COMPONENT CONDITION REPORT

Trakindo WO : 5646488 Reported By : Wisnu Nurcahyo//H229

Original WO : N/A Info Reported Date : 18 July 2016

Checked by
Approved by
Foreman / : :
Service Head
Supervisor

Hery Nataliansyah Sudarmono

(Name and Signature) (Name and Signature)

SIMS Information
DEALER EQUIPMENT CUSTOMER
CODE J359 NUMBER DM055-0006 NAME PT. SAPTA INDRA SEJATI
TECHNICIAN EQUIPMENT
DATE
7/11/16 TANJUNG REDEB
IDENTIFICATION LOCATION
Mo / day / yr
CATERPILLAR CATERPILLAR INSTRUCTION
MODEL C9 SERIAL No MBD09063 REPAIR FOR WARRANTY
HOURS 17,268 KILOMETERS

PART NUMBER PART NAME QTY DESC,* GROUP GROUP NAME DID THIS INCIDENT DESCRIPTIVE COMMENTS (20
RESPONSIBLE CODE NUMBER MAKE THE PRODUCT SPACES MAXIMUM PER
CONTAINING INOPERABLE INCIDENT)
PART
Piston & Yes No
347 2380 Ring-Piston 1 10 265 1400 Fracture
Rod Gp
Bolt Lines Gp- Yes No
8T0292 (M8X1.25X90- 1 52 192 2832 Engine Fracture
MM) Oil
Yes No
DESCRIPTION CODES * A – Structural C – Leaks E – System Malfunction G – General Repair K - Serviceability X – Operator
(Refer SIMS Guidelines : B – Surface D – Factory Assembly F – Factory Shipping H – Adjustment N - Abuse Complaint
SEBD0850)

Component Information
Component Description : C9 Engine Group Mach Hrs Install : 14,190
Comp Serial No / ID : MBD09063 Mach Hrs Removed : 17,268
Comp Arr / Gp No : 252-4430 PCR Schedule Hrs : Comp Target hrs
Date Comp Installed : 6 August 2015 Comp Hours : 3,078 Current hrs failed
Date Comp Failed : 9 June 2016 Life Remaining : Remain of target life

Supporting Documentation Required

# Description Y/N Comments
1 Initial Report Y Attached on Page 14
2 Repair & Maintenance History Y
3 SOS History Y Attached on Page 15
4 Filter Cut Inspections Y Attached on Page 14
5 ET/VIMS Data Y Attached on Page 13
6 Performance Test Data N
7 Installation Check List N
8 Others N

Failure Outline: Brief outline of what the Customer reported.

C9 Engine Group ESN MBD09063 was removed from service customer complained that High Blow by.
During disassembly and inspection of the engine, CRC found that a fractured Top Piston Ring #5.

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 COMPONENT CONDITION REPORT

Background / Research: Include all observations made during your Failure Analysis investigation including good and bad.
C9 Engine Group ESN MBD09063 was commissioned in Drilling Machine Unit Number DM055-0006 on
August 06th, 2015. The Engine Group consumed 3,078 hours before being removed from service on June
09th, 2016.

Part Number -Name – Modifier Code OBSERVATION

(RH/LH/Upper/Lower etc) To Help Explain Progression/Stage of Failure, Use
– Notes Identify Type, Amount, Location of Wear, – Photos/Parts Book Illustration.
Deposits, Damage, Fractures etc.
Component Receiving

View of C9 Engine Group when received

by Section in CRC Samarinda on
Thursday, June 30, 2016

Serial Number: MBD09063

Arrangement Number: 252-4430

Component ID: N/A

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 COMPONENT CONDITION REPORT

Segment 2; Disassembly & Observations

Fig. 1; Front Gear displayed surface rust and Fig
corrosive damage. No rust prevention procedures
have been applied during delivery the engine group
to CRC Samarinda.

Front Gear

Fig. 2; Mud, surface rust and corrosive growth was

observed in the Exhaust Ports. Evidence that the Fig
Engine has been submerged and suffered gross
water contamination during delivery the engine
group to CRC Samarinda.

Exhaust

Fig. 3-5; The Oil Pan had been smashed of the

Fig Oil Pan
Engine Group.
Engine Group was received having suffered major
structural damage to lower Oil Pan.

Fig

Fig

Bottom side Oil

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 COMPONENT CONDITION REPORT

Fig. 6-10; There was found 1 piece fractured Bolt

Fig
Elbow outlet Oil Pump PN 8T-0292 in the oil pan.

Fig

Fig

Bolt PN 8T-

Fig Fig.

Outlet Elbow Oil Outlet Elbow Oil

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 COMPONENT CONDITION REPORT

Fig. 11&12; The Bolt has broken at the threaded

bolt. The Bolt fracture probably due to over torque Fig.
during assembly process.

