$86123-4478 TEST DATE. : (ENGINE MODEL 0, OF CL NOR AMAIN DATA FOR DIESEL ENGINE CIN THE Com@uSTION GuANBER) Tower "COMPRESSION RATIO ait ; [ROTATION OIREGTION cw VIEW EROW FLYWEEL WAKER HYUNDAT HEAVY INO) TPE HF06 508-64« . SERIAL NO ______ 60858RAL13102 “| 7 | CAPACITY, 1125.0 kVA WAIN DATA FOR EFFICIENCY, GOS @ = 170, ‘| nrawaran | gousourou wou ri0h 93.84/95 51/95, 64/95. 24/94.9 [vouTace 450. [_ounnent 1443.4 | Frequency 60 He POWER FACTOR 0.8 MAKER ENPACO-WAN Ba tain OATA FoR | TYPE R20 __ ‘TURBOCHARGER SPECIFICATION R172. SERIAL_NO SEi0512 WAER TYPE ‘woooWARD 7 UBD ‘DesiaN No 8520-0138 wm OA FOR iad 4 | SERVO MOTOR oC 24 v SAUT_Oomn 0G 24 V AIR_COOLER [SERIAL NO. RH75030-8 L.0 COOLER [SERIAL NO 0EC-0817-2 AOoESSORIES | L.0 PUP. [SERIAL NO. sHeco2-05 | _ [SERIAL NO ‘SHBC1T-25 [SERIAL NO SHBLI2=19 — WARINE DIESEL OIL - fue ol SPEGIFIG GRAVITY 0.6762 _(@15/40_) viscosiTy _ 12.86 (CST @ 40.0 ©) Lew 10131 Keal /kg NAME OAPHNE WARINE OIL SK- 30 | ENeINe kere | SPECIFIC GRAVITY 0.0872 (@ 15/4 G) viscosity 96.1 (cst @ 400) us on eon ne ON SUPER HYDRAULIC FLUIO 68 apni SPECIFIC. GRAVITY 0.6730 (615/40) visoosiTV 66.690 (CST @ 400) WK — 8040 — BW.2 SIX ENGINE CO., LTO.2. ENGINE LOAD TEST SHEET (1) ENGINE NO.” -SB6L 23-4478 TEST DATE, lomo * | 5%] 0x] 7%] - | 100%) 100%) 110% | mem rime oF neconoins | tin. | 30 | 30 | p= 30 130 | 307) Jewsine SPEED _spn_| 900 | 900 - 200 [GeNeRATOA SPEED ten | 900 | 900 300 _ | eucine outrut wet | 240 | 480 1056 | ICHENCY OF GENERATORS) —_[PF=1.0] 99.8 | 95.5 94.9 | [GENERATOR OUTPUT _ ww [225 | 458 002 | [TURBOCHARGER SPEED x1000 | 14.2 | 22.7 |GoveRNOR POSITION fu | 2.5 | 3.8 7.0 [auBiENT TEPERATURE o | a | aw = | a fala a JATMOSPHERIC PRESSURE mbar | 1017 | toi | toi | - torr | tor | 1016 | TWEASURING ko _| 9.90 | 17.20 | 24.50| - | 92.25 | 25] 5.05! | FUL OL TIME ~__|in/Sec| 10°00" | 10°00"*| 10'00"*| =| 30°00" 10'00"*[s0'00"") | JcouseuPT ON CONSUMPTION kl | 59.4 | 103.2 | 147.0 | - 1193.5 | 213.9 | jconswuerion(iso) [o/ii-n] 245.3 | 22.7 | 2018 | - 199.0 | 199.7 ‘coOLING —|l/T WATER xgfen?| 3.60 | 3.60 [3.00 | - | 3.0 | 3.60 | 3.60 waren |L/T WATER kofent| 1.70 | 1.70 | 1.70 | = | 4.70 | 1.70 | 170 PRESSURE kala faoost AIR PRESSURE ko/en®| 0.20 | 0.65 | 1.28 | - | 192 | 1.95 | 2.19 FUEL OWL PRESSURE ENGINE INLET] Ko/ow?| 7.0 | 6.9 | 6.8 | - | 66 | 66 | 66 lus. ot [Puwe OUTLET kgfon?| 4.20 | 4.20 | 4.10 | - | 4.00 | 4.00 | 4.00 pressure lenaine eT | ko/eat| 3.90 | 9.90 | 3.90 | - 3.90 | 3.90 | TTuneocrancen | ko/on®| 1.40 | 1.50 | 1.50 | — 1.50 [ 1.50 | t| m | 95 | 40 | ws | - | 2.0 | 230 | 2.0 | Vel m [os | 40] ws | - | 2.0 | 23.0 | 2.01 a {im {os | ao | ies | - 1 23.0 | 23.0 | 25.0 | Ma. m [oof is [wo | - | 235 | 2s | 255 | Rack PosiTioN oF Ls | m [os | ol] ws] - [20 | 20 | 25.0 Fue. oi inuection pup [6 [ m | 9.5 | 14.0 | 185 | - | 23.0 | 23.0 | 25.0 7 | | | 8 | om { | | 9 | im I I { | Mean) m | 96 | 1 | we | - | 21 | 21 | 1] | — 1 |kg/en?| 60.0 | 82.0 | 106.0| - | 192.0| 192.0 | 141.0 2 |ka/em®| 61.0 | 82.0 | 106.0 | - | 193.0 | 133.0 | 142.0 | 3 |ka/on?} 61.0 | 83.0 | 107.0| ~ | 133.0 | 193.0 | 142.0 4 [ko/en®| 60.0 | a3.0 | wa.o| - | 133.0 | 133.0 | 142.0 wax. FIRING PRESSURE 5 | ka/ew?| 60.0 | 94.0 | 108.0 | = | 193.0 | 133.0 | 142.0 | [6 [ka/en?| 60.0 | 83.0 | so7.0[ = | 7 | kg/on I 8_| kg/on? | | 9 | ko/on® Mean] kg/om?| 60.3 | 82.8 | 107.0 | - 132.8 | 192.8 | 141.8 MA — 804C - 6W.3 ‘STX ENGINE CO., LTO.3. ENGINE LOAD TEST SHEET (2) ENGINE NO. "+ 'SB6L23-4478_ JTEST.OATE 2006-10-12 wo. Lm] oe | ee] = | 100%! 10%] t0% | Rawr Erie cooter vet Hl ORs [ov om | mam [SEN Eek | 7 lat | 2 el | | |W 0 co ce | L | | clos | aw | aw | - | | aw | aw | engine mer | cc | 78 | 77 | 77 - we | 76 |. 7% | ENGINE OUTLET =| | 81 Bt 81 - 81 81 ar) COOLING | 1, c/| @ 80 80 7 80 | 80 80 | i 2,cj| ea |e | a | - | ao | a | a | Waren a/v{ | ~ |i - | a! a | is | ovinoen [4] cv | vm [| m | 70 = 7 | 2 | 9 | reweratune omer [5] t| 9 | @ | 79 = 7% | 7 | 79 | wet 6 [7 | ~ | 7 - 7am Saran avo 7a : ; alt ES ean] c | 79.5 | 79.5 | 79.5 | = | 79.5 | 70.5 | 79.5 { 1 1 [| c| 26 | aes | as | - | 200 | 200 | 300 1 2) c | 25 | 20 | a0 | - 205 | 295 | 300 : 3 |e | as | 200 | 25 | - | 300 | 00 | 310 | cvinoen [4 | 0 | 250 | 200 | 205 | - | 05 | a5 | 315 omer [5 | | 2s | 35 | a0 | - | as | a | aa | lexnust-cas elec} 0 | ao | as | - | 30 | a | ao | curenarune The Loo atl Co | o[v | ean] 0 | 250.3 | 293.3 | 206.7 | - | 202.5 | 302.5 | 311.7 T/o WET | a0 | so | a5 | - | 40 | 460 Te oumer v | 300 | 350 | os | - | a | 340 JT/C EXHAUST GAS BACK PRESSURE [mmq! = | - | - 7 esti iti ao Js00sT AIR {COOLER INLET fle | eceles | eee eee tco lee tea | 168 | dl COOLER OUTLET ol | 5 | % - | «2 | 2» | [rewPenaTune [pier.Pressune —[mmaa| - = = = -|-]- |] J JFueL ol Tene / EnaIne mer | c | a7 | a | a6 | - | 4 | | | lceneraTon Beanine TewP(aerone) | c | - | - = = = - |= lcenenator searing Tewp(arren) | c | a7 | 38 | 39 | - | @ | # | | | kus. om [oooten_incer clo | we | wo | - | zl nla! | [rewperarune _|cooLER OUTLET vfs [oo [os | - | 6 | oo | 7 Jocneraror — [OoOLeR INLET ol] - = = = = = = lc.w Tew __[cooveR OUTLET fom eee = = = = = WA - 8040 - 64.4 STX ENGINE CO., LTO.4, ENGINE LOAD TEST SHEET (3) ENGINE Nt $B6120-4478 Test DATE JSTARTING TEST BY MANUAL START AIR Tome capacity : 200 2 x 1Bt. rocu Ta 25 nr: alee? LOCAL START | 0K Local sovP BEARING TEMPERATURE (AFTER RUNNING) Tuts No. of Bearing 1/2[3]4f[s5{e6i{7if[efs |. Slain Bearing er | 8 | ow | 0 | o | w | o Crank Pin 896 es | @ | @ | m | ~ | @ | | { Lub. O11 Ten. ere |CRAMK SHAFT DEFLECTION (COLO CONDITION) Tae: 26S WMIT = 9/100 am we pel fe fs [a ts [6 | 7 [8 | 9 [stan wer 8 Tce | 00 | 00 | 00 | -0.0 | 00 | 0.0 I otes 1 4 oyhts ce | -10[-05 [5] 00 | 00 | 10 | aie WF T_| -20 | -1.0 | -1.0 | -1.0 | =1.0 [1.5 on 48 5s. Oet ae — | -20| -05| -1.0| 0.0 | 0.0 | 10 Gite View Fron Fiyewe! | EB | -1.0 | 0.0 | -0.5 | 0.0 | 0.0 | 0.0 cle |GRANK SHAFT DEFLECTION (HOT CONDITION) Tae: 67 UNIT: 1/100 80 fuwf 1 [2f[sf{4f[sf[e6f7 [ef e Sel 3 ®> | @ [oo | 00 | 00 | 00 | 00 | 00 | | 1 ct | 05] 08 -1.0 | -0.5 | 0.5 | 0.5 | | FoR ‘At Cr roles 0 [os [0 [20] rer @e [ e€ [oo] os | 05 | 05 | 05 | -20 vin tronriniest [ep [0.0 [ 0.0 | 0.0 | 0.0 | 00 | 0.0 | | FUEL OIL INJECTION PUMP SETTING lon. no) es areas et ee ee |e ened [stim THioKness (nm) | 3.60 | 3.70 | 3.60 | 3.60 | 3.50 | 3.50 | | | DISTANCE "X" (nm) 5.28 | 5.27 | 5.25 | 5.26 | 5.23 | 5.34 | i Jrvet caw LEAD (wm) | 6.50 | 6.50 | 6.50 | 6.50 | 6.50 | 6.50 r | Fue ins* Tminsteroc | 13,40 | 13.70 | 14.00 | 13.60 | 13.80 | 13.40 gs 7 a 82 38 ]GOVERNOR SETTING NOT CHANGED: ree seo [Rack POSITION OF EN. STOP 4 am JSPEED OROOP 60 [PACK POSITION OF MAXIMUM 25.5 mm |CONPENSATION 0 [RACK LIMIT FOR STARTING 17 mm JNEEOLE VALVE SETTING 960 * OPEN |LENGTH OF GOVERNOR LINK 317 mm WK ~ 8040 = 6.5 STK ENGINE CO.,LTD.PROTECTIVE DEVICE & REMOTE CONTROL TEST SHEET ENGINE HO. SB6L23-4078 TEST DATE 2006-10-12 ALARM TEST ~ > No, | est 1TeW ‘STANOARO, 1 LO OIF. press acruss FILTER SS*S*di #1 Kt 2 L.0 SUMP TANK LOW LEVEL = CHECK | 3.0 Si Tm Hic LEVEL cro 4 TF-0 LewCAoe Tw HIGH LEVEL crea a) iawn eet 6° TURNING DEVICE INTERLOGK ai TRIP TEST No. _EENGINE OvERSFEEDLELECTAIC) TEST ITEM SETTING 1013 STANDARD Within 1015 pm ton 2 ENGINE OVER SPEED(WECHANICAL) Within 1035 ron | 1031 rpm 3 PAGINE LUB. OIL PRESS 2.6 + 0.1 kofes'| 2.50. Kalen? 4 ‘ENGINE F N(H/T)HIGH TEMP 430 0 STX ENGINE CO., LTD.6. GENERATOR TEST SHEET GEN. NO.: __ 6095BRAL 19102 ENGINE NO. : SB6L23-4478 TEST DATE 2006-10-12 225 encore) [teat Gey aL 110 LOAD CHARACTERISTIC TEST [ono RATE = [ml ms) so ][ slo] s Lo TKw__| s00 | 675 | 450 | 225 | 0 | 205 | |voLTAGE iw [450 [450 [450 [450 | 450 | 450 | 450 | 450 | 450 | 450 [450 FREQUENCY [He | 60.0 | 60.4 | 60.8 | 61.2| 61.7 | 61.2| 60.8| 60.4 | 60.0) 59.8 | 60.0 CWE OF *1 Hz CHANGE THE | ‘AIR GAP OF ALTERNATOR e Tobe | SoH —— A= 105 om a adjusted to} lee 0 en) 8-9 sec on 7 com = | BE) ora, tote GOVERNOR TEST. VARIATION RATE(%) ‘LOAD | TEM BEFORE oes ‘STABILITY TNSTANT STABILITY | | FREQUENoY (Hz) Ce 87 | 48 28 100 — O.vOLTAGE —_(V) 0 | 450 7 0.0 | 1.0860 (SPEED (rpm) | 6 43 28 | Trreaueicr (Hz) 317 0.8 30 | 4s Jo ~ SojVOLTAGE (Vv) 450 450, 49 oo | 1.5966 [SPEED (cpa) a 912 3.0 18 [FREQUENCY (Hz) 60.8 $8.0 60.0 47 13 150 -+100)WOLTAGE _(V) 450 443, 450 18 0.0 | 2.2966 [seeEO (roe) 912 870 00 47 13 ~TRREQUENGY (Hz) [| [outage (wv) oe Al =e 7 ile | __[se€e0 trom) { =a ! 7 alee PARALLEL RUNNING TEST | LOAD * [| [om] VOLTAGE . 450 | 450 | 450 lameeees FREQUENCY He_| 60.0 |59.5 |60.0 1 GENERATOR oureut | kw | 675 | 900 | 675 INO. 2 GENERATOR OUTPUT kW | 675 | 905 | 680 |No. GENERATOR OUTPUT kW | [ INO, GENERATOR ouput [kw INO. GENERATOR ourput__|_kt MA - 8046 - GN.7 STX ENGINE CO., LTO.Calculation Sheet of Fuel oil Consumption Date [Ship Owner Ship Yard. - [Ship No. Engine Model Engine No Engine Output Engine Speed Fuel Oil Specific Gravity at 15 0 : Fuel Oil Lower Calorific Value 2006/10/12 p GESCO 0 STX SHIPBUILDING CO., LTD. S-2010 6123/30H SB6L23-4478 960 kw 900 rpm c 0.8782 10131 Keal/Kg Engine Load (% a[ 25% 50% 75% = 100% 00% 140% fEngine Quiput (kW) _ E = [ 240 nw T asoKw [ 720kw [= 960 kw | 960 kW [7056 KW [Measuring Quantity (kg), AL 5 x: [9 80kg | 17.20kg [ 24.50 ko = 32.25 kg | 32.25 kg | 35.65 kg Measuring Time (Sec), 8 i 600 Sec_| 600 Sec | 600 Sec = 600 Sec _[ 600 Sec _[ 600 Sec [Specific Fuel Oil Consumption (Measured, kg/Hn), B: '3600)/8, 59.4 103.2 147.0 = 193.5 193.5 213.9 [Specific Fuel Oil Consumption (Measured, g/kW-h), B3=(ALX3600X1 000)/(BXkW) 247.5. 215.0 204.2 = 201.6 | 201.6 202.6 [Ambient Temperature (0) , T1 25 27 28 = 29% 2c | 31 Air Cooler Coolant Inlet Temperature () , T2 a {30% 310 310 =| 32% 320 320 Ambient Pressure (mbar) , P _ 1017 mbar [1017 mbar] 1017 mbar = 1017 mbar [1017 mbar] 1016 mbar Conversion Factor by Ambient Temperature, T1F=0.006X(T1-25)/10 { 0.00000 _| 0.00120 | 0.00180 = 0.00240 [0.00240 | 0.00360 [Conversion Factor by Air Cooler Coolant inlet Temperature, T2F=0.007X(T2-25)/10 0.00350 | 0.00420 0.0042 0 = 0.00490 | 0.00490 | 0.00490 Conversion Factor by Ambient Pressure, PF=0.0007X(P-1000)/10_ 0.00119 | 0.00119 0.001% 9 = 0.00119 | 0.00119 [0.00712 Conversion Factor by Lower Calorific Value , HF=(H-10200)/10200 ~0.006765 | -0.006765 | -0.006765. = =0.006765 [ ~0.006765 | -0.006765 Total Conversion Factor, TCF=11 F+12F-PF-HF _| 0.00907 0.01097 0.01157 0.01287 | 0.01287 0.01414 |Converted Value of F.O Consumption Based on ISO (; 3/kW=t Saks ee [seoaeraee Guarantee of Fuel Oil Consumption (100% Load) 208.6 g/kW-h MA - 804C - 6W.8 STX ENGINE CO., LTO.ENGINE NO.” SB6L23-4478___ CHARACTERISTIC CURVES DATE 2006-10-12 ENGINE he ee SPEED(«pm) “ 140 120 MAX 120 FIRING PRESSURE 109 (kgm!) ° 80 , 30 L 60 20 10 BOOST AIR pres re 0.0 TIC SPEED (rar x1000 (em) ° om. ourter EXH. GAS Temp(e) 40° TICINLET 950 EX. GAS TEMPCC) 399 ° rie oun FUEL INS Jexk. Gas 250 PUMP RACK TEMP(‘C) POSITION 2 20. (mm) o ° 220 er SPECIFIC ‘CONSUMP. 210 FUEL (iain) CONSUME. « 200 (gikWh) e 190 25% 50% 75 % 100 % 240 480 720 960 1056 ENGINE OUTPUT (kW) MA ~ 804C - 6W.9ENGINE No.2 Height of Resilient Supports in Loaded Conditior SB6L23-4478 EXH’ SIDE 1A 2a 3A 48 ‘ FRONT SiDE ENGINE GENERATOR CAM SIDE 18 2B 3B 4B Resilient Support No. Resilient Support No. * H_! Height of Support in Loaded Condition * Conical Model : RD 215 50 SHORE A STX ENGINE CO., LTD.teeth Ls ae : oiler SSS == == === = F = sas E 2 “8: PE = SER SS+ E=ESe = ER Pez Ee SSS SSSS= Sado IE E = =: == = aE === Sea as ze = =—=— ==e= = E == === aS == = fr + ic StMA SEX Engine SHOP TRIAL RECORD OF DIESEL ENGINE ORDER STX SHIPBUILDING CO.,LTD. S nner Gesco SHIPYARD _: STX SHIPBUILDING 00. , LTO. HLL No. _: $2010 SHIP_NANE sovet 6123/30 ENGINE No. : S86123-4479 No. 3 ENGINE witwessen ay GES. Ue aperove ey r\ YL comer) UV Kaekan (seem) 1. Te witwessen sy SAX CHECKED BY (SHIPYARD) (STX Eng) WITNESSED BY CHECKED BY (cass) (st Eng) 6. J, DRAWN BY wen WL Hh % WITNESSED BY STX ENGINE CO., LTD. 804 - 6W.11. Specification of test engine ENGINE NO. $861 20-4479 TEST DATE. : 2006-10-12 ENGINE MODEL I _ NO. OF CYLINDER - 5 CYOLE DIANETER OF CYLINDER __ STROKE OF PISTON ne win pata £08 | paTeD output DIESEL ENGINE Faatey peep arlene a TURK, FIRING PRESSURE | CIN THE COMBUSTION. CHAMBER) i B.ME.P COMPRESSION RATIO ait L, ROTATION DIREOT!ON [cw VIEW FROW FLYWHEEL WAKER [ HYURDAT HEAVY IND. TPE W068 508-8aK | : SERIAL NO I GOR5BRAL 13103, Re * CAPACITY [ 1125.0. kVA VOLTAGE 450 V CURRENT i 1443.4. FREQUENCY 60 He Pon FACTOR 0.8 WIKER | ENPACO-WAN Bai WAIN DATA FOR |_TYPE R20 ‘TURBOCHARGER SPECIFICATION R172 SERIAL NO $E12519 MAKER / TYPE WOOOHARD 7 UGE DESIGN NO | (8520-0198 een LSERIALNO _ 14856407 “I ‘SERVO MOTOR 00 24 V ‘SHUT DOWN 0 24 V ‘AIR COOLER [SERIAL NO. OF75030-C 1.0 COOLER [SERIAL NO 00-0817-3 accessories — [0 PUMP SERIAL NO. ~__S#6G02-06 F.0 PUMP SERIAL NO: | snecii26 | FW PUMP [SERIAL NO. SHELIZ“T4 AME WARINE OIESEL OIL. =a) Fur o1t SPECIFIC GRAVITY _ 0.8762 (615/40 ) ‘VISCOSITY 12.06 (CST @ 40.0 C) LC 10131 Keal /Ka NE (OAPTINE MARINE OIL_SK = 90_ theine £176 | SPEGIFIG GRAVITY ; 0.0872 (6 15/4 °C) VISCOSITY 96.1 (0ST @ 400) NAME DN SUPER HYDRAULIC FLUID 68 | see eatin | SPECIFIC GRAVITY 0.8730 (615/40) VISCOSITY 66.890 (0ST @ 40) Ti = 8040 — B.2 STX ENGINE CO, LTD2. ENGINE LOAD TEST SHEET (1) ENGINE NO, " -$86L23-4479 TESTOATE : 2006-10-12 Loan a Tass [sox [7% | - | 10% | ox [10% | sewn TIME OF RECORDING = "30 | 30 | 30 | - | 30 | 30 | a ENGINE SPEED - [900 | 900 | 90 | - | 90 | 90 | GENERATOR SPEED rpm | 900 | 900 | 900 | - | 900 | 900 enc x {240 | aa0 | 720 | - | 960 | 960 EFFICIENCY OF Ge [pr=i.0/ 93.8 | 95.5 | 5.6 | - | a2 | 95.2 GENERATOR OUIPUT ik 225 [asa | oss | - [ov | ota frumgocnancen sPeEO | X1000| 13,7 | 22.5 | 2.6 | - | a2 | 95.2 |GovERNOR POSITION [fe > 24] 38 [50 ) - | 63 | 63 i [ENT TENPERATURE co | | ~@ | 2 | - | ~ | JATIOSPHERIC PRESSURE mbar | 1017 | to | wi | - | rir | wor | wre oe | ko | 9.60 | 16.70 | aa.c01 - | s2.10 | 32.10 | 35.50 | Fue. ol. TIME IWin/Sec! 10'00''|10'00"'|10'00'"| = |10'00""J10'00'' | 10°00"! | loousumPTyoN ‘consuNPTION | ka/Hir | 58.8 | 100.2 | 145.8 | - | 1926 | 192.6 | 213.0 | : consuweTion(iso) | o/ki-h| 242.8 | 208.7 | 200.2 | = | 198.1 | 198.1 | 199.0 | cooLiNe [H/T WATER kg/on?| 3.50 | 3.70 [3.70 | - | 3.70 | 3.70 | 3.70 WATER (L/T WATER kofon’| 1.80 | 1.80 | 1.60 | - | 1.80 | 1.80 | 1.80 PRESSURE | Kalen? [B00ST AIR PRESSURE kg/on®| 0.20 | 0.62 | 1.22 a 1.90 | 1.90 | 2.12 [FUEL OIL PRESSURE ENGINE INLET|Kg/on?