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ME233
Crack in the Main Engine Piston Crown
Technical committee

Ship type Bulker

Date of build March 1987, Sanoyas Shipyard
Navigation route Tramper (Japan ~ Pacific Ocean region)
Trouble machinery
Category Main engine
Name Piston
Type 6UEC60LS
Date of trouble November 6, 1993 15:00 (during voyage)

1. Breakdown outline

During normal voyage from the West Coast of North America to the Japanese Port, on November 6,
1993 at 15:22, the high temperature alarm occured for the main No. 4 cylinder piston cooling oil outlet.
Main engine speed was reduced and inspection of each part was carried out. As the main engine LO
pressure was fluctuating up and down, and as LO oil mist was spattered about in the vicinity of the
main engine, the trouble was judged to be occurring from the main engine. The engine was shut down.
After inspection of the piston and liner, it was confirmed that LO was being emitted from the top of
the concerned piston. At the time, fine ocean weather conditions permitted emergency piston removal.
The piston was replaced and the voyage was resumed. As a side note, piston removal and replacement
required 7 workers and 12 hours to complete.
The conditions of damage were as follows:
1) Melt down damage was found at 2 locations on the outer perimeter corner at the top of the piston
head.
2) A crack was formed at the top of the same piston head (length approx. 170mm,) as well as on the
piston cooling side (length approx. 420mm.)
3) Carbon approx. 2mm in thickness was adhering to the same cooling surface side.
(refer to Fig. 1.2)

2. Probable causes

Although a piston cooling deficiency is assumed to be the direct cause, the reason for this cooling de-
ficiency was due to carbon build up on the cooling surface which prevented cooling and caused the
top of the piston to incur high temperature heating.
The following factors caused carbon build up:
1) Due to an increase in LO viscosity, the amount of cooling oil and the flow rate promoted carbon
adhesion.
2) This vessel employs a speed method for its cooling system. However, the same model engine
manufactured under the same engine licensee has already been modified to employ a jet method.
Although this modified system has been employed toward the construction of car carriers in 1985,
despite the fact that its operating conditions and engine usage conditions are more stringent as
compared with this vessel, while its vessel management conditions remain the same, problems

1
 have not occurred to the concerned regions. Thus, an indirect factor may be a delay in design ad-
ditions to accomodate the high output engine.

3. Repair

Among the 6 cylinders, 3 cylinder piston crowns including the damaged piston this time were replaced.
Among these, 2 cylinders were replaced due to ring land abrasion. As for the remaining cylinders, it
was decided that cleaning of the piston crown interior should be accomplished as soon as possible.
Moreover, instruction was given to this ship to carry out internal surface cleaning regularly.
Also, instruction was given for more stringent LO management so that values recommended by the
manufacturer are not exceeded.

4. Appended Figures

1) Condition of damage (Fig. 1)

2) Cooling method comparison (Fig. 2)

Fig. 1 Piston damage condition

2
Fig. 2 Piston cooling method