Fig.
Bolt PN 8T-

Fig. 13&14; After removed Oil Pump Group

displayed surface of outlet elbow which contact with Fig.
bottom surface Cylinder Block had fretting wear and
Seal O-Ring PN 033-6034 had cut.
Micro welding, Metal transfer and reddish oxide
formation are the road signs of fretting corrosion.
Fretting corrosion indicates a tight joint but enough
load to cause part-to-part movement. Abnormal
wear patterns provide evidence of Joint Movement
between the surface of outlet elbow oil Pump and
bottom surface Cylinder Block after fracture and
loosen bolt.
Loosen bolt and failure of the Seal O-Ring had
resulted in a rapid loss of lube oil and adhesive
wear of Crankshaft Bearings.
Outlet Elbow Oil

Fig. 15; Bottom surface Cylinder Block which

contact with surface outlet elbow also displayed Fig.
fretting wear and damaged bolt hole.

Fig.

Bolt

Bottom Surface Cylinder Block which

Contact with Outlet Elbow Oil Pump Outlet Elbow Oil

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 COMPONENT CONDITION REPORT

Fig. 16&17; Front side of Valve Cover base had

Fig.
chipped on the thread hole.

Fig.

Valve Cover Base

Fig. 18&19; View of Rocker Box after removing the

tappet covers. All of Rocker lever arms displayed Fig.
surface rust and corrosion.

Fig.

Rocker lever arm

Fig. 20-22; Water ingress and corrosive damage

Fig. Cylinder Head
were observed on the Cylinder Head Combustion
faces. Water entered the engine through the # #
Exhaust manifold to the cylinder head. The Tube
was not sealed during transportation resulting in
gross water ingestion.

Fig.

Fig.

Combustion face Combustion face

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 COMPONENT CONDITION REPORT

Fig. 23-25; When the Cylinders Heads were

Fig. Combustion
removed water deposits Surface Rust and Corrosive
Growth in the combustion chambers #1, 3, 4 & 6.
The honed cylinder liner walls and piston crowns
#1, 3, 4 & 6 displayed heavy surface rust and
corrosive damage. Water entered the engine
through the Exhaust manifold to the cylinder head.
# #
The Tube was not sealed during transportation
resulting in gross water ingestion.
Fig.
Fig.

Cylinder #4
Cylinder #6

Fig.

# # # # # #

Fig. 26-28; View of Piston Crown PN 385-1657 and

Piston Skirt #1, 2, 4, 5 & 6 PN 238-2709 and Piston Fig.
Skirt #3 PN 324-7380.
The Engine is configured with a 2 piece articulated
Piston and has a cast steel Crown and aluminum
skirt.
During inspection found Piston Skirt #1, 2, 4, 5 & 6
PN 238-2709 and Piston Skirt #3 PN 324-7380.
Mud and corrosion was observed on the Top piston
Piston Crown
crowns and in the Top Ring Land.
Carbon Packing also observed in the Top ring
Lands. Fig.

Piston Crown

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 COMPONENT CONDITION REPORT

Fig. 29-31; View of broken Top piston ring PN -

found in cylinder #5. Top ring failure is the major Fig.
contributor to High Crankcase pressure.

Conclusion; Abrasive content (Dust-Dirt)

contaminating the engine inlet air supply has
resulted in accelerated wear rates between the
piston ring and cylinder liner walls. Foreign particles
entering the combustion chamber, bridge oil films
between the cylinder liner wall and piston ring wear
face increasing load transfer. Generated failure
debris is removed by lubricants, but ring wear faces
and cylinder liner walls are cut and gouged
increasing ring gap. Secondary self generated
debris is returned into the lube oil pan and recycles
by the lube oil pump. Combustion gases bypassing
worn piston rings and cylinder liners enter the
crankcase increasing crankcase pressure and oil
consumption.

Fig.
Piston #5

Fig.

Top Piston

Piston Crown

Fig. 32-34; 6pcs Piston Crown displayed corrosive Fig.

pitting result of water has entered the combustion
chambers through the intake or exhaust system
during delivery the engine group to CRC
Samarinda. All Piston Crown also displayed wear
step on the Ring Lands and Groove area probably
result of foreign particles (Dust-Dirt) entering the
combustion chamber.

Fig.

Fig.

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 COMPONENT CONDITION REPORT

Fig. 35; View of ring gap being measured with

cylinder liner. Fig.

Physical dimensions of ring gap confirmed

accelerated wear to all ring groups. Top Piston Ring
No #4&6 had too much gap and can’t be
measuring.

Table. Piston Ring gap measurements

Cylinder Oil
Top Intermediate Specifications
No. Control
1 Top =
0.052” 0.081” 0.060”
0.016 ± 0.004”
2 Intermediate =
0.050” 0.078” 0.0578”
0.059 ± 0.004”
3 Oil Control =
0.080” 0.081” 0.062”
0.018 ± 0.006”
4
- 0.086” 0.078”
5
Broke 0.074” 0.068”
6
- 0.086” 0.070”

Fig. 36-38; View of Cylinder Liner PN 385-7276.