| 6.9 | 6.7 | 65 | - | 63 | 62 | 61 | ~Lus. ol [PUMP OUTLET ka/on®| 4.00 | 4.00 | 3.00 | - | 3.90 | 3.90 | 3.90 Pressure [ENGINE MET |ko/en*| 3.80 | 3.60 | 3.70 | - | 3.60 | 3.60 | 3.60 | TURBOCHARGER ko/ont| 1.35 | 1.40 | 1.45 = 1.40 | 1.40 | 1.40 | — T4 4.0; 05 | - | 2s |a5s) a0! | a 45 | 105} - | 25 | 25 | 5.0 | 3 [14.0 | 18.5 - 23.5 | 23.5 | 25.0 | a i 4.0 | 5 | - | 235 | 23.5 | 25.0 |) [RACK POSITION OF Ls Vi40 | 5 | - | 23.0 | 23.0 | 24.0 | JFuL O1L INJECTION PUMP | 6 4.0 | wo | = | 23.0 | 23.0 | 240 i | 8 l | 9 ! a - - lean Mar [ wa] = | as | as | ar, | ei {88.0 | 110.0] - | 133.0 | 133.0 Z 2 88.0 | 110.0] - | 193.0 | 193.0 3 =| 182.0 | 122.0 4 [87.0 | 109.0 | - | 192.0 | 192.0 wrx. FIRING PRESSURE — | 5 86.0 | 108.0 | - | 122.0 | 192.0 | 6 | e6.0 | 108.0 | - | 132.0 | 122.0 | Le a ean 7.0 | 09.0] - | 192.9 | 192.3 | 142.2 NA ~ 8040 - GN.3 STX ENGINE CO., LTD.3. ENGINE LOAD TEST SHEET (2) ENGINE NO. :_s06L20-4470_ TEST OATE_: __2006=10-12__ too Cd Te | "10. | REMARK AIR COOLER Iniet_| © | 80 | 30 | ae AIR COOLER outlet | © | 90 | 92 - (Lo comer omer |e | 50 | 47 ENGINE INLET Co ec tee? = % | 76 z “ENGINE OUTLET ol ~@ | 7m | wi] - | 7 | 7 7 COOLING | 1[e| a | nfl ~mi|- |» i| | i 2|c| a | 2 | «0 5 60 | 80 area 3| ct} 7 78 78 - | 2 | 7 | i | cviwen [a [co | 7 | 7 | 79 = 7 | 79 Tewenstune omeT [5 | 0 | 79 | 79 | 79 : 7° 79 se F eic| 7 | 7m | 2! - | | 7% 7 | 7[% : | | | ale | | gic I | | wean| c | 76.6 | 70.8 | 738 | - | ves | a8 | a8 | | t | | t |e | 260 | 20 | 2s | - | 305 | 305 | ca | | 2|% | 20 | 36 | a0 | - | a0 | sa | 390 | 3 | ct | 20 | 25 | m5 I 315 | 315 | 325 | cvinoen [a |e | 20 | ais [aio | - | sao | sao | a5 j omer [i's |e | 2x6 [as | aes [= [205 | 205 | 220 | JEXHAUST-GAS | 6 | t | 265 | 290 | 200 seo | seo | 330 frewperatune | i7fet : jele TT E = i oi t I = wean] | 266.7 | 208.9 | 25.8 | - [oie | 315.8 | 925.0 IT/c INLET v as | 45 [ - | «0 7 T/C OUTLET ct 340_| 335 = 335 T/C EXHAUST GAS BACK PRESSURE = = : = Boost AIR |COOLER_ INLET 84 ter ~_ | 10 (COOLER OUTLET c| 2 | «6 | we | - | w TEMPERATURE _|DIFF.PRESSURE | mmAg| —— < ~ - = Jrue_ow Tene / engine wer | cv | a5 | 36 | 39 | - | 4 GENERATOR BEARING TewP(aErORE) | | - = = - | - GENERATOR BEARING TewP(aFTeR) | c | 35 | a7 | a | - | 4 lus. oll [oOOLER INLET vl oe | 6 | we | - | 7 jreureraTuné [COOLER OUTLET cls | 53 | a | - ceneraTor [COOLER INLET oul - - - = - - lc.w teve [coven outer el - : = E : - - MA ~ B04 - 6W.4 STX ENGINE CO., LTD.4, ENGINE LOAD TEST SHEET (3) ENGINE HO: 13-4479, TEST DATE: LOCAL START 0.K [STARTING TEST BY MANUAL START AIR TR cHPACITY : 200 £ x 1Bt, foo Tew 25 iy koro wit LocAL soTP BEARING TEMPERATURE (AFTER RUNNING) “wit: 0 No. of Bearing +f 2[3][4f[s5]e6][7]e]es] wo lain Bear ing er | 6 6 | «& | & | ow | 67 | ank Pin erg. | 68 | 69 | 69 | 70 | 70 | 0 | ere Tae 27% UIT: 1/100 am i 4 [5 [6 | 7 [8 | 9 |stwomo) TWort.Dot 0.0 | 0.0 | 0.0 fees 0.5 [05 | 15 | 45.0 Jo. 0.0 | -15 | 25 Joss Hor. st 0.5 | -05 | 05 cine 0.0 | 0.0 | 0.0 25.0 |cRANK SHAFT OEFLECTION (HOT CONDITION} Tae: 67 TWIT: 1/100 me jon. No) 4 2 | 3 4 5 6 z 8 9 | Tce [oo | 00 | 00 | 00 | 00 | 00 rc | -10[-1.0[ 05 | -05 | -10 | 0.5 | For [2.0 | 2.0 | -1.0 | -10 | -1.0 [| -15) | Per € | -1.0! -1.0 | -0 | -0.5 | -1.0 | -1.5 [ | View Fronftrweet 6B | 0.0 | 0.0 | 0.0 | 0.0 | 0.9 | 0.0 [ { ) [FUEL OIL INJECTION PuMP SETTING low. vo 1[2[s3{[4]s5]e6f7]{s6{e{ Ishin THickwess (rm) | 3.90 | 3.80 | 3.80 | 9.70 | 3.70 | 9.70 | DISTANCE "x" (nm) | 5.07 | 5.09 | 5.10 | 5.0 { | FUEL CAM LEAD (mm) | 6.50 | 6.50 | 6.50 | 6.50 | 6.50 | 6.50 | I rue ins Tmnnaceroe ” | 15.90 | 15.00 | 14.20 | 14.10 | 14.90 | 14,60 a8 lcoverNon SETTING | NOT CHANGED lrvPe | uee0 wa positon oF na, stor 4 om |seeeo ono 60 RACK POSITION OF MAKIN 25.0 nm [couPenssr ion 0 RACK LIMIT FOR STARTING a) eEOLE VALVE SETTING 360. * oven [LENGTH OF GOVERNOR LiKe 317 mm WA = B04C = GW.5 SIX ENGINE 0., UTD)5. PROTECTIVE DEVICE & REMOTE CONTROL TEST SHEET ENGINE NO. $B6L20-4479 ALARM TEST DIFF. PRESS ACROSS FILTER 2 LO SUMP TANK LOW LEVEL (LO SUMP TAN HIGH LEVEL + TEST ITEM SETTING 1.60 _ka/ent TEST DATE, 2006-10-12 4 |F-0 LEAKAGE TANG HIGH LEVEL 5 |L.0 PRIMING LEVEL LOW 6° [TuRWING DEVICE |NTERLOGK TRIP. TEST No. Test (TEM 1 JENGINE OVER SPEED(ELECTAIC) IENGINE OVER SPEEO(MEHANICAL ) [ENGINE LUB. OIL PRESS 4 TeNGINE FW (H/T)HIGH TEMP STX ENGINE CO. LTI6. GENERATOR TEST SHEET SEN. NO GORSERAL13103___—ENGINE NO. : SBEL23~-4479 TEST OATE_: 2006-10-12 LOAD TEST a PLoaa (a) eR oUENoYHe)——ouTeUT (uw) VOLTAGE (WD) OuRRENT (A) a i 225 60 458 nee 00.0 688 | a “0.0 | sid _| - 0 i toe | 60 LOAD CHARACTERISTIC TEST [LOAD RATE 1% | mo] | |B] 0] 6 | | 75 | 100] 10] 10 [Lomb kw | 900 | 675 | 450 | 225 | 0 | 205 | 450 | 675 | 900 | 990 | WvouTAGE v.45 | 450 | 450 | 450 | 450 | 450 | 450 | 450 | 450 | 450 | 450 [FREQUENCY He | 60.0 | 60.4 | 60.9 | 61.3| 61.7 | 61.3 | 60.6] 60.4 | 60.0] 59.8! 60.0 TIE OF *1 He CHANGE THE ‘AI GAP OF ALTERNATOR les STAT <= k= 205m adjusted tol eee og ot a 8-9 sec on C= 195 am _ ship. [ree ante GOVERNOR TEST. LoaD | TEM eeroneé | instar | stapitity |—YARIATION AATEC) | yy ! - eal INSTANT | STABILITY IFREOUENOY (Wz) | 60.0 |B 43 28 | 100 O|MOLTAGE (Vv) V0 | 7a 0.4 1.2886 SPEED __ (ron) mo |e 43 era “FREQUENCY (He) on? | 80.1 27 1.3 | Jo = 50 VOLTAGE _(W) | 8 460) 5a Oa | tase | (SPEED. (rpm) ome 914 27 iron [prequency (He) 60.9 88.0 60.0 48 1.5 10 —>100|voLTaGe — (v) 450 444 450 1.3 0.0 9.0966 ___s€€0_ (rpm) ee wo |e 18 “FREOUENOY (Hz) ! voutae _(V) : SPEED (rpm) | = PARALLEL RUNNING TEST == LOAD 75 | 100 {| 75 VOLTAGE 450 | 450_| 450 RATOR NO. epee ESCOLA (60.0 |59.5 | 60.0 Iwo. 1 GeNeraToR | OUTPUT 675 | 900 | 675” Ino, 2 GENERATOR ouTPUT era | 906 | 677 JNO. 3. GENERATOR OUTPUT 678 | 904 | 674 No. GENERATOR OUIPUT INo. GENERATOR ‘OUTPUT MA - 8040 - 6H.7 STX ENGINE CO., LTO.Calculation Sheet of Fuel oil Consumption Date 2008/10/12 IShip Owner GESCO a Ship Yard - STX SHIPBUILDING CO., LTO. IShip No $-2010 Engine Model 6L23/3 Engine No. SB6L23-4479 Engine Output 960 kW Engine Speed 900 rpm + Fuel Oil Specific Gravity at 15 C 0.8782 Fuel Oi! Lower Calorific Value 10131 Keal/Kg Engine Load (%) s| 25% 50% 75%, = 100% 100% 140% Engine Qutput (kW) | | 240 kW 480 kW 720 kW = 960 kW. 960 kW. 1056 kW. Measuring Quantity (kg), AL : s-[ 90kg 1 16.70 kg | 24.30 kg = 32.10kg | 32.10kg | 35.50kg | Measuring Time (Sec), B - { 600 Sec _| 600 Sec | 600 Sec =] 600 Sec _[ 600 Sec _[ 600 Sec [Specific Fuel Oil Consumption (Measured, kg/Hn), B4=(ALX3600)/B suene a 1 58.8 100.2 145.8 192.6 [192.6 I 213.0 Specific Fuel O1 Consumption (Measured, GIRW=h), BS-(ALXG600x1000)/1BxkW) 7 245.0 | 208.8 202.5 =| 200.6 200.6 201.7 [Ambient Temperature (C) , T1 _ [250 26 zac [| - a 230 306 Air Cooler Coolant Inlet Temperature (0) , T2 30 T 30.0 31 Esmee | erook) sec | 320 Ambient Pressure (mbar) , P _ [4017 mbar | 1017 mbar [4017 mbar = 1017 mbar | 1017 mbar [1016 mbar Conversion Factor by Ambient Temperature, T1F=0.006X(T1-25)/10 _ {0.00000 0.00060. 9.00180 = 0.00240 0.00240 0.00300 Conversion Factor by Air Cooler Coolant Inlet Temperature, T2F=0.007X(T2-25)/10 [0.00350 0.00350 0.00420 0.00490 0.00490 0.00490 [Conversion Factor by Ambient Pressure, PF=0.0007X(P-1000)/10. _ 0.00119 0.00119 9.00119 = 0.00119 0.00119 0.00112 Conversion Factor by Lower Calorific Value , HF=(H-10200)/10200 0.006765 | -0.006765 | -0.006765 | 0.006765 | ~0.006765 | -0.006765 Total Conversion Factor , TCF=11 F#T2F-PF-HF 0.00907 | 0.00967 | 0.01157 0.01267 | 0.01287 | 0.01354 Converted Value of F.0 Consumption Based on ISO (gin) ._B1=B3/(1+1CF) (oda.g abo ya aaioo0 2 tae OD Guarantee of Fuel Oil Consumption (100% Load) 208.6 g/kW-h WA - 8040 - 6.8 STX ENGINE CO., LTD.ENGINE NO. SB6L23-4479 __ CHARACTERISTIC CURVES DATE 2006-10-12 ENGINE SPEED(pm) © : * a ee s 140 MAX. 120 FIRING. F PRESSURE 109 (kgiom*) ° 80 30 60 ' Ee z BOOST AIR >RESSURE eee TIC SPEED (igiom?) x1000 . (om) ° em. 400 ours EXH.GAS Temes) 8° TIC INLET 300 ExH. GAS TEMP(’C) woe + FUEL INd 70 OU 30. PUMP RACK JEXH, Gas POSITION TeMe(t) ‘mm 2 es . 300 200 220 FUEL SPECIFIC Consume. 100 210 FUEL (kg/h) . CONSUMP. . ° 200 (@ikWh) ° 190 25 % 50% 75 % 100 % 240 480 720 960 1056 ENGINE OUTPUT (kW) MA ~ 804C - 6W.9ENGINE No.3 SINE No Height of Resilient Supports in Loaded Condition SB6L23-4479 EXH' SIDE 1A 2A 3A 4B ' FRONT SIDE ENGINE GENERATOR CAM SIDE 1B 2B 38 4B Resilient Hi(mm) 33.0 33.5 34.0 34.5 Resilien! = t . 1B Hi(mm) 33.5 35.0 * H = Height of Support in Loaded Condition * Conical Model : RD 215 50 SHORE A STX ENGINE CO., LTD.17 ‘°09 SNISNA XLS a i ymosae a (v4 BL WANOSZI Se Toreueriy | _eurous “| wds00e1 02 (358 /mTToT) se bi-0829 N10"6-8268 OSI: 201eWs01\¥ Legoz 10h eu16ug SYTWIT TOOT WOTTETATA, ale Peet 8 | aed cet | eet | ee Gate | ett cant = a | eal | eet ae zon —[—|sv[-]- = -l-]-[- = -[-[-][- VON —[-]esles[ez]relrr —|ssles]ze = erlez|[r2|vel[sy] eon zi[es{[s];[+felzef+[z[s[s|[r][e 79a) ove cies | ee cent em tees e001) (Z) PoMeA (A) 98IMss019) (0X) 1euIpANBUOT peoy DaSTuRE + TUT ZL “01 “9002 : aLva Jeuinop jueweunseaw UONesqIA 6Lyy-Ez 19S ON aulbuy, SUIBU XSE ne eee EE -= = i Fee = =F; paca at = = a = Sipe TEE OA = + =. FS # = fea s: E = E == SES SSECONTENTS 1. GENERAL ARRANGEMENT 2. LIFTING INSTRUCTIONS 3. OVERHAUL AREAS a SIX Engine Co. Cid.2 — eas L ech etter ; em 4 | 1798 | 1798 i a t - Aer 4004 “8 8.0 5 7 ° 7 ENGINE MODEL 61.23/30Hx900RPM N STS Teneo oneTe| & wl YARD/HLL_NO. ss 200g 10/13 | 823 ey ge 3 CLASSIFICATION Rs ws view "A as = ini acter aio 3 a s TYPE FCS 508~84K _ = velo sooolan ; shomestaneteees-- 2 2 en 2 r | semescaac rene =e = Seon | -oora some oh t te . 0 egos] pene enya Fe WS: ST E06t8 Tl lz a qe0077 omy Od TO BE CaMGED BY ENGINE WaneR| ae rovemmces patron 6L23/30H = = eae 7 id a ‘own | 20050701 KH [sae [We PRE. 1.0 PUP +4} Tena | 20080707 | ¥.0KIM|A2] GENERAL ARRANGEMENT : a 2 oh og es & Se] ae] ns [ne ]n7 [ne ]ve Le] | es ema * 5 5 - gg 8 a ee coe SEK Engine Co,Ltd.} 150502075413) 4 é Eis eelGapauievassToscar ae. [e se Srneena Sees on sen ne BO tah comer Sioa ee ee 7 7 T 7 z 7 T 7 T 5 2 2 7(e/Zrwscoz0sost piste TERMINAL BOX ——«! P2 880: 4+ 7 6 15 Ts . 7 | _)/ bo EL-HEATE: 360: 1819 1 1__f agg 570 vel DETAR "C3/C18, C4 N HEIGHT FOR PL MIN HEIGHT FOR PISTON OVERHAUL 3537519872719 ACOESS FUFI_O1L FUME ACCESS CAMSHAFT 1 7 INSTRUENT Pas EL-HEATER: [ACCESS CRANKSHAFT x 7) ) Hi y - == Stoo Z g Z OOOO ‘ = rol WichindD enethes [Rev] 0c ‘ore | wane | aPro ‘NOTE ; : = = te on =]. ae fe T + + ‘over | wax. xa & see 2 8 £238 882 8 98 eT we cn [z00so7er| KLEE [sm [me = Eff PPE BG 2 23 isha econ enero eee a | g CONNECTION FOR, yat* |e [ins [ne | 7 [na | vo | | Se a8 [onawing wo, O38 GENERATOR SHAFT FLANGE esa stx . iota 24>. 4cp .8qh 6p. 2 3455 row] ae 8 Engine Co,Ltd.} 1505020754(2/3) a 3 7 T : EE 3 T 7 T 3 T 2 2-3 TPLANT SIX : S-2009/2010/2013 come DESCRIPT 108 Pe wou ora] DRAWING NO aaa ror oe Coogee fon Fo al cans enveroi zeal RTCCzOOGTaA aaa) RFOorvnoor Jc ef n |onzoeewrceoTza0sy| Rvera007 aa ita easieforooricy Fenete Tene Gevist reco na sonE|BLISOSOAG0 isk) Reroulraicinenine a aa rata Scisareacin cance mat Fa 7 LUB. OIL FROM SEPARATOR 7 “| areas Etec onscreen) enemas eae amon eri] MCGSAIGIiNToIScenAToR Gaze Pune-oinaser | 807004760 ssi Nori wancuryreeranee Fenelon sos ena inasorg| EWS Os0z 60 cial | (0s ef Vaancoreiary sna 7 I — Gt LT FRESH WATER INLET COMPENSATOR | DN100-PN10-DIN2501 1625227-5 zea] reese OUT Rime |oneeseitoa bwtG6-Pwro-binason| _1023937-5 Fa [venting 70 pxrmsion Ta | FLECIBLE Hose raze? bina 505 SOSTETAGD fel cues cceoTAinTINCey qe Geioazsiczo ness BFISonna00 ile) Scsemcertcas(ounier SEEaisToaTOTNT Toon BATT | ROOTED SSC eeenmnse Iasi oF ees ti Arelcoocceoo Sa te | : 8 A 20060627 |K.H.L|Y.0.K|TO BE CHANGED BY ENGINE MAKER rol SEthZB Shes [rev] ace | oare | wor | aro ire ea ES Oe | - TOLERANCES: WEIGHT ke 6L23/30H L OVER | MAK. g ‘DWN 20050701 K.HLL SIZE | NAME owe | 20050707 | v.0KM Ag) , LIST FOR FLEX 4+ 16 20.2 — = EXTERNAL CONNECT !ONS sero | 20080707 | D.U.LEE ae “* sn 7 mop oa] Engine Co,Ltd.) 1505020754 (3/3) CADAN PHBL] SSMS STKE) MOB aici HAS % Oe BS SS ate eae eens eave nee ries a tesesre oh ean recat re eeie re crac eae ed Teor geo ered 4 u 3 T 7 T 7 2-4MAN Baw Page ttt) Lifting Instruction B 25030 L23/30H Lifting of Complete Generating Sets. ‘The generating sets should only be lifted in the two wire straps. Normally, the lifting crossbars and the wire straps are mounted by the factory. fnot, it must bbe observed that the fixing points for the crossbars are placed differently depending on the number of cylinders. ‘The crossbarsare tobe removedafter theinstallation, and the protective caps should be fitted. OERCEy ae Fig 1. Crossbars’ pacing on engine Fig 2. Crossbars. ) 7 Engine Type | a (mm) 5123/0084 2690 ——> azse08 3200 Tu2arcoH 085 BEBE ea aLza0H 3670 | ~ Based on MBD-H | a standard generator | J iy [ It ‘ | | Fig. 3. Crossbars' and wires placing on engine 9238 2-5 SREYMAN Baw | ase) Overhaul Areas B 10014 L23/30H 2 i i IT \= (| a Uy 7 Ul Me L Fig 1 Dismanting height or piston Engine Type Frame (H1) Cylinder Head (H2)_| Turbocharger (H3) 5-6123/30H (720/750 rpm) 1919 2398 2453 7-8L23/30H (720/750 rpm) 1919 2398 2483 + 6-7-8L23/30H (900 rpm) 1919 2398 2553 Dismantling Height for Piston #1: Fordismantiing of piston and connecting rod «3. For dismantling of piston and connecting rod at the camshaft side. passing the turbocharger. H2_: For dismantiing of piston and connecting rod _—_f lower dismantling height is required, special tools passing the alternator. (Remaining cover not re- can be delivered. See also B 10 01 1, Low Dismant- moved), ling Height. 9981 2-6 SREYMAN Baw B10014 Overhaul Areas cued L23/30H Dismantling Space its be considered that there ssucintspece fouling the charge al cooler lemon fier on the turbocharger, lubricating oil cooler, lubricating oll iter earviago ard bracing bot | ‘Charge air V say { i, jim Uf 7 8x Ih Lub. off LI | thee | — sesst th Aller 200 = a A _ 5s0 ! una | boss ( i a af 0. = 0 > ee 4 > * cyl a 8 c 5 7201750 rom 1270 2288 585 6 7201750 rpm 1m0 2288 585 —« 900m 270 2388 26 7 7201750 rpm 1270 2388 228 7 200 pm 1420 2388 28 a 7201750 rpm 1270 208 26 8 900 pm 1620 2388 228 Table, Definition of point of measurement in 1. Fig 1 Overhaul areas for charge sir cooler element, turbocharger iter element, ub. ol cooler, lub. ol ter cartridge and bracing bot e951CONTENTS . ARRANGEMENT OF HOLDING DOWN BOLTS . RESILIENT MOUNTED GENSETS: . RESILIENT MOUNTING OF GENERATING SETS . FITTING INSTRUCTIONS FOR RESILIENT MOUNTING OF GENSETS . CALCULATIONS OF THE RESILENTLY MOUNTING . CHOCK LINER 1 “SIX Engine Co.,Ltd.Og20Z0S0SL oN _ONIYEG Ac A SCALE : 1/20 |- 0 - ENGINE 175_MM UNLOADED 731 635 450 450 635 o ZL y carrera roiczance +4 rot nachineD weasumes [Rev] coc | care | wane | apo NOTE 4-@22 HOLES af g MATERIAL ‘SCALE lF=3 © cap [MODEL 4 SF 1/730 Swen ye} 64 23/30H OVER | MAX. 9 ae [AE + MIN. NECESSARY DISTANCE \| 3 1 4 10.1 Dial 200 S020: Ait asc EE eer ++ MINIMUM THICKNESS OF CHOCK 40 MM 21.5, 205 1.21.5 The Poses LEHKO |20050701) ¥.0.KIM | ABZ|/HOLDING DOWN BOLT ARR aeeo [20050701] D.U.LEE 1.M20 BOLT POS. 1 TORQUE 150 Nm Br 16 63 20.3 2 WASHER: POS. 5 TORQUE 320 Nm DETAL 5 DRAWING NO Ry UON ICA digeeee! olla posts seeg |= StXe ine Co,Ltd 1505020760 ICAL Sesame 5 M20 BOLT DELIVERED BY YARD. Se ngine Co,,Lta. eee # S88 CADAM Se2e 1a 9R 4 Us 2 SHE STXCU(F)21 NYSE siigiel PERM, AB SY Ole Be ae 8 BRACKET This is a CADAM drawing and should not This drawing is the Property of SIX Engine Co., Lid. and must not be whol ly be corrected by hand ‘or partly copied, reproduced, utilized, communicated or published without written consent 5 T 7 5 T 5 T 7 T 3 T 7 T AMAN Baw tgasesa3 Recommendations Concerning Steel Foundations B20010 L23/30H, L27/38, —- L28/32H Foundation Recommendations When the generating sets are installed on a transverse stiffened deck structure, it is generally te- ‘commended to strengthen the deck by a longitudinal stiffener inline with the resilient supports, see fig 2. nin 60 mm Forlongitudinal stiffened decks itisrecommended to add transverse stiffening below the resilient supports. ee Itis a general recommendation that the steel foundations is in line with both the supporting transverse and longitudinal deck structure , fig 1, in order to ‘obtain sufficient stifftess in the support of the resilient mounted generating sets Fig 1 Transverse ti deck structure, ‘The strength and the stiffness of the deck structure has to be based on the actual deck load, i.e. weight of machinery, tanks etc. and furthermore, resonance with the free forces and moments from especially he propulsion system have to be avoided Fig 2 Resiiont supports. 0223MAN Baw peeerae Resilient Mounting of Generating Sets B 20013 L23/30H —- L28/32H Resilient Mounting of Generating Sets On resilient mounted generating sets, the diesel engine and the generator are placed on a common rigid base frame mounted on the ship's/erection hall's foundation by means of resilient supports, ype Conical. ‘All connections from the generating set to the exter- ral systems should be equipped with flexible con- ‘The support of the individual conical mounting can ‘be made in one of the following three ways: 1) The support between the bottom flange and the foundation ofthe conical mountings made with a loose steel shim. This steel shim is adjusted to an exact measurement (min. 40 nections, and pipes, gangway etc. must not be. Wolded tothe extemal part of the instalation. sens . Resilient Support g Aresilient mounting of the generating set is made E t with a number of conical mountings. The numbor fe and the nce between them depend on the size ‘Shin ZA of the plant. These conical mountings are bolted to Hay brackets on the base frame (see fig 1) a The setting from unloaded to loaded condition is normaly between 5-11 mm or the conical mounting, es The exact setting can be found inthe calculation of i the conical mountings for the plant in quoston, _| q ase -+N RRR : core at we \—. Gi v z —— £ E e| | - & 8 Meno : stel him a 1 monanrrat pea i, Deck Ee : = Unontes soe Zz 3 2 = Mim isanco sorte TK i 5 rs Z Fig 1 Resilient mounting of generating sets. aa SSS g \ reunaton Fa Sipotofconcls waz(aes) B20013 Resilient Mounting of Generating Sets Pere L23/30H L28/32H 2) Thesupportcanalsobemadebymeansoftwo steel shims, atthe top a loose shim of at least 40 mm and below a shim of approx. 10 mm which are adjusted for each conical mounting and then welded to the foundation. 3) Finally, the support can be made by means of cchockfast.Itis recommended to use two steel ‘shims, the top shim should be loose and have. ‘a minimum thickness of 40 mm, the bottom shim should be cast in chockfast with a thick- oss of at least 10 mm. Irrespective of the method of support, itis recom- ‘mended to use a loose steel shim to facilitate a possible future replacement of the conical mountings. AdjustmentofEngineand Generator on Base Frame The resiiont mounted generating set is normally delivered fromthe factory with engine and generator ‘mounted on the common base frame. Eventhough engine and generator have been adjusted in the factory with the generator rotor correctly placed in the stator, and the crankshaft bend of the engine (autolog) within the prescribed tolerances, itis re- ‘commended to make an autolog before starting up the plant. woce opmsesom4.8.12 HOLERY. 02.28(sas) Poet ing Instructions for Resilient Mounting of GenSets |B 20013 L23/30H, L27/38 -128/32H, 32/40 Mounting and Adjustment Instructions for 7) Tum all the intemal buffers (2), see-fig 1, to New Generating Sets (Method 1) check that they can move freely. Make Ready for Adjustment of Conical Ele- _ fall internal buffers | Then ments Can move freely Let conical elements set- {f the conical elements have not been mounted by te for 48 hours. the factory, they must be mounted on the prepared brackets on the base frame. Incase theyhavebeen Cannot be moved ‘Tum the fourjacking bolts ‘mountedby the factory, please startwith item number in the base casting clock- 2. ‘wise or anticlockwise to releasetheintemalbutfer. 1) Fit the conical elements to the bracket on the base frame by means of four bolts screwed into the tapped holes on the top casting (5), Adjustment of Coni see fig 1 Hours Settling | Elements after 48 2) Remove fixing bolt (7), spring washer (8) and After the conical elements have been deflected top lock ring (6) from the conical element, see under static load for 48 hours, the laden height (H1) fig 1. ‘see fig2, should be measured and compared to the recommended laden height. 3) Position the four jacking bolts in the tapped holes (9) see fig 1, inthe base casting (1) 4) Position the jacking botts with athrough-going 1 (of minimum 40 mm, see fig 2. '5) Lower the generating set unt it rests completely on the foundatign. Bracket — 6) Check that all jacking bolts have full contact with the foundation. — | i roundaton — secon AA sJackeng Bot © 2022-005 25004 08.12 ig 2 Conlos! mounting. Fig 1 Conical olomont s aes HSLERX.MAN B roe 8) Care must be taken, during levelling of the installation, to ensure that individual mountings are not overloaded. The variation in laden height should not exceed 2 mm and should ideally be less. The laden height can be measured between top and base casting at H, on two sides (see fig 1). Example: H,+H,+H,—H, ‘Average = “Number of conical elements Difference exceeds 2mm. Level the conical element by adjusting the jacking bolts - commencing with the conical element with the largest deviation. Difference does not exceed 2mm: The height ofthe steel shim can be measured, ‘The difference between the two sides of a conical mounting should not be more than 0.6 mm. Measuring of Steel Shim 9) Measure the steel shim on several points to obtain the highest possible accuracy during preparation. Fabricating Steel Shim 10) Make sure that the minimum heightof the steol shim is 40 mm to secure a future replacement of the conical element. 42) Lift the generating set with crane or hydraulic jack. 13) Remove all the jacking bolts. 14) Position each completed steel shim. 15) Lower the generating set until it rests completely in itsef. 16) Number each steet shim together with each conical element. Adjustment of Internal Buffer 17) Tumtheintemal buffer clockwise untilit makes contact with the steel shim, 18) Tum the intemal buffer anticlockwise unti it ‘obtains contact with the base casting. This must be four ful tums. 49) Tum the internal buffer 1.5 tum clockwise and check with a feeler gauge between the base casting of the conical element and the steel shimthat he intemal buffer (2), see ig 1, does not touch the steel shim. 20) Lock the internal butfer by remounting the top {ock ring (6) and tum it to the nearest thread hole then seoure with fixing bolt (7) and spring washer (8), see fig 1. Mounting of Conical Elements on the Foun- dation 24) Drill four mounting holes in the foundation for B 20 01 3 | Fitting Instructions for Resilient Mounting of GenSets | ‘f2.73;' L23/30H, L27/38 28/32H, L32/40 = teach conical element, ether g Dil the mounting oles inthe steal sim according a) Mark the postions ofthe mounting holes on to the conical base casting dimensions. the foundation through the conical element and the steel shim. é Mounting of the Completed Steel Shim (Re)movethe setcompletely sothatthemark- ings can be reached by driling with conven- 11) Tum the intemal buffer anticlockwise until it tional tools, Contacts the base casting to secure the laden height of each conical element. RSLEBY, 0223MAN Baw serorerz4 a ' 5 S : Page 3 (3) Fitting Instructions for Resilient Mounting of GenSets | B 20 013 L23/30H, L27/38 -128/32H, 32/40 lace the set onits former position by aligning ‘The driling has to be done on beforehand and itwith the dried holes. the set must be aligned with the foundation holes before the work starts to avoid further or removal of the set. 'b) Drill the mounting holes in the foundation by 22) Fixalltheconical elements andthe steel shims means of the driling patter from the installa- to the foundation with four bolts per conical. tion drawing. Note! After completion ofall works the buffer clearance must be checked, see points 17, 18, 19.and20. i 8 g 223 3-8 HeLERY.‘General data client and project ears saraitcpeton niet Mainproject STK-BaW — tence Description ‘STX Engine Co. Lid ‘edintletetoal ‘Seams Project : 1410 Description; STX/Gesco$-2009/10/13 Customer ‘5077 Company STX Engine Co, Lid Address £80, Seongsan-Dong, Changwon Zipcode /Town : 641-315 Kyungsangnam - Do Country Republic of Korea. Application + 3x3 sets 6L 23/30 H generatorsets Note : Mountingtype 8x RD 215 - 50° Shore A Performance 960 KW at 900 RPM Blows AxNW 350 ‘Centre of Gravity 1929, y= 0,z= 815 X-Coordinates 285-1210 -2430- 3701 Free forces and moments 3.00rder Rol 11000.Nm 6.00rderRolM 4100 Nm Main engine MANSEW essomc-c Number of finders 6 ‘Two stroke engine Engine output MCR. 12000 BHP at 127 RPM Engng opt NOR 1065 BHP a 1209 RPM Propeller bladesBasic‘data of the resiliently mounted system Mass moments of inertia Weight : — 20869,00 [Kg] Inertia Xx: 6579.10 [Kom] Inertia Y-¥ : 48858,02 [Komn"] Inertia Z-Z : 45902,64 [Komn"] Delta = XY rotation Sigma = YZ rotation Frequency 1 = Longitudinal {2= Lateral 13 = Vertical f4= Rolling 15 = Pitching 16 = Yawing2 »yalMounting properties Mounting ype ‘Shores cemnmy oy Nm Czpaim) _DyriStat Rao Dyn. Magifor 21525-50 cy 2500.00 *2500,00 300,00 125 20,00 NW360-7ST sr 7100 7190 68,00 100 80,00 Mounting parameters Pstions ofmountngs {mm} Rotations [°] Calutted stati etneseos [Nn] No Mowntng ype ee ee ee 1 2152500 —feagg0 son 0800-0090] ona song a0g0 om” m0 m0 2 ais2sm — tewgg0 43500 635000000] asnaoasongoamng = tomo 3 zisesm 71800500 350° © m0 00 asonqo song aang ©0000 4 21250 rieqo 3500-60500 00-000 asong0 ang ogo moan 5 216250 soa aso 63500 ©0000] asongo song nm = mom OmD © 2is2se0 soa 53500 63500 m0 00] sng song ng © tomo 7 212500 ssezgo aso 605000000] atom song nm © m0 mm © 2i25e0 © saezao 080 © 6350000000] song sng om = 0mm 8 nwssorst zwaq0 9000 200000 © 00 ao] ian 74g0 «ang. ogo monoSOF Calculated natural frequencies £1 tenga 2a! ‘2 Veil {6Retng (SPichi"g— — 6 Yawng a 640 360 970 398 540 (Wing 240 20901 arras 0176 zrsr e942 Elgenvectors of the system xf yen z {mm roll rods) pitch rods] ‘yaw [rods] Mode No ‘ooDeso0 3866-038 3ASEOS tes EMEC © OAT2EOT Modo No “AS05602 10006400 42EO OSE HMOs 1.551605 Moo No esereGs —«4257ESS © EHD SSTTEOT «= 12E08 © Bone 08 Moe Nos Samet OIEST —40NEa3 © 100003185608 282005 Modo Nos 1200600 sge7eaz © -1porEa © sarte-os © tones ransc08 Mode Nos S90se-03 3007027, MOEOS © «S2TEOS © 40m0E-08——*1,0006.08Calculated deflection: Mountings Only Moments & Fores x yD 2M aN bined enn ‘0006400 «000000 -2.07E¥05 0.000100 0.000100. 00006100 Coordinates Xfm yon = fom) (00006400 0,000E+00 000600 Called state detections mm] Mounting number 1 2 3 4 5 6 7 8 Forood de. x 0.000 0.000 0,000, 0.000 0.000 0.000 0.000 0,000 Forced de. 0,000 0.000 0,000, 2.000 0.000 0.000 0.000 0,000 Forcod doz “11903-14908 44903 4490344903 40914903 14,008A\Babber Desian Displacements caused by ship movements : Roll Displacements fram Doprees s 0" 1. 20 25 oo 3s o ‘Atmounting number or 0023 ag -0KS 0055s ons ne ones 1872814 3.322 4,105 4956 sar 6248 0964 “6720182888858 IS gg 004 oon 02s ons 045 0.055 0.086 ors 0.004 ones er 514 322 4.105 4856 ser 6.263 ose 192 278 4090 5276 6483 18 9.023 ‘At mounting umber ax oon 023 90m KS 0058 mes ars 0084 ay 0963 170863 3987 4.105 4952 80 6.386 zz 0858 824 224m 33k ats 4H ‘At mounting number Bx oon -0g2s 00m 0085085 0850750008 ey 0.885 176328 3473 4282 S078 5925 6528 Be 080 1908-2200 -2828 3281 ets ass 8.060 ‘At mounting number ex oot os oat 08s 0.055 0.086 007s 0.084 ey 0.885 17632628 3473 42s 5078 5825 6528 ez ose io 3018 4.158 5350 6585 7855 949 ‘At mounting number ne oon ooze 90m 0045085 8507s 0.008 hy ost0 ts 270 3.569 aan 5218 5.988 6708 he oan 159022 arm ee ‘Atmouniing numbor Bx 0.038 08s 0.055 0.086 007s 0,084 By 910 2m 3.560 aan 5218 5.986 6,708 &2 940 3.048 4,196 5308 ous 794 9228 ‘Atmounting numbor mx 0.001 0003-9008 90011 0016 one 0087 ey 4529 os tyes 7A 8 perm 33,360 ee 1257 2se7 3980, 8428 601s 9967 11,810Displacements caused by ship movements : Pitch Displacoment ogroos e e r 8 0 1" zm ‘At mounting numbor tx 0888 1012 vat 115908 708 1983 aat7 ty 0.008 0.005 008, 007 0.008 ‘0.000 010 010 te 03 ores 08 11908 ae 1205 1431 1979 ‘At mounting numbor 2x ope 100 1288 sate 1987 62 11986 2,100 zy 0.004 0.005 0.08, 007 0,008 0.000 010 onto ze 0594 ons ass, 0,989 sar 11288 sant 1.858 ‘Atmounting number ax 0888 10 12H sat 11508 1788 1983 2at7 ay 02 0.002 0.008 0.003 0.003 0,004 0.906 0,005 Be 0.288 oss 0a osot 0578 0653 oraz 0829 ‘At mounting number Bx 0888 081m sat 1508 1788 1988 2at7 &y 0.001 oz 9902-0. -002 003, 00s 008 ez ia soe ots o.e2 067 ass ts a8 ‘At mounting number ex ogee 10601288, va 187 sree 1986 2,100 &y 0.001 ooc2 0002 -0.002 002-0003, ,003 0008 &2 0,138 one 06 0.78 aez as tas 0.82 ‘At mounting number hex 0.888 tose 4201 17 1508 1.708 2at7 ty 2,005 000s 0.007008 0009-0010 oor he 0500 oes 0801 -9.901 08100 1.284 Atmeunting nunbor ex ogee oso 1.258 sa 762 1.998 2,100 By 0.005 0006 0.007 0008, 010 9011 oor Be 0500 ome ats 0915 1408 400,286 ‘Atmounting numbor ox 1780 215 2489 zee 308 3546 3.896 4248 ey oon 0013-0018 = ate eaoet amas, ones 09 ez 084s or 1200 1398 1.581 wre 11985, 2161Dynamic amplitudes caused by free moments and forces Input xm a1Nay bon etn) ft 0.000600 .0006+00 0,0006*00-— 0.000400 ue 0.000600 1.100604 0.000100 0.000400 Fibogin) = 45,00 al Flenc)= 45,50 2] Fietep)= _1,00(He] (FZ) = 4500 fx} Calculated output: Due to 3rd order excitation ‘wots ie Frequency Hah & ‘At mounting number tx 2.000600 ty 141e-02 te 3006-02 ‘At mounting umber zx (0.000400 zy aote-a2 ze 1806-02 At mounting number ax 0.000400 ay ‘aote-02 ae 1906-02 ‘At mounting number Bx 0.000400 sy s4ote-02 we 1,9806-02 ‘Atmounting number ex. 0.000400 ey 140te-02 ez 1,9806-02 ‘At mounting number hx 0.000600 hy 140te-02 he 1,s806-02 ‘At mounting number ax 0.000600 ay sa0te-02 a 1,3806-02 ‘At mounting sumbor ok 0.000800 wy 4286-02 we s.91s6-02‘Transmitted moments and forces caused by free moments and forces INPUT xm yi 2M (Nn) bine iN Ft 000+ 0}000E+00 ,000E+00000E+00 0000-0, 000E+00 LO (0.000+00 0,000E+0000DEH00,00E0K © 000. ,000EHO0 Fibevin)= 45,00 Fz} Fond) = 45,50 Ma] Ficto)= 00/2} FIFZ)= 45,00 a} Calculated output: Due to 3rd order excitation ‘oureur Frea (Hal x0) yD z™ arn 8.1m} ‘iN 7 4500 00006*00 —«S.A7BEWG2 _O.00E+00 4 S18EVO2 — _0000E+00 _000E+00Dynamic amplitudes caused by free moments and forces ineur xm (Nn) bin en} ft c,c00€+00 co0e00 —og00e%20-— 0000400 n 0,000E+00 41006403. 0,000E+00 0,0006+00 Fibogin) = 90,00 [Hz] Flond)= 90,50 [tz] Fstop) = 90,00 [Hz] Calculated output: Freqney el = ‘A mounteg numbar ue 0006400 ty 1.2406-03 ‘uz 1240608, ‘Atmeounting umber zx 000600 zy 1.2406-09 ze 1249608, ‘A mounsng number ax 000600 sy 1.2406-03 az 1249609 ‘A mounting number ex cone+00 sy 1.240603 Br 12406-03 ‘A mounting sunber ex 10006400 ey 1.248608 ez 1240603 ‘mounting number .g006+00 124oca9 he 1240603 ‘Amount number tex «000600 By 1,2496-03, ez +.2406-09 ‘A mounting punter x 0000 ey san56-08 ez 178160‘Transmitted moments and forces caused by free moments and forces input xu) yi 2M) (Nay iN eiNn) Ft 210006400 000600 0.000600 000E¥00 000 rEC— —o,000E+00 bd 0.000600 00006400 ,C00EH0D T0002 00000 go 400 Fioegin)= 90,00 Pe] Flenc) = 80.50 [hie] Fietep)= 1.000] FIFZ)= 90.00 Fx} Calculated output: Due to 6th order excitation oureur, Frog [He] xM yO 2M ain) BIN iN 1 ‘90100 0,000E+000,000E+00 —_O00Es00 —~SABTE*O1 _0,000E+00 0.000600Calculations of the (combined) mass moments of inertia Combioning masses Mascots Coordinates ind. C. of. Block dimensions snr. Decciston Bol Xfm] Yin] Zim) Myf) Mele 1 Engine "2500.00 121,00 000 840,00, 25009001800 2 Fiyhoot 1250.00 3411100 0.00 800.00, 250 12001200, 3 Basetrame 1959.00 4976.00 0.002504 240 © 900550 4 Generator 3900.00 4853.00 0.00 800,00 129k 8 Cooling wator 99000 191,00 000 940.00, 20008001000 6 Lub.ot 39500 1917.00 0014000, 2000 900300 7 Lu. ollcooter 36500 -141.00 0.00 250,00 300 = 600300 8b oilfiter 41090 £800 0,00 1090,00 mo 30000 “Totalmass: ——_20860,00 Individual mass moments of era Posnt, Descition becom’ by Dom) z bay Brom _ bream) ye Bom 7 Engine 4218.76 988542735417 ‘000000000 2 Fywtest 30000 15851 185,51 000 © 0000 3 Basctrame weisz tas731 1120.6 000 © 090.00 4 Generator az 6004 480,08 090 00000 5 Cooling water sees 16250 188,98, 000 © 000 = a,00 6 Lub. of 2063 13483 188.9, 000 090,00 7 Lub. ol cooler 1369 548 1380 900 000 © o,00 8 Lib. ol titer rs 185 1.88 990 © 000 © 0,00 Coornates toa sonar of gravy relate to data origin xo: 264449 (rm) Y 0.00 mm} Zz £81428 fmm ‘Total moment of neta about spaced axes drectons but trough otal center of gravy Tota products ot inertia ERE 657,10 hom} 48858,02 thor) 45902,64 kom) 0.00 om 2082.91 thom 0.00 kom"A — 4-022 7 4 _ OY _ | ol i + aoa _ & | 4 o- _ o _ 205. [21.5 40 248 45 NOTE 1, FINAL MACHINING SHOULD GE PERFORMED BY SHIPYARD i Dose [FADO BE GUNES ST FoR MACHINED MeASoRes [Rev] Loe DATE | MADE | APPD NOTE = a cc Sen l= —- ss400 As fweroaT .23/30H es oa Roos ne w [as [elmore | TERM lag) CHOCK LINER wore [aooauezs| 0 Lee eee 2 [DRAWING NO. =f=l = 1 EX Engine co,Ltd.