Fig.
Honed walls of Cylinder Liners have rust and bands
of corrosive pitting where water has accumulated
around the top ring.

Cylinder liners have large wear lips just below the

Fire dam where the Top Ring cycles through TDC. A
result of abrasive wear due to dust and oil
Fig.
Ingestion.

Recorded Liner dimensions are listed in the table

below and confirm accelerated wear rates of the all
Honed Liner walls.

Table. Cylinder Liner Reuse specification: 4.409” to 4.419”

(New Cylinder Liner Spec: 4.4104” ’± 0.001”)
Cylinder Bore Bore
No. size 1 size 2 Remark
1 4.4129” 4.4119” Out spec & Water mark Cylinder
2 4.4134” 4.4119” Out spec & Water mark
3 4.4144” 4.4134” Out spec & Water mark
4 4.4154” 4.4154” Out spec & Water mark Fig.
5 4.4134” 4.4129” Out spec & Water mark
6 4.4159” 4.4159” Out spec & Water mark

Cylinder

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 COMPONENT CONDITION REPORT

Fig. 39-41; View of Crankshaft Group PN 261-1544.

Fig. Front
Watermarks were observed on multiple Main
Bearing Journals of Crankshaft. Wear patterns are a
result of water settling out of the lube oil, water
marks create abnormal stress risers due to
corrosive pitting. Crankshaft replacement is
recommended.

Fig.
Fig.

Main Journal

Main Journal

Fig. 42-44; View of Camshaft PN 242-0674.

Fig.
Watermarks also were observed on multiple bearing
journals of Camshaft.

Fig.

Fig.

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 COMPONENT CONDITION REPORT

Fig Big End

# # # # # #

Segment 3; Engine Bearing.

Fig Main Bearing
Fig. 1&2; View of Big End Bearing PN 213-3190 and
Main Bearing PN 151-2939.
Big End Bearings Bearing groups seem to have
been wearing normally, most of the lead-tin overlay
is still there and no aluminum or bonding agent
shows. The Loaded Big End Bearing shell #5 have
heavy wear and the lead tin overlay has been wiped
off one side of shell exposing the copper bond
below.

Most of Main Bearings Groups have adhesive wear

patterns, polishing and smearing is present in the
lower bearings shells (Red Arrows).
Adhesive wear results when metal to metal contact
occurs and surface temperatures become high
enough to cause lead-tin, or steel layers to melt
and adhere to the Crankshaft.
Bearing wear patterns are a result of operation in a
marginal lube environment.
Main bearing shells have water damage and # #
corrosive damage in upper shells.

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 COMPONENT CONDITION REPORT

Crankcase Fluid Cleanliness

Three silicon spikes have been recorded during service life; this provides evidence of dirt entry into the
engine by the air induction system or the crankcase.
Silicon is the primary element and provides supporting data that dust/dirt has entered the engine.
Elevated secondary or wear elements Iron (Fe), Chrome, and Aluminum (Al) indicate elevated wear rates
on piston and rings.

Bagian dari / Part of : TSD.TEC.SOP.001.R00 12 of 15 Form Number : PSDV.SVTC.FRM.001.R00

 COMPONENT CONDITION REPORT

Conclusions (What Caused the Failure): Describe the root cause and the sequence of events that caused it.
Disassembly, inspection, and measurement of key engine group components provide evidence that C9
engine group ESN MBD09063 was worn out at the time of engine failure. Pistons Rings and liners display
abrasive wear probably the result of carbon cutting and intermittent dirt ingestion. Used oil analysis
provides evidence of 3 borderline silicon spikes during service life which have accelerated wear rates in
the engine. Engine group was removed before scheduled change out because of excessive Blow-by, the
major contributor being broken piston rings cylinder No #5.
After removed Oil Pump Group displayed surface of outlet elbow which contact with bottom surface
Cylinder Block had fretting wear and Seal O-Ring PN 033-6034 had cut. Loosen bolt and failure of the Seal
O-Ring had resulted in a rapid loss of lube oil and adhesive wear of Crankshaft Bearings.

Warranty Decision or Recommendation: Please mark X in only one box below.

Not warranty : Warranty Accepted : ASA Claim* :

Comments:
*) Application Severity Analysis

Solution to Prevent Reoccurrence:

Check SIS for Service Letters and Service Magazines related to this failure. AMT history, MIM’s history, Oil sample results,
please attach supporting documents below.

Supporting Document:

ECM Download;

Bagian dari / Part of : TSD.TEC.SOP.001.R00 13 of 15 Form Number : PSDV.SVTC.FRM.001.R00

 COMPONENT CONDITION REPORT

Initial Report;

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 COMPONENT CONDITION REPORT

SOS Report;

Bagian dari / Part of : TSD.TEC.SOP.001.R00 15 of 15 Form Number : PSDV.SVTC.FRM.001.R00