| 150200715a © Ste CADAN SRAeE ONIN OH #38. we ee STXEECHIH MUO oN GEMMA ¥ ON UO He Unie in DMM droving end should wet {it rig i Pry SX Ce Litres, BIBI SPM sist pei ole greed ley emule nlf ei i 4 T 3 7 2 T 1CONTENTS . CODE IDENTIFICATION FOR INSTRUMENTS BASIC SYMBOLS FOR PIPING . FLEXIBLE HOSE » DIM. & INSTALLATION INSTRUCTIONS. a1 ‘STX Engine Co.,Ltd.MAN Baw terse Code Identification for Instruments 100 200 General Explanation of Symbols Measuring device Local reading ‘Temperature Indicator No. 40* Measuring device er ‘Sensor mounted on engine/unit Reading/identiication mounted in a panel on the engine/unit, Pressure Indicator No. 22° Measuring device ‘Sensor mounted on engine/unit Readinglidentiication outside the engine/unit ‘Temperature Alarm High No. 12° Measureingdevice ‘Sensor mounted on engine/unit Reading/dentification ina panel on the engine/unit and reading/indication outside theengine/unit Pressure Transmitting No. 22° * Refer to standard location and text for instruments on the following pages. wazeo0iHs25019¢ 08.12 ‘Specification of letter code for measuring devices ‘stletter Followingletters F Flow A Alarm’ Lo Level Differential P Pressure E Element S Speed, System H High T Temperature 1 Indicating U_— Voltage Lo Low V_ Viscosity S Switching, Stop X Sound T Transmitting Z Position x Failure Vv Valve, Atuator orat TadMAN Baw 100 200 Code Identification for Instruments ‘Poe 2) General standard ext for aritente~ lest EngnetAternator rater system Ohta coer oo 0 ttohb. ot caner Cece tom a er OS St tom aerator Oe ato tech watrcolr (6) 3 Gt om bb a cr 6 Saat fom tec war coer (SW) OF Wer water sytem app 14 ett a er 17 cute tom fest wate coker {0A Piet onge 4a fvintt arco i ep yalletighe 1" tat om eo der 448 out em a ler 1 neater {2 caat to enone {8° outa ton i ser {Ba fit o pechanbr 18 fists pure 18. oat fom tech {90 out tom pechanter Luteeatng Ot 5ystem 0 ht coor 24 sesing ot -tt ergne 28 telinbse tame Bt customer ict ter 3S prectg 38 man beats 2 Sida\tom ite /niatnemne 28‘ ams ander guides 2 tint utechager 27 ume bosng/ ara Fong Charging Air Systm 3 tito ccer 24 argent # tet tom cot Sr S & owt un 3 oli troctarger 2 Suita 1 or int oT compe. 37 Share a fom cr Fas! ot syiom oo" hence 44 ttm ssi o pumo « {Suet et eoge {Retest poten s fata ‘enn topecanber & hwo o eating ot Sytem : : So Ret kel aves “4 ss et tom uel aes 3 whe trig £8 ata tat & So edontng s @ Exhaust as System fo auton oer # se itt fom troctarer % & 2 Hatt ubechos & 8 contin chatber 7 compressed Alrsysten fo "hia cope 14 ito recon sae 72 eto ssing ol oton Tt thts sop eoor peeled ® 2 To ltto Sle om unt eta une gor 3 Col 7 omens i Load speed i 20" oped 84 exe sop & i 1 cvpeed 8 moe br oebad & 8 2 Ghervonoy sop fe thon e 4 83 engine start 87 ready to start & Miscatanous 1 rat ee oenge jn bang Sct aocor os vtage 9 art viding et 5 Se rosa aton common arm SeerATNE SETS, od 4-3MAN Baw aa Basic Symbols for Piping 100250 General wo. | symbot | sym dsignaton Wo, Symbol designation 4. GENERAL CONENTIONAL SyMaOLS 2M petal ange ut Pee 218 nie 12 | —— | Prowininicatonattow recon | 218 | =< | once 13. | [><] | votes, gatevaves,cocks and taps | 217 |—ib_ gh | Loop expansion joint 14 | [] | arroncos 218, | O+< | snapcoupting maR@ plane sae eo 10 | = | tn eset pipe 2. VALVES, GATE VALVES, COCKS AND FLAPS a7 | A= | tracing 34 | pkg | vane, etaignt unoush ee ee == Crossing pipe, not connected 24 | [D> | Nonsetum vaive (ap), straight 22 | ~:~ _| crossing pe comecea 35 | 4 | nonretam vate (tap), ane + [2s | | reese ae-] hq | Maram ve Gor. ee 24 | UV | rexble pe ar | fet [Nenzour va co. - as |—C— | eemeenpeetcomguea ema | se | phy | eany vate 26 | —— | son sewed 38 | Ks [ane satey wave ot | [oman a10 | iq [eaten ve _ [ae [= [awe an | phy | osererente vave ; 20 | i | son queotesng a2 | pe J euctcoae vane i [ee anon eth 28 | ka [roma ae 5 244 in Expansion pipe: 344 | [SS] | Ball vate (cocky 2 caput ais | lq | eaten vane ee 318 | EI | Gat vane wm HELEEY, 4-4 HSLERXMAN Baw 100250 Basic Symbols for Piping sea General : No. ‘Symbol | Symbol designation No. ‘Symbol_| Symbol designation a7 | BAI | poubiesnatad change over vane’ | 4. CONTROL AND REGULATION PARTS 318 | cote | suton vate chest 41 | TP | Honoperted 3.19 | Gita | Suction valve chest with non-retum valves | 4.2 (| Remote contot azo | lq | cotesededcturg owrvate, sia] aa | | | soma 321 | {1 | coubieseat changeover vane, angio | 44 |] | sass 322 | [OX | cock, straight through 45 | | Float aaa | A | cot ane «| P| pmon 324 | CLQ0 | cock eoway, port mn lig a7 | P| aemorane 3.25 | DERI | cock, toeway T-portin plug 48 | @-- | electic motor aas | DIC | cooctoway srt teouninate | 4s | <= | eecromaaete 327 |_| cockwth totem comect 410 | =| sansa (at pneumate vahes) 3.28 | IEE | cock, sais rousn wit totem cana. | 4.11 | 6 | Push buton 320°] {I | cok eng, wantotiom comecion | 412 | {| sping 320 | DET [cor treeweywnttimcomeen | are | 2 | comee at | DAP | memosaie vive 414 | cal | solenoid and plot drectonal vate ase | Sk, | vane win et tenge 435 | | amr c7 | =e | coun 518 | <> | hier wath manual conto 68 Woter jacket mall od ee oe | GE | omwmtance 8.17 | ~S>_ | water trap wit manual conto 7. READING INSTR. WITH ORDINARY DESIGNATIONS 518 | <> | Aetbreatr 71 | ©) _| sche tow indeator sis | 7} | sitncer . 12 ‘Observation glass, 7 em | O- | Beaery penton [a5 — 521 | [HB | singe acting eyinder wth sping retumed | 7.4 Distance level incicator 5.22 | (ES | double acting eyindor with spring retuned] 7.5 Recorder 523 | @ | steam tap sae SaaS,ostizosost [prT‘oo euibua YAS] 350 3 min Teer [se] 00s | Sano rset [s8t [00s [sna b= 0st_| 008 | oma Ovi | 005 | cena sit_[o0s | szna ‘sar | ons - 36 [005 bay TOY, y|_ azts m1) ayNHON | 1505021490 4-8+ 1 ‘ he Bobas AWAD 945 2 be-spe-spo ipa chy pe on [en] an] on | sw] an] ett oszvoozost wiroa | @5050 [ower i on warn | arcoso_| wa Ee ES vO ‘9L0/¢9 : “ON 3000 BEN: 1D40I0N “G soqoaceunssasd ysung “+ uN 971. Bunssosd BuIxION “¢ 9.06, :@snjoseduay Bul yson “Z. +] yo uo} yoo! 4aN7 :wn PAH “1 NOTIWO1d1OadS + a x oz z arpa TOES Ea at a 7 Beit osef eet {arewnocort[e71 no 3 zi Sat 7 set paee reosspeat [001-89 = 5 3st + 3ei-f-007 eraser porto ¢ ee ait ; sei sayvarest | ena = fe a ; oe Savavest_[ oe Na ; 3 att ; Bet fsvavest [orn 3 Bot ; Ber fast fae [esoszvonzaeT| ena ao 3 ; ber art ee] eeesveae [eno be ow vie | ow von: mon ey cos ft] co] oa | v | come] tow > > te0z001280Td = “ON UUCD” sssh [sar | 008 | Sona S2t | S9L 00s | oSNa oi ost | 00s [osc + sty] quyy ool | Or 00s | zena |onasaiy| (et sa [sit [00s | sena | cz sor] 005 | ona $9 | $6 | 005 | sina wae | oo azis aWNIHION 3 4-11MAN Baw ‘erason02 Dimension & Installation Instructions for Eonar Page 1 (1) Loop Expansion J L23/30H 7s Fig 1 Loop expansion joint Connacton | Size | Medium Length (my) Saat The fange's ited TF owao | Fustotinit ee with Bat, and ° ‘can be installed in es cena ‘any ofthe 4 pos sible deecion Mounting Length between engines flange and ships flange must conside within #2 mm. ‘The axis of flanges must conside within #1 mm. ‘The external pipe connection to the expansion loop has to be rigidly fixed. = Please observe atnormaloperating condition thatno 3 heavy vibration occurs.in expansion loop (amplitude 3 must not exceed 0.5 mm). Yard delivery. = iWin doubt,- please contact MAN B&W Holeby. Pipe tobe sup. z potted close #0 2 Note! The flexible pipe to be mounted visible above flanges. 3 flow level and directly on the flange on the engine ‘The external pipe to be fixed just after the flexible Fig 2 instalation of oop expansion joint. pipe, see fig 2. 7 ESLERMAN ps2s0/04. 08.12 0028-008 Baw Paget) ns for Flexible Hose | E 2001 3S L23/30H bes External pipe bee | Flexible hose Engine Connection Size Medium Length=L (om) a3 Waste a Nozale cooling ot inet buts na Nozzle cooing ot - outlet F3 HT waterto expansion tank ey Lubricating ftom separator sco on N25 Luricaingoito separator 16 Lubricating supply Kt Nao Compressedair cra NSO Oi vapour discharge Mounting The intemal length *L" between the flanges must be in accordance withthe actual type of the hose in the table The axis of flanges must coinside within +5 mm. The hose must be mounted without any twist. ‘The external pipe connection tothe flexiblehose has to be rigidly fixed, Abrasion from adjacent structures, moving parts or other hoses must be avoided. The flexible hose must be mounted visible above floor level ‘The flexible hoses must only be used for specified purpose. ous AEE,MAN 0020 oonsesore 0.12 Baw seror27-90 Dimension & Installation Instructions for £20013 Page 1 2) Expansion Joint L23/30H ‘Connection ‘Size Hedi Long = (om) cs Lub. ci tom separator int on2s ca Lub oto separator out 130 crs N50 Lib ol overow- tet Mounting The expansion joints are provided ready tobe instal 2) _ Pay attention to the correct operating space: led. The standard flanges can be tured into every The pulling of the expansion joints into operat- desired position. Additional sealings are not neces- ing spaces which are too large, lengthens the sary. rubber bellow considerably and often leads to the collar being drawn out ofthe flange groove For installation the following is to be observed: (6e0 fig. 2). During the following tightening of the screws the collar Is crushed asymmetr- 41) Prior to the installation of the expansion joints cally itisto be secured that the mating flanges have satisfactory sealing surfaces When installing = max. approved lengthening +10 mm Protruding hose ends, grooves and torques = max. approved compression. -25 mm are not permitted as by these the sealing surface of the expansion joints might be de- 3). The expansion joints, if possible, have to be stroyed. installed in such a way that the date of production is visible. ‘Attention: When using slip-on flange the outside diameter must be larger than the sealing surface of the expansion joint. 004MAN Baw E 20013 Dimension & Installation Instructions for 167972780 Expansion Joint Page 2 (2) L23/30H |. — Operating space larger} than length +10 mm 4) 5) 8) Max. operating space — n length +10 mm Fig 2 Expension joint 8) 9) ‘The screws should be inserted from the side of the expansion joint. If this is not possible it should be observed by all means that in pressureless condition there remains a min. distance "x" = 15 mm between rubber bellow and screw. Tighten the screw crosswise. Do not use any sharp-edged tools with which the rubber bellow might be damaged in case the tool slips. When installing the expansion joints the screws may only be tightened to such an extent that between the metal flanges a clearance "y" of at least 1 mm remains (see fig 2) ‘The rubber bellow of the expansion joint must not be painted. ‘When welding and cutting the rubber bellow is by all means to be protected against heat. Permanent radiation heat above 90° Celsiusis, to be avoided. 00028-0014528014 08.12, 0008MAN Baw eum Dimension & Installation Instructions for - Page 1) Expansion Joint L23/30H 130 Engine Type Cennecton Sze Medan Length (rm) ft Fresh water-ilet rR Freshwater-outet 5-01227001720RM N80 ot SeawaterRawwater-inlet -91.2300H.750RPM @ SeawaterRawwater-utot 120 A Fresh water-ilet, on eo 2 Freshwater-outet 6-8.23304 200M ci SeawaterRawwater-inet Dw 100 rc SeavaterRawwater-oulet : Mounting For installation the following is to be observed: {the expansion joints are provided reaty to be 4. Porto the instalation ofthe expansion joints 3 installed, The standard flanges can be tured into _it is to be secured that the mating flanges have = every desired position, Additional sealings are not _salisfactory sealing surfaces. Protruding hose ends, 3 necessary. grooves and torques are not permitted as by these the sealing surface of the expansion joints might be destroyed. 225 HOLEBY. 4-16 HSLESEMAN Baw Dimension & Installation Instructions for £20013 Expansion Joint ‘Fame 2@) L23/30H Attention: When using slip-on flange the outside diameter must be larger than the sealing surface of the expansion joint 2. Pay attention to the correct operating space: ‘The pulling of the expansion joints into operating ‘spaces which are too large, lengthens the rubber bellow considerably and ofien leads to the collar being drawn out of the flange groove (see fig. 2). During the following tightening of the screws the collar is crushed asymmetrically. ‘When installing - max. approved lengthening: +15 mm = max. approved compression: -20. mm 3. The expansion joints, if possible, have to be installed in such a way that the date of production is visible. 4, The screws should be inserted from the side of the expansion joint. f tis is not possible it should be observed by all means that in pressureless condition there remains a min. distance "x" = 15 mm between rubber bellow and screw. 5. Tighten the screw crosswise. Do not use any sharp-edged tools with which the rubber bellow might be damaged in case the tool slips. 6. Wheninstalling the expansion joints the screws may only be tightenedtosuch an extentthatbetween the metal flanges a clearance “y" of at least 1 mm remains (see fig 2) 7. The rubber bellow of the expansion joint must not be painted. 8. When welding and cutting the rubber bellow is by all means to be protected against heat. 9. Permanent radiation heatabove 90° Celsiusis to be avoided. Operating spacetarger 4 ‘than length +15mm fin. Correct [ Max. operating space y= o~imm cont 18m Fig2Emansionjoint c802e-oprisesoro4.08.12 9225CONTENTS . FUEL OIL DIAGRAM . GUIDANCE FOR LOW LOAD OPERATION . FUEL OIL SPECIFICATION . FUEL OIL CLEANING RECOMMENDATIONS S1 SIX Engine Co. Ltd‘ozz0z0sos! [prea aulbuy aS orm sare [ waves [ane yaovi no ty | ¢W[owoco"s | veras0ae [ore “2 ede po aes] aa rr] ocosooe [od PA : fe de gf rorvee aa / ip is if vol OEY ol oh ze af sae feta ores apg: i: 32 89 «9: S¥ ‘LY OY ‘ZY SY sie ozo sae mene ups} »091, 1505020770MAN Baw | Lesa) | Guidelines for Longterm Low-Load Operation on HFO B11000 General 9028 optHs260196.08.2 Part load/low load operation In certain operation situations the diesel-generator sels are sometimes exposed to part load/low load operation. At part load/low load it is important to maintain constant media temperatures, i.e. for cooling water, lubricating oil and fuel oll, in order to ensure adequate combustion chamber temperature and thus complete combustion, Atloads lower than 20% MCR theres risk of imede- pendant retardation of the engine performance condition due to fouling of gas- and air channels, combustion chambers and the turbocharger. HFO-operation atloads lower than 20% MCR should therefore only take place within certain time limita- tions according to the curves. After a certain period of HFO-operation at a load lower than 20% MCR, a change toMDO should take place in order to prevent further retardation of the engine performance condition, or the engine load should over a period of 15 minutes be raised to 70% MCR and maintainedhere fora certain period of time inorder to bum offthe carbon deposits, thusreestab- lishing adequate performance condition. After such “cleanburning period” low-load operation on HFO ‘can be continued However the operator must be aware of the fact that fouwling in the air inlet channels, if any, will not be cleaned with high load running. Extensive low-load running can therefore result in necessity off manual cleaning of the inlet channels. If special application conditions demand continuous HFO-operation at loads lower than 20% MCR. and occasionally performed “clean-buring" periods are inconvenient or impossible, special equipment and arrangements must be established Admissible low-load operation (load percentiperod) on HO. 10 olteee cr 0 2 9 Operating period (1) Example 2) o ») enuaat oavload ona [Necessary operating period with min. 70s6loadatterow- load operation on HF. Running-up petiod to 70% load: approx in 70% load ye m4 r 40 50 60 70809%0 © 0 ou ‘Operating period th) with 10% load 19 hours maximum operation on HFO admissible, then change-over to MDO ‘operate engine for approx. 1.2 hours with 70% ating minimum, n order to bum off residues. HEC can he continued. Fig 1 Lowe operation.08028. 001Hs25006 08.12 MAN B&W Diesel 0952964 age 1 (5) B11000 Marine Gas Oil (MGO) MGO is a medium class distillate oil which therefore must not contain any residual components. ‘The key property ratings refer to CIMAC #21 /2003, Property Units value Density at 15°C min. | Kgl 2200) max. | koi? 890.0 Kinomatie Viscosity a 40°C. mils 215 mis 60 Flash Point °c >60 Water content Sbeyvolume| — <0.05 Sulphur content sebyweight | 15 Ash sebywoight | <0.01 Carbon residue (10% viv) | %by weight | <0.90 Minimum injection viscosity at entering the engine >1.5 cSt. Marine Diesel Oil (MDO) MDO is offered as heavy dis General ite (CIMAC) or as a blend of distillate and small amounts of residual oil (IMAC) exclusively for marine applications. The commonly used term for the blend, which is of dark brown to black colour, is Blended MDO. MDO is produced from crude oil and must be free from organic acids. ‘The key properties are based on the test methods specified. Property Units Value (Mac war (2008 pe | oc Density at 15° kgm | <900 | <920 Kinematic Viscosity 40°C est¢mmas) | tt | ete Flach Point ° 260 | 360 Water content rubycotume| <3 | <03 ‘Sulphur content sebywoight | <20 | <20 ‘Ash content seby weight | 1.5 cSt 0446MAN B&W Diesel 1009529.64 B11000 Fuel Oil Speci | ose General Heavy Fuel Oil (HFO) Propery Unis Value Commercially avaitable fuel oils witha viscosty upto Deneiy at 150 om sor 700 cSt at 50° G corresponding to 55 cSt at 100° can be used for MAN B&W four-stroke medium ‘emamabe Viecosty 7 a speed dlesel engines, eae - aa For guidance on purchase, reference is made to ISO Flash Point 7 pos 8216/17, BS 6843 and to CIMAC recommendations Pour Point ° <3 regarding requirements for heavy fuel for diesel engines, #21 (2003, From these maximum accepted Sonrnceen min B grades are RMH 55 and K5S. en ee ia Biro Carbon Residve <2 Itmeans that engines can be operated on the same a mmm) | so. fuel oils as MAN B&W two-stroke low-speed diesel a ae) on engines. Total Sediment ater 2ecing seimm | soso The data in the HFO standards and specifications Water vy s10 refer to the same fuel type as delivered to the ship, ie. before on-board cleaning, Suiphur ceria aos Vanadium mmo 600 In orderto ensure efectve and suticient cleaning ot the HFO, i.e. removal of water and solid contami- ‘Numinim + Siu | moh aa rants, the fuel oll specific gravity at 15° C (60° F) com C3 should bo below 991 kg/tr®. Higher densities can be allowed f spoctl treatment syst are netted Asshatons <22.t aon Current analysis information is not sufficient for FIA Cetane Number - estimating the ignition and combustion properties of the oil. This means that service results depend on oi properties which cannot be known beforehand. This mm=mass —-VIV= volume especially applies to the tendency ofthe oil to form deposits in combustion chambers, gas passages and turbines. G 1g Heavy Fuel Oil Specification Based on our general service experience we have, asa supplementto the above-mentioned standards, *) May be increased to 1.010 (kg/m*) provided ca) adequate cleaning equipmentis installed, and modem type of centrifuges. If the CCAI value exceeds 840 it is recommended to have the FIA index measured re- vvealing if ignition and combustion problems may arise drawn up the guiding HFO-specification shown be- 2 low. If the CCAI value exceeds 840 ignition and & combustion problems can ocour. g Heavy fuel oils limited by this specification have, to : the extent of the commercial availability, been used ***)_ Ifthe FIA value is below 20 increasingignition with satisfactory results on MAN B&W four-stroke and combustion problemsmay beforeseenat medium speed diesel engines. tow load operation. 2 ‘The data refer to the fuel as supplied, i.e. before any on-board cleaning, 0446MAN B&W Diesel 1609529.6.4 Page 3 (5), Fuel Oil Specification B11000 ‘oananonisasane.oe.12 If heavy fuel oils, with analysis data exceeding the besides figures, are to be used, especially with regard to viscosity and specific gravity, the engine builder should be contacted for advice regarding possible changes in the fuel oil system. Blends Fuel oil containing used lubricating oil (ULO) has to comply with the CIMAC #21/2003 fuel oil specification. The admixing of used engine oil to the fuel involves a substantial danger because the lubricating oil additives have an emulsifying effect and keep dirt, ‘water and catfines finely suspended. Therefore, they impede or preclude the necessary cleaning of the fuel. We ourselves and others have made the experience that severe damage included by wear may ‘occur to the engine and turbocharger components asa result. ‘The admixing of non-mineral oil constituents (such 5 coal oil) and of residual products from refining or other processes (such as solvents) is harmful to the engine! The reasons are, for example: the abrasive and corrosive effects, the adverse combustion properties, a poor compatibility with mineral oils and, last but not least, the negative environmental effects. “The order letter or the fuel should expressly mention what is prohibited, as this constraint has not yet been incorporatedin the commonly applied fuel specifications. The admixing of chemical waste materials (such as, solvents) to the fuel is for reasons of environmental protection prohibited by resolution of the IMO Marine Environmental Protection Committee of 1 Jan. 92. Vanadium / Sodium ‘Should the vanadiumn/sodium ratio be unfavourable, the melting temperature of the heavy fuel ollash may drop into the range of the exhaust valve temperature which will result in high-temperature corrosion and deposits build up. By precieaning the heavy fuel oil in the settiing tank and in the centtifugal separators, the water, and with it the water-soluble sodium ‘compounds can be largely removed. General If the sodium content is lower than 30% of the vanadium content, the risk of high-temperature corrosion will be small. It must also be prevented that sodium in the form of sea water enters the engine together with the intake air. If sodium content is higher than 100 mg/kg, an increase of salt deposits is to be expected in the combustion space and in the exhaust system. This condition will have an adverse effect on engine operation (among others, due to surging of the turbocharger). Under certain conditions, high-temperature corrosion may be prevented by a fuel additive that raises the melting temperature of the heavy fuel oil ash. Ash Heavy fuel oils with a high ash content in the form of foreign particles such as sand, corrosion elements and catalyst ines (catfines) inhheavy fuel oils coming from catalytic cracking processes. In most cases, these catfines will be aluminium oxides, silicium oxides, which causes high wear in the injection system and in the engine. Sulphuric Acid Corrosion The engine should be operated at the cooling water temperatures specified in the operating manual for the respective load. Ifthe temperature of the compo- nent surface exposedtothe acidic combustion gases is below the acid dew point, acid corrosion can occour. Fuel Oil Condition, when entering the En- gine AAs practically all fuel oil specifications including the above standards refer to the same fuel type as supplied, the fuel supplied to a ship has tobe treated ‘on board before use. For running on the oll quality mentioned above it is necessary that equipment exists on board, which can treat, respectively clean and preheat, the fuel oil with optimum efficiency. 446MAN B&W Diesel B11000 re09s296.4 Page 4 (6) General In B 11 00 0 "Cleaning Recommendations" our recommendations are outlined. For economical HFO operation the fuel oil condition at engine inlot should be as recommended below. Property Units Value Water: ‘% by volume max. 0.2 Solid particies | ppm (mg/kg) | max. 20 Particle size | Micron max. § Viscosity cSt Range 12-18 For fuels above 180 cSV50" C a pressurerized fuel oil system is necessary to avoid boiling and foaming of the fuel ‘The preheating charton page Sillustrates the expected preheating temperature as function of the specific fuel oil viscosity. The viscosity leaving the heaters should be 10-15 St and approx. 12-18 cSt entering the engine. Viscosity Adjustment To enable a proper injection viscosity and a to prevent overloading of the fuel equipmentitis essential to maintain a constant viscosity within the limits stipulated, see preheating chart on page 5. Avessel heated either by steam or electricity adjusts the viscosity of the fuel. There are two means of adjusting the power supply to the vessel: Either by measuring the temperature of the media, or ~ by measuring the viscosity of the media ‘Temperature controller If this method is chosen it demands a laboratory apparatus enabling the staff to test the fuel oil samples on a regular basis and set the temperature Controller accordingly. The frequency is dependent Con the homogenity ofthe fuel ie. how often charges are received and how well these are blended in the tanking system, ‘The reason being that the charges of the fuel oils may vary considerably in properties og. fractions, viscosity indexes, etc. Viscosity regulator (Viscorator) Itthis method is chosen the viscosity of the fue! oilis monitored continuously and the temperature is adjusted at the set value depending of the quality of heating elements and the controls of these. ‘There are in the principle two different methods of ‘monitoring the viscosity of the fue! = True measurement (pressure drop in a call brated tube)* = Ultrasonic vibration *) The difficulty of this method is that the equipment has to be maintained and calibrated regularly. However this method is by far to be preferred. cooee-comseson4oa 12 0448MAN BaW Diesel 1600520-6.4 Pages (5) Specification B11000 Fuel oll - preheating chart Approx. viscosity General osc 5 Ss SW soo \‘ N WAS w | 2 paoed SN Ts | o fa a 130 nr zy e 2 i ro | 5 KZ _ A ec e _ 0 T 7 Logscales 10 5 25 3545} 55 csut00"c elena eo . So foo Otome A Ror) Me ACen z or § This chat is based on information rom ol suppl regarding ypical mains els with viscosity index 70-80 8 Since the viscosity after the preheater is the controlling parameter, the preheating temperature may vary, depandnt on he vatosty and scaly kx of te ue oaMAN. Baw | ieee | Fuel Oil Cleaning Recommendations B 11000 | General Centrifuging 28 001H5250194.0.12 Fuel oils should always be considered as contaminated upon delivery and should therefore be thoroughly cleaned to remove solids as well as liquid contaminants before use. ‘The solid contaminants in the fuel oll are mainly rust, sand, dust and refinery catalysts. Liquid contaminants are mainly water, Le. either fresh water or salt water. Impurities in the fuel can cause damage to fuel pumps and fuel valves, and can lead to increased cylinder liner wear and deterioration of the exhaust valve seats. Also increased fouling of gas ways and turbocharger blades may result from the use of inadequately cleaned fuel oil Effective cleaning can only be ensured by using a centrifuge. We recommend that the capacity of the installed centrifuge should, at least, be according to the centrifuge maker's instructions. Cleaning of distillate fuel such as ISO 8217 classes DMX to DMB is generally not necessary. But han- dling of a liquid fuel on board ships gives a risk of contamination with sea water. Therefore itis a good idea to centrifuge all fuel on board ships. Fuel classes DMC to RMHSS require a treatment with centrifuge in all cases. Automatic centrifuges must be used. Fuel types RMK35 to RMKSS require centrifuges capable to handle up to 1010 kg/m? density. ‘To obtain optimum cleaning itis of the utmost impor- tance that the centrifuge is operated with a fuel oil viscosity as low as possible, i.e. that the highest possible temperature is maintained in the centrifuge oll preheater. Supplementary Equipment Experience proves that if the centrifugal installation is dimensioned and installed correctly — and operated correctly according to the supplier's instructions = this is a sufficient way of cleaning the fuel. All supplementary equipment, such as the 10 mu nominal fiter, will have a positive effect and may contribute to longer intervals between overhauls. Also, supplementary equipment will reduce the operation costs. This equipment can give difficulties if incorrectly installed, Howeverif correctly installed and operated ‘can with some fuels give benefits in lower wear and sludge formation 99.33 HOLERY.CONTENTS - LUB. OIL DIAGRAM . LUB. OIL IN BASE FRAME . LUB. OIL SPECIFICATION . LIST OF LUB. OILS . TREATMENT OF LUB. OIL CRITERIA FOR CLEANING / EXCHANGE OF LUB. OIL . LUB. OIL CHART 61 SIX Engine Co.,Ltd.0 vezozosost wesovid 110 “an Hocvez1 q soo 9 Soe Te oF fetal ieen) oe “eri 7 LOseNi0 ons o=ng Le NS oN8 a | snedoe 10 | nay 3 gLo/s¢o 7 24) nd wos) RTE TS \12°6d) ies ran4 150502078A‘MAN. Baw 167175580 Page (1) Lubricating Oil in Base Frame [e12011 09028-001Hs250194.08.12 ee Max. Min, x = + Type L23/30H 6oyl Toyl 8 oy! Min. tevel H1 (mm) 275 275 275 Max. level H2 (mm) | 325 325 325 Min. titre 540 685 708 Max. litre 657 era 859 L.23/30H 900 rpm 96.4MAN B&W Diesel 0028-000 28004.08.12 ay B12150 General Requirement ‘The BN selection is based on typical load profiles for ‘This documentis valid for the following engine types: L16/24, L21/31, L2a/30H, 27/38, L2B/32H, V28/ 32H, V28/32S and L32/40. Heavy Duty lubricating oll (HD-Lubricating oll) hasto be used coresponding to at least type CF after API service system (http://api-ep.api.orgilelibrary/ ACF1E1.pal). Further the lubricating oil should be rust and oxidation inhibited, Viscosity Marine Engine L23/30H, L+V28/32H 30" 105 cSt @ 40°C SAE class Li6/24, 121/31, L27/38, L92/40 40 145 ¢St @ 40°C Stationary 16/24, L21/31, L27/38, L23/30H, L+v28/32H, V28/32S 40 145 cSt @ 40°C * Atcooling water temperatures above 32°C SAE 40, oil can be used. In this case, please contact MAN B&W, Holeby, Guiding Values for BN When selecting lubricating oll, attention mustbe paid to the fuel oil sulphur content. Marine GenSet engines are normally running at low load compared to propulsion engines, therefore the absolute fuel consumptionislowerand consequently the lubricating oil is exposed to a smaller amount of sulphur. Therefore the BN-value (Base Number) of the lubricating oil has to be lower in order to neutral- ise the sulphur input from the fuel ‘The lubricating oil consumption has an influence on the recommended initial BN value. When the lubricating oil consumption is high, low BN values is recommended, and opposite. How to evaluate the lubricating oil consumption, please see section 6 12 15 0 "Specific Lubricating Oil Consumption marine GenSet (50-60% of rated power) and for stationary GenSet (50-100% of rated power) For all engines except L32/40 oittype 8N (oKoH'o) Gas ai e12 Marine deel 1045 Haw tel ol (St. 5%) 1520 Hayy tual ol (1.5%) 20-40 For engines L32/40 ountype BN (rg Korg as i 1245 Marine cel 18.25 Heavy tue ol (61.5%) 2595 Heavy tue ol S>1.5%) 90-40 For low loaded marine GenSet engines the lowest BN values are recommended and for high loaded stationary engines the highest BN values are recommended. Ifthe load profile is different, this should be taken in consideration. However, the operation results are the criteria that prove which BN is the most economical one for efficient engine operation. Inordertomeetthe emission regulations, more often fuel oils with different sulphur content are in operation. At habour/coastal operation a low sulphur fuel cil will be used and at sea operation a high sulphur fuel oil wll be used. The lubricating oil BN value will have to be evaluated from engine running hours operating on the two different fuel oils. Normally the BN value should be evaluated from the fue! oil wth the highest sulphur content as the majority running hours are at sea operation. Otherwise please contact MAN B&W Diesel for guidance. 05:15)stx Copyright © 1987 MAN B&W Diesel AS “Ths drawing s the property of MAN BBW Diese! A/S and sto be treated as confidential by the pary to whom it has been submitted by MAN BAW Diesel AVS, and is not to be csclosed to thd party without the specie prior witten permission of MAN BAW Diesel A/S List of lub oils ( SAE 30) ‘Specific | Flash | Viscosityin | 7p, FS Firm Name of Oi! gravity at | point Stat | api | tatture oad 5 coc | aor too | 12 | stage AGP ‘AGIP Clan 120 0.505 225 108] 12] 12 oo 1 | AGIP Cladhum 300 os10 225 sos _|_ 2 30 | co " | oP BP Energo! DS3-183 0.24 220 wm | as | 8 co 7 | BBP Energot IC-HFX 203, 0.800 236 ne | 115 20 | oD 1 BP Energol IC-HFX 203 o.s10 2a ae | 15 20 | co " Catex Delo 1000 Marine 0.890 240 a a oF if Delo 2000 Marine 0.900 240 sos | te 20 | oF 10 Deto 2000 Marine ost0 240 tor_| 118 30 | oF 10 CASTROL | Castrol Marine MKD 153% | 0.894 212 vos] is | 185 cD 2 Castrol Marine TLX 183 ost 228 tos | us | ts oF 12 Castrol MLC 308 0397 218 sor | us | 2 ep 1 Castrol TLX 203 0.904 218 soo | 115 20 | cF " Castrol TUX 303 0.905 22 | 103 | 15 30 | cr 1 Ghevion | Dato 1000 Marine 30 0.890) 240 ioe | na | 2 CF 1 eto 2000 Marine 30 0.900 240 tos | tie 20 | oF 10 Delo 3000 Marine 30 010 240 |_s07_| 118 30 | cr 10 EW DISOLAM 3015 0.905; 220 110 | 120 | 14 cF 2 marine | AURELIA3020 0.905 220 110 | 120 20 | oF " ‘AURELIA 3025 os10 20 110 | 120 2s | cF "1 AURELIA 3030, 0915 220 110_| 120 30 _|_oF 1 EXXON | EXXMAR 12 1P 30 = 0.896 252 110 | 120 | 12 cD 1 yesso | EXxMAR247TP 30 0.206 246 x0 | 120 2a | co " EXXMAR 30 TP 30 os10 2a s10_| 120 30 | co "1 FINA FINA Caprano 312 0.894 20 [109 | a8 | 42 oF 1 FINA Stelanc S 320, 0.899 20 | 108 | 18 20 | oF 10 FINA Stelane S 330, 0.807 zo | 07 | 18 30 |_oF 10 Kowat | Q8 Mozart OP 30 0.896 228 ia | t2t | 18 cD 2 Petroleum | Q8 Mozart MS 30 osi2 226 i4_| a4 as | co 2 ‘Mobi ‘Mobigard ADL 30 0.899 2s | 103 | 16 | 15 co 1 ‘Mobigard 312 0.808 20 | 103 | a4 | 15 co " Mobigard 330 0.910 254 sos_| 118 30 | oo 1 Shel ‘Shell Sirus FB30 = 0.893 202 of na | 1 cD 1 Shell New Gadinia-Stoas2 | 0.897 220 soe | re | 12 cr 2 Shell Argina S oi 0.904 zr too | 4 20 | co 2 Shell Argina olT30 0.910 226 soe _| 19 20 | oo 1 ‘Batol ‘Stato Marway 12305 0.898 282 110 | 120 | 12 oD 1 Stato Marway 2430 0.908 246 no | 120 2 | oo " ‘Stato Marwav 3030 0.910 24 110_| 120 30 | co 1 TTeraco | Texaco TARO 16 XD 30 0.804 240 ‘os | 110 | 16 CO) 1 “Texaco TARO 20 DP 30 0.900 240 a | no 20 | cF " “Texaco TARO 30 DP 30, 0.900 230 35_| to 20 | oF i TOTAL | TOTAL Rubia S30, 0.897 248 roo | 120 | 1 cD 7 ‘TOTAL HMA30 0.903 240 m2 | 120 25 | co " TOTAL HMA 30 0.903 240 n2_| 10 30 | co, " Date Des._| Che. | Appd_ TAT ‘Change Replacaren ‘Siar Drawing No. [[Resicementtor dent No 2 03 62 67 - 4 ‘Seaia: ‘Size: A4 | Tye 4- Stroke Page No. MAN B&W Diesel A/S Tato, No Description List of Lubricating oils Tdent. No, 1505011790 Final User Ifo, No Final User Description Final User Ident. No, 6-5MAN B&W Diesel a Treatment of Lubricating Oil | B12150 | General Operation on Marine Diesel Oil (MDO) required flow (Wh) ‘At engine operation on MDO we recommend to install a build on centrifugal by-pass filter as. an additionally fiter to the build on ful ow depth fiter and the lubricating oll separator. Operation on Heavy Fuel Oil (HFO) HFO operating engines requires effectivelubricating cil cleaning. In order to secure a safe operation itis. necessary to use a supplement cleaning equipment together with the built on full flow depth fier. For this purpose a centifugal unit, a decanter unit or an automatic by-pass fiter can be used Continuous lubricating oil cleaning during engine operation is necessary. ‘The centrifugal unit, decanter unit and the automatic by-pass fiter capacity to be adjusted according to makers resommendations. ‘The capacity is evaluated below. Cleaning Capacity Normally, tis recommended to use a self-cleaning filtration unit in order to optimize the cleaning period and thus also optimize the size of the filtration unit ‘Separators for manual cleaning can be used when the reduced effective cleaning timeiis taken intocon- sideration by dimensioning the separator capacity. In order to evaluate the required lubricating oil flow through the separator, the separator suppliers rec- ‘ommendation should be followed, As a guidance, the following formula should form the basis for choosing the required flow for the separator capacity: 02e-oomsasot 8.12 Px4.36xn t 4 engine output (kW). actual effective separator operating time per day (hour) n= number of turnovers per day of the theoretical oil volume corresponding to 1.36 VKW or 1 VHP. The following values for "n* are recommended: 1 = 5 for HFO operating (residual) 1 = 4 for MDO operating n= 3ior distillate fuel Example: for 1000 kW engine operating on HFO, self-cleaning separator with a daily effective separating period of 23 hours: 295 Uh (0.30 Uh kW) Q = 1000%1.96%5 = 23 ‘Separator Installation Itis recommended to carry out continuous lubricating cit cleaning during engine operation at a lubricating oil temperature between 95°C til 98°C at entering the separator. With multi-engine plants, one separator per engine in operation is recommended, but if only one separator is in operation, the following lay-outs can be used. ‘Acommon separator can be installed, possibly with one in reserve for operation of all engines through a pipe system, which can be carried out in various ways. Fig. 1 and 2 show a principle lay-out for a single plant and a mutt-plant. Engine Toltrom separator Fig 1 Principle lay-out for direct separating on single plant. 0446MAN B&W Diesel B12150 Treatment of Lubricating Oil ‘esotas General emt eae TTastom lubricating Y lseparaor —<—_____ = emibs Ot Fig 2 Principle ay-out for dict separating on a mus plan. The aim is to ensure that the separator is only connected with one engine at a time. This to ensure that there is no suction and discharging from one engine to another. To provide the above-mentioned itis recommended that inlet and outlet valves are connected, so that they can only be changed-over simultaneously. With only one engine in operation there are no problems with separating, but if several engines are in operation for some time itis recommended to split upthe time so that there is separation on allengines, which are operating in tums. ‘The capacity of the separatorhas to correspond with the separating of oil on the single engine n times during the available time, every 24 hours. (see page 1) Fig 3 Principle lay-out for overfow systern Overflow System Asanaltemative tothe direct separating an overflow system can be used (see fig. 3). By-pass Centrifugal Filter ‘The Holeby GenSets can be delivered with built-on by-pass centrifugal fiters. By-pass Depth Filter When dimensioning the by-pass depth fier the supplier's recommendations are to be followed. 0646MAN Replacement of Lubricating Oit Itis not possible to predict the expected life time for lubricating oil, as it is not possible for the engine manufacturer to know which fuel and lubricating oil qualities will be used and under which operation conditions the engine will be operated. Areplacement of lubricating oil is required when the oil's identification values have changed no that the lubricating cleaning and neutralization properties no longer are sufficient. Exchange of the lub. oil has to be based on the oil suppliers evaluation of samples of oil in service. ‘Samples should be forwarded at appropriate intervals at least once every three months depending of running-mode and results of last analysis. The oil sample should be taken after the filter and, if possible, while the engine is running as this will ensure that the test will be representative for the whole change in the engine. Evaluation of the Lubricating Oil Condition For evaluating the conditions of a used oil, the following guidance conditions are normally sufficient. Anyway, all parameters have to be evaluated as a whole, and no single can be taken as a criterion for changing Baw ‘ems 43 Criteria for Cleaning/Exchange of Lubricating Oil ~—| B 12 150 General 3. Water Content Limitvalue : <0.5 preferred < 0.2 (higher value is permissible in a shorter period) Possible test method Patable test unit or gas chrom- tography (or infra red distil Ifthe limit value is exceeded, a supplementary test for chlorides (ASTM D-878) can be made. . Total Base Number (TBN-Number) Limit value: Ref, to fresh-oll TBN% : > 70% Unit mg KOH/g Possible test method ASTM D-2896 Due to the generating running mode for HOLE- BY's engines, where the lub. oll consumption depends on running time and the fuel oil con- ‘sumption and following the sulphur input to the lub. oil depends on the load, a lower TBN-value than normal for main engines is needed. Following guiding values can be given: TEN (itt) Oil type TBN (equilibrium) 41. Viscosity Gas oil 7 Limit value : <1 viscosity grade Mae ral ' Heavy fuel (S>2.5) 10 ee ees Heavy fuel (S>4) 4 % Possible test g method ASTM D-445 (modified) The TBN is normally reduced gradually with the time of operation. The influential elementsare the a sulphur content in the fuel oil, the lubricating oll é 2. Flash Point amount and the amount of re-filling due tonormal : consumption. After a certain time of operation, 2 Limit value: > 185°C. the TBN will stabilize at a lower value, the TBN equilibrium, Possible test method Setafash tests (cut of point cor relates with 204° Ci ASTM D-92 (coc) aa eseey BRSnReeT.MAN Baw B12150 | Criteria for Cleaning/Exchange of Lubricating Oil aaa General Refilling should be carried out with lubricating oil of the initial TEN. 5. Neutralization Number Limit value: 0.4-1.0 above typical level Unit mg KOH/g Possible test method ASTM D-974 6. The Total Contamination (insolubles Con- tent) Heptane insolubles Limit value: <1.5 generally, depending upon. actual dispersant value and the increase in viscosity. Unit Possible test, method Additionally test Weight % ASTM D-893 procedure B in n- Heptane. Ifthe level in n-Heptane insolubles is considered high for the type of oll and application, the test could be followed by a supplementary determination in Tolu- ene. ‘Aiso infra red test can be used Enema. 9644 n02e-oo/s2so4 08.12stx LUB. OIL CHART (STX-MAN-B&W 4-STROKE AUX. ENGINE) pe eoniies RECOMMEND OIL OIL QUANTITY (MAX) _| CHANGE INTERVAL ” — [sL23/30H 373 LITER| | [6L25/30H 441 LITER, + |6123/30H(@00rpm) | 657 LITER, 723/308 509 LITER 7L23/30H(@00rpm) | 614 LITER| ‘Ol SUMP [aL29/30H 577 LITER TANK [aL23/30H(000rpm) | 869 LITER| [5126/32H 7117 LITER jeizera2H 7317 LITER 7L26/32H 1511 LITER 8128/32 7740 LITER 9L26/32H 1910 LITER CODLER Semel ceeds 46 LITER RECOMMENDED|6L23/30H 20 LITER| _ RECOMMENDED Lup. oi |6,7128/32H LIMITATION VALUE 8, 91.28/32 @2UTER] FOR LUB. OiL a | 5,6123/30H SB | wee | padaamt | ure PETER -aL28/32H sizarean ls jBL25/0H 196 LITER| ———123/304 20.8 LITER’ 7123/30 22.0 LITER| Lue, olL [8L23/30H 23.2 LITER| INTERNAL 5L26/32H 44,0 LITER PIPE jeL2e/a2H 43.2 LITER [728/324 45.4 LITER [ai26/32H 47.6 LITER| j9L2e/a2H 49.8 LITER SEE APPENDIX GOVERNOR oo eget arcing?) oasunen | SEER WOODWARD GOVERNOR STX Engine Co., Ltd. 6-10CONTENTS . COOLING WATER DIAGRAM . FRESH WATER SYSTEM TREATMENT . VOLUME OF COOLING WATER . AUTO SHUT OFF VALVE 7-4 ‘STX Engine Co.,Ltd.o Babaz AVOVO ara aa Bese cho ibe chy ¢ in| on] on ine | vovosooe [osm weovid UaLvm ONIT009 |EW | wero | rocosooe [oro amw| mis{_aa1H» | tozoso02 ae ae Hoc/ez’ oN SACHN gH Loy 4oszni ond gorng yerane glow Uses TT apy 2 Sano ¥ a8 sou9 TE soToaRT CF] Losenia otNe sina rupy v0) See og BS FUSS, 7-2 1505020790,MAN o02e-oovisasna4 8.12 Baw neh Freshwater System Treatment B13000 General Protection against Corrosion in Freshwater Cooling System The engine fresh water must be carefully treated, maintained and monitored so as to avoid corrosion or the formation of deposits which can result in Insufficient heat transfer, itis necessary to treat the cooling water. MAN B&W recommend that this treat- ‘ment is carried out according to the following procedure: Clean the cooling water system. = Fillup with deionized or distilled cooling water (for example from the freshwater generator) with corrosion inhibitor added. = Carry out regular checks of the cooling water system and the condition of the cooling water. ‘Observance of these precautions, and correct venting of the system, will reduce service difficulties ‘caused by the cooling water to a minimum. Cleaning of the Cooling Water System Before starting the inhibition process, any existing deposits of ime or rust, or any oil sludge, should be removed in order to improve the heat transfer and to ensure uniform protection ofthe surface by meansof the inhibitor. The cleaning should comprise degreasing toremove oil sludge, and descaling with acid afterwards to remove rust and lime deposits Ready-mixed cleaning agents, specially made for Cleaning the cooling water system, can be obtained from companies specializing in cooling water treatment. These companies offer assistance and control of the treatment n allajor ports. A number ofthese ‘companies are mentioned on the enciosed list. We point out that the directions given by them should be Closely followed. itis ofpartcularimportance toflush the system completely after cleaning. Cleaning agents emulsified in water as well as slightly alkaline cleaning agents can be used for the degreasing process, whereas ready-mixed cleaning agents which involve the risk of fire must obviously not be used. For descaling with acid, especially products based on amino-sulphonic acid, citric acid, and tartaricacid are recommendable, as these acids are usually obtainable as solid substances, easily soluble in water, and do not emitpoisonous vapours. ‘The cleaning agents should not be directly admixed, but should be dissolved in water and then added to the cooling water system. Normally, cleaning can be executed without any dismantling of he engine. We pointout that the water should be circulated in the engine to.achieve the best possible result As cleaning can cause leaks to become apparent in poorly assembled joints or partly defective gaskets, inspection should be carried out during the cleaning process. The acid content of the system oil should also be checked immediately after cleaning, and 24 hours afterwards. Cooling Water - Inhibitors ‘The filing-up with cooling water and the admixture of the inhibitor is fo be carried out directly after the cleaning in order to prevent formation of rust on the cleaned surfaces. Raw Water The formation of lime stone on cylinder liners and in cylinder heads may reduce the heat transfer, which will result in unacceptably high temperatures in the material. Therefore, it is recommended that deionized or distiled water (for example from the freshwater generator) is used as cooling water. However, on account of its lack of hardness, this water will be relatively corrosive, and a corrosion inhibitor should therefore always be added. EnyY ReaMAN |. Baw B 13000 Freshwater System Treatment ‘omer General If deionized or distilled water cannot be obtained, normal drinking water can be used in exceptional cases. If so, the total hardness of the water must not exceed 9° dH (German hardness degrees). The chloride, chlorine, sulphate, and silicate contents are also to be checked. These contents should not exceed the following values: Chloride 50 ppm (50 mafltre) Chlorine 10 ppm (10 magfltre) Sulphate 100 ppm ——_(100 mafltre) Silicate 150 ppm (150 magfltre) ‘There should be no sulphide and ammonia content. Rain water must not be used, as it may be heavily contaminated. It should be noted that softening of water does not reduce its sulphate and chloride contents. Corrosion Inhibitors To protect freshwater cooling systems in marine diese! engines against corrosion, various types of inhibitors are available. Generally, only nitrite-borate based inhibitors are recommended. ‘Anumber of the products marketed by major companies are specified on the enclosed list, together with the necessary dosages and admixing procedures. We recommend that these directions are strictly observed. ‘Treatment of the cooling water with inhibting oils is ot recommended, as such treatment involves the tisk of oil adhering to the heat transmitting surfaces. Chromate inhibitors must not be used in plants connected to a freshwater generator. Evaporated cooling water is to be replaced with noninhibited water, whereas a loss of water through leakage must be replaced with inhibited water. When overhauling individual cylinders, a new dosage of inhibitor must, if necessary, be added immediately after completing the job. Checking of the Cooling Water System and the Sooling Water during Service Ifthe cooling water is contaminated during service, sludge or deposits may form. The condition of the cooling water system should therefore be regularly checked, especially if deionized or distilled water is not used. If deposits are found in the cooling spaces, these spaces or, if necessary, the entire system should be cleaned, ‘According to experience, a zinc galvanized coating in the freshwater cooling system is often very sus- ceptible to corrosion, which results in heavy formation of sludge, even if the cooling water is correctly inhibited. The initial descaling with acid wil, to great extent, remove the galvanized coating. Gen- erally, therefore, we advise against the use of galvanized piping in the freshwater cooling system. The quality of the cooling water is to be checked regularly, if possible once a week. Basically the inhibitor concentration, the pH value and the chloride concentration should be in accordance with limits stated by inhibitor manufacturer. For this purpose the inhibitor manifactures normally supply simple test kits, ‘Asageneral guidance values the pH value should be 7-10 measured at 20° C and the chloride concentration should not exceed 50 ppm (50 mafitre), ‘The water sample for these tests is to be taken from the circulating system, and not from the expansion tank or the pipe leading to it. ‘The concentration of inhibitor must under no circumstances be allowed to fall below that recommended by the producer, as this would increase the risk of corrosion. ‘A clear record of all measuring results should be kept, so that the actual condition and trend of the system may be currently ascertained and evaluated, ‘A sudden or gradual increase in the chloride content of the cooling water may be indicative of salt water leakages. Such leakages are to be traced and repai- red at the first opportunity, soe oms2sn94.08.12 00.11MAN a8. Hs2504.08.12 Baw ireces tt Freshwater System Treatment B13000 General ‘A chloride content in the cooling water higher than the 50 ppm specified might, in exceptional cases be tolerated. However, in that case the upper limit specified by the individual inhibitor supplier must not be exceed, ‘A clear record of all measuring results should be kept, so that the actual condition and trend of the system may be currently ascertained and evaluated, A sudden or gradual degrease in pH value, or an increase of the sulphate content, may indicate ex- hhaust gas leakage. The pH value can be increased by adding inhibtor; however, if major quantities are necessary, the water should be replaced. Every third month a cooling water sample should be sent ashore for laboratory analysis, in particular to ascertain the contents of nhibtor, sulphate, and iron, as well as the total salinity of the water. Cleaning and Inhibiting Procedure ‘The engine must not be running during the cleaning procedure, as this may involve the risk of overhea- ting when draining. Degreasing Use clean tap water for fling-up. The cooling water in the system can be used, if it does not contain inhibitors Heat the water to 60° C and circulate the water continuously. Drain to lowest water level in expansion tank. ‘Add the amount of degreasing chemical specified by the supplier, preferably from the suction side of the freshwater pump. Drain to lowest water level in the expansion tank directly afterwards. Circulate the cleaning chemical for the period speci- fled by the supplier. The cooling water system must not be kept under pressure. Check, and repair any leaks. Drain the system and fillup completely with clean tap water, in order to flush out any oil or grease from the tank. Circulate the water for 2 hours, and drain again. Descaling with Acid Solution Fill up with clean tap water and heat to 70-75° C. Dissolve the necessary dosage of acid compound in clean iron drum with hot water. Fill the drum half up with water and slowly add the ‘acid compound, while string vigorously. Then fil the drum up completely with hot water while cont ‘uing to stir (e.g. using a steam hose). Be careful -use protective spectacles and gloves. For engines which have been treated before the trial trip, the lowest concentration recommended by the supplier will normally be sufficient. For untreated engines, a higher concentration - depending on the condition of the cooling system - will normally be necessary. Drain some water from the system and add the acid solution via the expansion tank. The cooling water system must not be put under pressure. Keep the temperature of the water between 70° and 75° C, and circulate it constantly. The duration of the treatment will depend on the degree of fouling. Normally, the shortest time recommended by the supplier will be sufficient for engines which are treated before the trial trip. For untreated engines, a longer time must be reckoned with. Check every hour, for example with pHl-paper, that the acid in the solution has not been used up.MAN | Baw B13000 Freshwater System Treatment ‘onoera General ‘A number of descaling preparations contain colour indicators which show the state of the acid solution. Ifthe acid content is exhausted, anew acid solution can be added, in which case, the weakest recom- ‘mended concentration should be used. The solubility of acids in water is often limited Therefore if, in exceptional cases, a large amount is required, descaling can be carried outin two stages with a new solution of compound and clean water. Normally the supplier will specify the maximum solubility. After completing the descaling, drain the system and flush with water. Acid residues can be neutralized with clean tap water containing 10kg soda per ton of water. Circulate the mixture for 30 minutes, then Grain and flush the system. The cooling water system must not be put under pressure. Continue to flush until water used is neutral (pH approx. 7). Adding of Inhibitors Fill up the cooling water system with water from the evaporator to the lowest water level in the expansion tank. Weight out the quantity of inhibitors specified by the supplier and dissolve in a clean iron drum with hot water from the evaporator. ‘Add the solution via the expansion tank to the system. Then fill up to normal water level with water from the evaporator. Allow the engine to run for not less than 24 hours to ensure that a stable protection of the cooling surfaces is formed, ‘Subsequently, test the cooling water with a test kit (available from the inhibitor supplier) to ensure that an adequate inhibitor concentration has been obtat- ned. This should be checked every week. ‘The acid content of the system oil is to be checked directly after the descaling with acid, and again 24 hours afterwards. e02e-0ovis2s094 98.12 00.11MAN Nitrite-borate corrosion inhibitors for cooling water treatment Baw ae Freshwater System Treatment B 13000 General Maker's minimum Company Name of inhibitor Delivery Form Recommended Dosage" Castrol Limited Castrol Powder 3 kg/10001 Swindon Solvex WT4 Wiltshire, England Castrol Liquid 20v10001 Solvex WT2 Drew Ameriod DEWT-NC Powder 3.2 kg/1000 1 Marine Liquidewt Liquid e100! Boonton, N.J/U.S.A Maxiguard Liquid 1610001 Houseman Scandinavia Coottreat 651 Liquia 5110001 3660 Stenlase Denmark Coottreat 652 Liquid 5110001 Nalfleet Marine Chemicals Nalfleet EWT Lig Northwich, (9-108) Liquid 3u10001 Cheshire CW8DX, England Nalfleet WT 9-131C Liquid 40 10001 Nalfleet WT 9-111 Liquid 40 10001 alcool 2000 Liquid 40 10001 Rohm & Haas RD11 DIA PROSIM Powder 3 kg/10001 (ex Duolite) RD25 DIA PROSIM Liquid 5010001 Paris, France Unitor Rochem Dieselguard NB Powder 3 kg/10001 Marine Chemicals, Rocor NB Liquid Liquid 10 110001 Oslo, Norway * Initial dosage may be larger % The list is for guidance only and must not be The suppliers are listed in alpabetical order. a considered complete. We undertake no responsi- 3 bilty for difficulties that mightbe caused bythese or ‘Suitable cleaners can normally be supplied by § other water inhibitos/chemicals. these firs. 3 3 g oot HOLERYMAN Baw eG? | Design Data for the External Cooling Water System | B 13000 L23/30H General Pumps: This data sheet contains data regarding the necessary information for dimensioning of auxiliary machinery in the external cooling water system for the L23/30 type engine(s).The stated data are for one engine only and are specified at MCR. For heat dissipation and pump capacities see D 10 05 0 “List of Capacities". Setpoints and operating levels for temperature and pressure are stated in 8 19.00 0 "Operating Data and Setpoints". External pipe velocities For external pipe connections we prescribe the following maximum water velocties: 3.0ms 3.0 mis Fresh water : Sea water Pressure drop across engine The pressure drop across the engines HT system, exclusive pump and thermostatic valve is approx. 0.5 bar. Lubricating oil cooler ‘The pressure drop of cooling water across the buil ‘ontub. oil cooleris approx. 0.3 bar, the pressure drop may be different depending on the actual cooler design Thermostatic valve ‘The pressure drop across the built-on thermostatic valve is approx. 0.5 bar. ‘The cooling water pumps should be of the centrifugal type. FW sw Differential pressure 1-25 bar 1-2.5 bar Working temperature max.90°C _max.50°C Expansion tank To provide against changes in volume in the closed jacket water cooling system caused by changes in ‘tempera-ture or leakage, an expansion tank must be installed. ‘As the expansion tank also provides a certain suction head for the fresh water pump to prevent cavation, the lowest water level in the tank should be minimum 5 m above the centerlinie of the crankshaft, Minimum recommended tank volume: 0.1 m?. For multiplants the tank volume should be min.: V=0.1 + (exp. vol, per ekstra eng.) [m’] Data for external preheating system ‘The capacity of the external preheater should be 0.8- 4.0 Kwicyl. The flow through the engine should for ‘each cylinder be approx. 1.4 l/min with flow from top and downwards and 10 Umin with flow from bottom and upwards. See also table 1 below. y.No oc ra ae Quantity of water in eng « HT-system (tre) 200 | 240 | 280 | 320 3 LT-system (tre) 55 | 6 | 65 | 70 & Charge air cooler 3 Expansion vo. (ie) a [3 [a5 [7 & _Thepressuredropofcoolingwater across the charge Reames 2 air cooleris: 3 Radiation area (m*) 140 | 16. | 182 | 203 aP = V?xK [Bar] Thermal coot(kurrc) | 2860 | 3432 | aoos | 4576 V = Cooling water flow in mesh Table 1 Showing cooling water data which are depending on oes exinerno. 99.48VOLUME OF COOLING WATER _ — UNIT: LITER EXPANSION TANK HT WATER IN ENGINEL.T WATER IN ENGINE} (HT-F.W) | 5123/30H ~ 100 200 55 — b> 6123/30H 100 240 oO 7123/30H 100 280 o 8123/30H 100 320 7 70 5128/32H | 150 500 89 | 6L28s2H 150 | 600 3 | 7L28/32H 150 700 7 8128/32H | 150 —| 80 11 | 9128/32 | 150 900 105 12V28/32H | ~ 300 1200 424 16V26/32H 300 1600 432 | 18v28/32H | 300 1800 136 STX Engine Co., Ltd. 798 1 4 1 8 \ : z 1 - ! aloLooze, | "PyT“OQ aubU LOS AVA 440- LHS 10 oun 11 3Ni 1003 oro | ose [05%e | o1ze ot ze [ooze | seve sor Bs Jaw ost [sve foe 08 vai [vse | seo 8 var [vse] seo | cv |e | ove | 9 atetyt« t+ 1? feel Wal ov ava —— = hy or Ve I satire w'9 swt mo cf sand wou = sows 3ayn0s eae > : —— (0°17 4@ SNIN3UO 3AIVA “2 BUPSSRd TINE WO“ Zid oNIL-o new Ton TORTS aT! avior LaqNT 331009 110" ROMS 0°CONTENTS 1. COMPRESSED AIR DIAGRAM 2. MAIN STOP VALVE et S1X Engine Co. ,Ctd-Rae Bakes WYOVO @nJon 430)8 oua6s0W3 B eAIOA BUI }IO)S + ® oogozososl sz gpg LPS OP © ov sum cw on [un | on [ow ne @ WI IY OESSRIOO ® a ® woree Xe © von] 00 @ J ® 00 © © 6uyuuns s| ourbue a paydnssojuy aq you ysnu fiddns z . zuo/64 6 : einsseid Bur L — a LON ° I | . 5 ons 149 Me oO Le LoszniaNo Bolt holes of flanges shal! straddie body center lines 0180 NB N7 . 801. 6013. 246. 3} 2 2 z 33/23 NOTE 1. HYDRAULIC INSPECTION ut THE VALVES SHALL 8E TESTED AS FOLLOWS. @) WATERTIGHT INSPECTION FOR VALVE SEAT : $0.0 kgi/em b) HYDRAULIC INSPECTION FOR BODY : 69.0 kaiVem 2. FLANGE :DIN-PN40 ONO Generar roveRance rom uncninés ueasores [ev] oc | pare | wabe | appD NOTE WATERTAL SATE wooes NOMINAL IE => © cao neat ALL rovesances ETOH : over | wax 9 ‘DWN 020928 J.¥.d0 size | NAME 7) |e oxo « |e rata A4 ANGLE VALVE APPD: 020928 D.U.LEE i ee za [100 | —-8 SUK Engine co, itd. 9002000500 este CADAM Stee s4utia oye ¢ g8.]E SLE STXEE(F) 21 NESE opie SEIN, NE 8 Oe BF we This is 0 CADAM drawing ond should not |Ihis coving is the Property of SIX Engine Co., L1d. and mst not te wbolly be correcled by hand ox pariy copied, reprediced, utilized, comniccted or ublishes without written consent + ] a 2 T 7CONTENTS 1. COMBUSTION AIR DIAGRAM +1 ‘STIX Engine Co.,Ltd.oLgozosost vireo 1d UI NDI LISA 15050208 10StXeEngine CONTENTS 1. Water washing of T/C compressor 2. Water washing of T/C turbine 3. Expansion joint 4. Water washing device 5. Water Tray 1 ‘STX Engine Co., Ltd.stx Man Water Washing of Turbocharger-Turbine The tendency to fouling on the gas side turbochargers depends on the combustion conditions, which are a result of the load on and the maintenance condition of the engine as well as the quality of the fuel oil used. Fouling of the gas ways will cause higher exhaust gas temperatures of the combustion chamber components and will also lead to a lower performance. Tests and practical experience have shown that radial-flow turbines can be successfully cleaned by injecting water into the inlet pipe of the turbine. The cleaning effect is based on the water solubility of the deposits and on the chemical action of the impinging water droplets and the water flow rate. & The necessary water flow is dependent on the gas flow and the gas temperature. Enough water must be injected per time unit so that, not the entire flow will evaporate, but about 0.25 Vein, will flow off through the drainage opening in the gas outlet. Ensuring that sufficient water has been injected. Washing time : max. 10 min. Service experience has shown that the above mentioned water flow gives the optimal cleaning effect. If the water flow is reduced, the cleaning effect will be reduced or dissapear. If the recommended water flow is exceeded, there is a certain risk of an accumulation of water in the turbine casing which may result speed reduction of turbocharger. ‘The best cleaning effect is obtained by cleaning at low engine load approx. 20% MCR. Cleaning at low load will also reduce temperature shocks. Experience shown, that washing at regular intervals is essential to successful cleaning, as excessive fouling is thus avoided. Washing every weeks during operation is therefore recommended. | The cleaning Intervals can be shorter or longer based on operational experience. The water should be supplied from the fresh water sanitary system and not from the fresh cooling water system or sea water system. No cleaning agents or solvents need to be added to the water. Water consumption 1.5-5¢ /min, Water Washing Turbocharger —Turbine 1/2 10-2 STX Corporation |“\. | Male quick ‘. . To bildge or \ Coupl ing3/4") Mae ieee | Se DETAIL “A” Water Washing Turbocharger —Turbine 2/2 10-3 STX Corporationstx pany Water Washing of Turbocharger-Compressor ist and During operation the compressor will gradually be fouled due to the presence of oil mi dustin the intet air. The fouling will reduce the efficiency of the turbocharger which will result in reduced engine performance. Therefore manual cleaning of the compressor components is necessary in connection with ‘overhauls necessitating dismantling of the turbocharger. However, regular cleaning by injecting water into the compressor during normal operation of the engine has proved to reduce the fouling rate to such an extent that good performance can be maintained in the period between major overhauls of the turbocharger. The cleaning effect as injecting of pure fresh water is mainly based upon the mechanical effect arising, when the water droplets impinge the deposit layer on the compressor components. ‘The water is injected in a measured amount and within a measured period of time by means of the water washing equipment. ‘The water washing equipment is firmly installed except in one case, the MAN-B&W. turbocharger type NR 15/R, for which a hand injector is supplied. Firmly Installed equipment comprises water dosage container, operational devices and a pipe connection to the outlet housing of the compressor as the charge air is being used to inject the water. The washing procedure is executed with the engine running at normal operating temperature and with the engine load as high as possible, i.e. at a high compressor speed. The frequency of water washing should be matched to the degree of fouling in each individual piant, however, initial Intervals of 24 hours are recommended. Water Washing Turbocharger Compressor 1/2 10-4 STX Corporationstx MAN-B&W turbocharger type NR 15/R Hand injector for water washing of compressor Sealing “im Screw plug Hand Injector. —— MAN-B&W turbocharger type NR 20/R. NR24/R. NR24/S and NR 26/R. Firmly Installed ‘equipment for water washing of the compressor. Charge air line . Pipe Manoeuvring Valve Hose or pipe Dosage container Filling plug Hose or pipe Injection tube Water Washing Turbocharger # ompressor 2/2 0-5 STX Corporation |>a SIC © aviv owas “2 (OMIISISR! IVEDINIVE 2BAIS } ONIINIVE “tL oz9zoozos: |'Px1"09 auGuy Sas cary yeoau® | coves [caw oo ew were | covers | sna ANIO? NOISNVdxA o% | ozs | 99 | oze | voss [s0-ozszaozosi] vz_| ozs | soo | ss0 | voos |r0-oeszoozost| Ww EE] vz_| 00s | $95 | 09 | vosw |e0-azszoozos1| ‘oF v_| ser | ser | oss | voor |zo-ozszoozoat|-} os oo v_| 06+ | sev | oor | vose |10-ozszoozos1| RETR | ROT ww |i | [eval a [pe | ev ia wh ag 1602002620 10-610-7 z , £ \ = gsolozec ‘PIT*09 eUIBUA YRS z a my 7 mOoE 3 soin3a ovinsva azive [EW = sne|_mes[ Sees wise | wa 2a 3a0¥n ovina “+ Senssiee 1531. “t 4 senssitd ONION 2 anes Tense 19 Sava on9na3e 5 3 aio of © xO 5 ala SF o O© Oath bt 1 [eaera | sora a » [rorsns avo t 1 [eseane 3508 or + [eseeras 350H é [exer | staan 30H @ © [exera eanenea zZ z aaen09 3 wre09 5 7 oN va wae09 o Servo see E eNTonaSe z 70 1 ave ni eCozsgooLos ‘py1'09 aulbug 1S n[a[-[e bee co 10-CONTENTS G/E ARRANGEMENT . SENSOR LIST & OPERATION DATA . START BOX . TERMINAL BOX . WIRING DIAGRAM GROUP STARTER . LOOSE SUPPLY SPARE PARTS 12-1 ‘SIX Engine Co.,Ltd.ELECTRIC DRAWINGS SEK Engine Co.,Ltd. SHIP YARD SIX ‘APPROVED BY GS.GOH OWNER GESCO CHECKED BY - | HULL NO. 8-2009/10/13 CHECKED BY J.Y.SHINN __ MODEL 61.23/30H-03 DRAWN BY S.H.CHO! CLASSIFICATION LR DATE 2005. 06. 20 PJT. NO. JB648/521/KB206 "LIST NO. | DOCOS- JB419 REV. | DESCRIPTION | __DATE DwG | CHECK | CHECK | APPD _ZX_| WORKING | 2006.07.14 | S.H.CHOI | J.Y.SHINN E S.T.KIM = |__FINAL | 2007.03.08 | S.H.CHOI|J.Y.SHINN| = S.TKIMCONTENTS No. | DESCRIPTION PART NO. pwe.No | UNIT REMARK 1_| GIE ARRANGEMENT [5152015740 2 [SENSORLsT | _ | 3 | START BOX 93420031-07 | 5152015750 | SET 3ISHIP 4 |TERMINALBOX | 9342003051 | 515201876A | SET 3ISHIP 8 | WIRING DIAGRAM 5152015770 6 |GROUPSTARTER | £420A3220010 | 515201878A | SET +ISHIP 7 |LOOSELY SUPPLY | 8272-582 | 5152009150 SET SISHIP 8 _| SPARE PARTS 5152015790 12-3STX Engine Co., Ltd.resto QQ QE Th Tariv CESSES. ETESAIBE az n NOG 20) aie | _S r igusseusno wareaan | 18 $2 ae Ro 1g149530 Toanis of oT RANE Ws 5152018744, aeSTX Engine Co., Ltd.a SC a E sa 02220003SS ‘ON3NS NIS e WaivTy 'HOIH NVL 3OW>WS1 O'4 tHW SST an 2, 008-0 ‘2. 099 uwozz x rbd ‘oLesor0N ‘ONVA ava | WVIV'HOI LN ONL SVD "HXS. zoan sn | oe pea [sonra | Naroeccr'rao | coor | gT 4 | REDNNENNEE rr oererno7| hs =a (a) SaTdNODOWNSHL ® SANG SONVISISSY 'y si 2 021-02 L a 66 WUUOLL X.Z/h ded veer OVAVEL € OHS 'HOIH 131LNO MH ZIHSL (9, ) S3HOLIMS SYNIWYadWAL E Pe ED ~ is | w/e 9t~O works ‘TSALS 8B '.8E Jd 6x 2028 ‘OVsVEL e ‘ONUWEYTY “MOT LINI O'4 Obld ca nme noviaaaon | Nea eo ee ee (gunssaud OUVIS : 8) (10/2) SHALLINSNVAL SUNSS3Ud "Z ea (uo/3)) SBHO.LIMS JUNSSAYd “+ LSIT YOSNHS oeHOLIMS LIWIT: S17 = HOLIMS LWO1dS4- BTANODOWSSHL: OL - (0oL.td) d1N@ SONVISISSY aed = HOLIMS BUNLWHAMNEL: SL MALLINSNVYL SUNSSIYd Sd HOLIMS SUNSS3Yd Sd — SLON % Waid OOF e ‘OHS “HOAN GddaSHINO | —_ISHSS Wad S10} e ‘aHSVTV "9373 OFELIA | LeHISIVS ‘SUBHLO“Z s1 ‘ONNH NINS e ONDOOTE LIS OL] SLSZ ‘SAHOLIMS LANOVW 2 LINIT"9 panna | Zone ANiod13s | HLONS1X GvauHL ‘ON 3dAL wan | GHS/ALD NoLIvoraaly TOBNAS 12-8STX Engine Co., Ltd.FRONT SIDEoseionisis x08 nes, eV | —eares pem|_ ms] Poors pss aes pret any 8 ¥. A HSS Sosatr Toman TaWE of 2 eae MaIA Bvae ‘MaIA 3GIS ‘MIA INOUS beurre = 5151001930[ TERMINALBOX | STX Engine Co., Ltd. 12-12ovzeoareis 2Qs cy-0902-1633 ine SOTSRRVSR daze : Be80009 % B10 au ant 68 z Beee2oH 3d nauinieage 2 tna anions BRAIN WO 5152008240 12-133015 Bv3e 12-14Bsus Cenc Gea ara a 42-415, Lig 90 a2 la ve dau | savas: RAFTERS 515201576A-0299(v0002-d83) 11ND ONIUNSW3N G33dS S38 43 x08 Levis Lee nous Gee ae a a] 12-1683s es CJ Gas as ase erage eaecoee lene ew HOI Siw B ois 19waite ain ‘SOcH “Sat 6 OL me = ———= C1 NOUS (Coos C619 ar Bene sxeCHsvs = Coe | os ss \ on VY Dem wa Wasi lone Low &s as “ | a 40 —<—_————— 1 eho odd GreTrs Tas Tis Tos Tes 7 es [os Tos so Tvs 7 #3 Pes Tis nwogiHs 7437 W31S4§ 13° 7 TRANG WS NOWINO ay Bee, Q/0N310S 515201576A-0599pave ewes com engce WANS yg, NOM TORINO 3NISNS ez e1'9 nous 12-19vnvvainintd LI} sxe SB) exe REE Lj} exo — =) se RAE sexo on EE xa nes a me > seco-veusiozsis ON SNL Ava PORER SUPPLY OczAVCSAFERYD Reuore sto SwITOH MODE “REMOTE: SHITOH MODE “ALOCK IN Babtiorel START FAIL ENGINE STOP SIONAL OVER SPEED SHUTOOIN ser Fait ALARM BLOCK ING CONTROL POWER FAIL a RiP CIRCUIT FAT 4 {SUK Engine co, ita, A] 10 0 prim, pave starrerWIRING DIAGRAM } STX Engine Co., Ltd. 12-21ONISIM WA ANIONS “1 Saws (ANION3 NO G3LNNOW) XO@ TYNINYAL aT META LeTaaISe peTeeT Es el oe ~ ‘Dee-siavo LW Fier T= TT Poe 1 7 (orlse[eeleeTos[ee][ez[zclee[se] CANI9N3 NO G3LNNON) XOE LYvLS 12-22 TRANG WS 518201577A-01006620-veLsLozsLS PUMP STARTER Npyes-37_, o~ EEE ie > NGIN EE TO "A" TERMINAL Box wouNTED ON FoR $-2009/10/13, REMARKS Alm Jeooeores| 32 | ose OESGRPTION Gee « s . EL wotoR OREN PRE roPSBB EEE [nev] ioc | oare | woe | nero TE 2. SHIPYARD WIRING: -=--e--=-=0 ae oe [E36 p= 3. ENGINE MAKER Wisin Eze ee J Year] t28 308 4. START SOLENOID VALVE 24V DC, 2.76 ~ joven | an ze s Sime [rane = S. SHUTOOMN SOLENOID ON GOVERNOR 24¥ OC. 6W Same] RRRYEAER Gog 1 wareR mp | __F own [pansosn | menor 6. SYNCHRONIZING MOTOR ON GOYERNOR 24v OC, 250 ce . ata pene | 2aus06z0 | ry sain EL-DIAGRA 7. SOLENOID VALVE FOR JEF ASSIST SYSTEM 24V OC, 9M - fut 20050620 | ©.5.60H 8. +: LALZS de LAHZ® ALARM SHOULD HAVE TINE OELAY ABOUT 10-20 SEC verwosrar ron preventer ave ve $3 {aso} ses 515201577A-0299 reo) ra Ince 'SUCencine Co,Ltd. = t2 CAD) Sy sauaia 68 Je Ste (FISIX Enginen| HevSS shal WOM ae HO WO a. Beldor tected by hong "9 7S Teel net | eeproasce. ti sined, comsicoted oF published without written consent 9 6 T 7 T 6 3 T + T 3 T z 1 T 12-23GROUP STARTER STX Engine Co., Ltd. 12-24cv ae OUT Jourrent R : NAVE PLATE — | pur | .| wmygg/220v.| THERMAL — T STaRT'G | ameter | 459 - fe 440v METHOD | Cyggrtiy| RELAY | NAVE, | MCCB | 6OHz [eo ie | (Kw) Be-48 | VA [orl TYPE | No.1 L.0 PRIMING 1,35 | LINE | a] mR ad? | rue starter [A185] 9.63 C6 °F) Stapp [O36] 60 | 1] TRON ND.2 LO PRIMING ) 1.35 [LINE 2 | ee crea? |pies-63| 0.63 start [O38] 60 [1] TRON | a ND.3 LO PRIMING 1.35 | LINE . + 3 | eae starter (HES83/ 0.63 | 671) | cpap, [0-3-6] 60 | 1] TRON | 1 a ~ 1 AUX.RELAY | P-BEP-B YT Cio.s | FUSE [PILOT LAP | TIMER MAGNETIC [maczzov [ure HSDS no. | CONTACT XB5-AA42 |xg5-aD25| S8-C1| XB5-AVE1 | maca20v GACTIOV | x@5-aw3365 | Dacit0v type [ax[or| type [or | tyee_or|typelar|tvee[ar| cowor Jar] a'ty ta Red [a + 1 | sc-05 |] 1 foams25 | 1 free | tac) 1) ta fs | waite fa - 1a Red | 4 . da] 4 E - 2 | sc-os | Pl 1 foas26] 1) pee, | 5 BLAC& A} 5] WHITE | 1 : ep-o8 | 12 5 RED | 1 | a 3 | sc-o5 |p] 1 foanszs] 1] PEP | | Iatace| 7 fsa ea GENERAL TOLERANCE FoR MACHINED Measures [Rev] Loc | oATE | MADE | APPD NOTE WATERTA Seale = _ mm Sex| ee roverances WEIGHT kg over | max ow | 20050620 | S.H.cHOI [size [NE ff lee BM LIST FOR L.O PRIM ata Lento | 20050620 | sy SHINN | A 4 Pipher AR Tee apeo | 20050620 | 6.S.COH wo | 63 | 20.5 DRAWING NO) 63 | 250 | 20.5 515201578A-0199 20 [00] 0.8 SUK Engine Co,Ltd. © see CADAM StH2E ouNHed OY 7X8] © SVE (FISTX Engines! MMSE wma PENM,AB YW 8 HB This is @ CADAW droning ond should not | This daving is the Property of SUX Engine Cots ard must rot be Wolly ot party copie be cortected by hand repre, Uline, camnicated ot publ isted witout written content. T 4 3 T dee aa) 2 T 17 OUT Jourrent NAME PLATE pur | Ln THERVAL no. | ] 440V Monee. RELAY NAVE | wcos | 6orz | rate. _ | (kw | Tyee_[ or NOT AT WATER lantie: 1b 1 preearer — [ruies-63) 9 | 17.8 | lo-20-40) 60 1] tRn2 | 1 | STARTER [START WO.2 HT WATER lene 2 | preeater — fisies-o3] 9 | 17.81 LINE lo-20-40, 60 |] TRNZ | 1 STARTER START NOS HT WATER LINE : 3 preeater — [Hies-63] 9 | 17.8 lo-20-40] 60 1) TR-N2 | 1 | [> STARTER sTaRT | __ i 7 AX.RELAY | P-BEPBT COS [ FUSE [PILOT LAP] TIMER |b MAGNETIC | gacoggy [tH LAe H30S no. | CONTACT bac XBS-AA42 |yg5-ap25| SB~C1 vee wes eaceaty ACTIOV | x@5-AW3365 | activ Type [axfor] tyre [or] Tyee or[typefar| tyPe[ar] cotor [at] arty 1a WHITE | 7 c 1 | so-n2 1 - |-} = 1a | 5 ap] 1 | ca0826] 1 ALS] cecen | 7| 1a waite [7] SC-N2 1 - - : 2 ao] 1 [CADS26 "S| Geen | oa | WHITE | 4 | -N2 1 |ca0s26| 1 - f-l - ]- = 3 | so-nz | 10} 1 |cans26 LS) Geen | 4 | 8 GENERAL TOLERANCE FoR MACHINED MeasuRes [Rev] Loc | pave | MADE | APPO NOTE w Scale moe IATERIAL Eas © cao _fiooe NeASURE TOLERANCES: WeToRT f over | max 9 7 ow | 20050620] S.H.CHO! [size [NME vf fas BM_LIST FOR H.T WATER TT crx [20050620 |v. ¥.SHINN | AA PREREATER STARTER 20050620] G.S.GOH vo | 6s | 20.5 DRAWING NO) A 63 | 250 [ 20.5 515201578A-0299 sal coon) ate SEX Ensine Co.,Ltd. € Ste CADAM Stee oat o88 2 ga] = SRE (F)STX Engines muEE sae FOMM,Ne OM ve HE This is © CADAM drawing ond shoutd not | This daving is the Property of SIX Engine Co,Ltd ard must not be oll or pally copied be corfected By hond (eptadced,ulilted,comnicoted or pblised witha witlen consent T T T ‘ 5 12-26 a |6 a = 3 2 t je ate ann tee a tes ° Re STR 5 3 rare la alg Be ae ee180 Rune) Got sumire; @——ot Tiree: g——o*++— act40/220v,20¥ oa Carvers) FASCIA) Lo ape bee ee F ee or PRES POWER PUMP re aR cr : QOD DOOD DBD SOURCE AC440¥ MOTOR FROM ENGINE TO REMOTI 38, 60H (oes TERMINAL Box PUMP RUNNING 1, REMOTE ) FROM MSED RUNNING SIGNAL SIGNAL PUMP FAIL ree E> © ow TOLERANCES: WEIGHT kg Dw | 20050620 S.H.CHO! |size | NAME H NO.1 L.O PRIM. PUMP 7 1. To? cCHKD | 20050620 | J.¥.SHINN A4 CONTROL CIRCUIT apPD | 20050620 G.S.GOH * ° es DRAWING NO. - 51520157B8A-0499 70 foo f nae SUK Engine Co.,Ltd. € ate CADAM SBE cua SHR ¢ UB This is @ CADAM drawing and should not be corrected by hand = Gee (F)STX Engines! MUSE eat FEMME 8 OF 89 BS This deaving is the Property of SIK Engine Co.Ltd and must at be wolly or pact ly coped reproduces, utilized, comnicotes or published without written consent 4 T 3 T T 12-28 2 'RURED) Q—OTH—~y sromute) g@—ot Tews g— 0 xe Lone 2 D3 EN 5 v pus “TPB WW RESET RON" if Ra $2 12 u2 v2 we Bi a2 asl Ga BOD DOD BOD SOURCE Ac#40Y —woT0R FROM ENGINE TO REMOTE To REMOTE eee (0s63KW) TERMINAL BOX PUMP RUNNING PUM RIE ) RUNNING SIGNAL SIGNAL (NON PANEL) Aa A|__18 _[20080708[ suc | ose DESCRIPTION CHANGE NERAL 1OLERANE FoR MAGAINED weasuRes [Rev] _ Loc DATE | mabe | APPD NOTE MATERIAL SALE = WODEL maa [E=3 © cao Rae = TOLERANCES: wer ta over wax ow | 20050620 | S.H.CHOI [size [ME ies aia ero a NO.2 LO PRIM. PUMP cxxo | 20050620 | J.¥. SHINN : ral ereleeaes A4 CONTROL CIRCUIT ape | 20050620 | _G.S.GOH wo [os [| 205 DRAWING NO 63 | 250 | 19.5 5 515201578A-0599 2] oo eae SUK Engine Co,Ltd. = Ste CADAM S99 ssa 4u8 ¢ BB] & SLE (S)SIX Enginest AIOE eae! FENN, NB OF we He This ig a CADAM graving end should not be eorrested by hand This owing is the Property of SD¥ Engine Go..Ltd ond must rot be wally or partly copied reproduced, utilized, camnicated or published withaut wt itten eaneent T a T ; T 12-29 2 :350 a3 oF RIIRED) Q——OT -—+ somites g@——oti T31iuer G——o+H F32 acts0/220",20¥ poe F344) F33C0A) wun! P81 3 PN Ke rd D5 Epo ¥ a » Js R3 S313 U3 V3 W3 c1 C2 ¢3| ca cs] (C6 BOD BOB BOD Seon eane MOTOR FROM ENGINE TO REMOTE ) FRO ey §—««(O-83KWD TERMINAL Box PME RUNNING FOMBTERTE A rofitGBthsd2 SERGE Teev] oe] oare [vane | arr NOTE NOMINAL IE= > © cao ea TOLERANCES Ped ‘ OVER | MAX 9 ‘DWN 20050620 S.H.CHO! aeeaen 41 NO.3 L.O PRIM. PUMP Te Pose LH? | 20050620 | J. ¥.SHINN | AA ONTROL. CIRCUIT 20050620 G.S.GOH 515201578A-0699 cal ecole SEX Engine Co,Ltd. ate CADAM Stuer # uu esa] # (2)STX Engines mei22 epistel PEMA AB 2 Cel This is a CADAM drawing and should not | This droving is the Property of SIK Engi Oo, ,LId ard mst not be wholly of partly capie be corrected by hand ‘produced, utilized, carmunicoted or gubl ished without writen eanget T T T 4 3 12130 2 1RAIRED). | Qo Hp 9 | i 0 secwiti TE) @——o- ft (4) ot TatBLuE) Q]—oF}—_f 499 i 1 BOBO BOOB DBD ) SOURCE AC440V EREHEATER FROM PREHEATER ON THERMAL FAIL wae = © oo - TOLERANCES: WEIGHT ka DWN 20050620 S.H.CHO! size | NAME : NO.1 HoT WATER a Paw | aoe perk? | 20050620 | J ¥.SHINN | A 4 /pReHeATER CONTROL CIRCUIT apppd | 20050620 G.S.GOH . 515201578A-0799 soll anon] eae SUX Engine Co.,Ltd. & see CADAM SHS? hudia Sue ¢ oe # SRE (F)STX Engines at Niel FLSM NS W Ohl 8S we. This is 0 CADAM draving and should not | is toning isthe Property of SK Engine CLs mt rt be ally o party epi be corrected by hond reprodsced, utilized, camnicoled or published without written cane 7 7 5 aalee 2 7 7550 RB(RED) Qf H—§ of) ——_____ 1 v5 S5(WHITE) @——o Ff (4) of —_____________3 TS(BLUE) Q———o7*+_} Ac440/220V, 200 7 is! 13} 5K25 | 5K26 POWER RUNNING. ON’ is s R555 15 US VS WS. ci 62 Ma 5] EG BOD BBD ane 2) TO H.T WATER TO REMOTE, THO REMOTE, source acgeov "Ot Fro HeRAL EA 55. ote PREWEATER” — qyeRMOStaT — PRELEATER ON [RESYAL GATS FROM ESBD SIGNAL A A [18 [20080704] sho | ose DESCRIPTION CHANGE ceyeRAL roleRace rok haStindS GEASGRes [Rev] toc) pare | wave | aPeD Nove = MATERIAL SCALE =a © ca [ore Eos TOLERANCES | WE Ge k OVER | MAX. 3 wn] 20050620 | S.H.CHOI |size [NAME ‘fe fp NO.2 H.T WATER + [ae Pee LC® | 20050620 | V.Y.SHINN | A |pREHEATER CONTROL CIRCUIT appo | 20050620 | G.S.GOH wo | 6s | 20.3 ORAWING NO. 6s [a0 | 105 . - : renoaltanco| aes) SUK Engine Co,Ltd. 515201578A-0899 este CADAW Stet #80 088] © SEE (FISIX Engines! RUE anil GRMN,B OH Ue we This is © CADAM drawing and should not | Tis drawing isthe Property of SUK Erin Co..ic rust rat be woily oc porty expe be Corrected by hand tepredced, ile, crmnicoed or plished witht written cnn 4 i 3 2 T 1 T 12-32

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