LIST OF FINISHED DRAWING sé ke A RR ENGINE TYPE | eee 6UEC52LA ENGINE OUTPUT emt 6,620 kW ENGINE NO. IN 52315 SHIP NO ah a : 789 ORDERER MITSUBISHI HEAVY INDUSTRIES, LTD. Br . KOBE SHIPYARD OWNER ik aK SHIPYARD . THE HAKODATE DOCK CO., LTD. 58 i) AKASAKA DIESELS LIMITED. TECHNICAL DEPARTMENT APPROVED | _CHECKD A hua March 11th _ 2003 BOOK NO 233 017 582 — 3 4 sheetsVolume — 2/2 ENGINE TIPE BABE H A ENGINE NO. Colas 6UEC52LA 52315, NAME OF DRAWING ae 4 & Instruction manual of main engine AR—= 8 VE F 4 — CAR BAR RS Continuous operation of UE-LA diesel engine reduce power ABLE UL Ft I OMIT OC Mlustration , code book FR —=% UE FWA 1 IARL Yay Toy 36604M Instruction manual of governor PGA-58 PGA58 HANI 36684L Booster servomotor THARP PRED 36680D Preload buffer spring ANIA VO-BNY 7 7-AFULA NABCO PN-1U ( TSH58311-01) MIE remote control system SE HED RELIST ENGINE TYPE Be OB We at ENGINE OUTPUT HEBD ENGINE NO. JAB SHIP NO at ORDERER Tk x # OWNER eae SHIPYARD. 38 AD BT 4 sheets OF _ FINISHED DRAWING ce ROO GR 6UEC52LA 6,620 kW 52315 789 MITSUBISHI HEAVY INDUSTRIES, LTD. KOBE SHIPYARD THE HAKODATE DOCK CO., LTD. AKASAKA DIES TECHNICAL DEPARTMENT APPROVED | CHECKD | _DRAWN Wedel March 11th 2003 BOOK NO 233 017 582 — 3Volume ——1/2 ENGINE NO. aa DRAWING NAME OF DRAWING No. Me ff a ® 9 ' 233 019 139-4 Specification of the engine Bleed Records of shop test inspection ( with torque factor chart) TERRE (hI 77 IV N-TESB) 3 | N36-53H-0227 Instruction book for exh. gas turbocharger type MET53SD RAAT — EO IS 4 | N36-53M-0261 List of spare parts for exhaust gas turbocharger type MET53SD. BEAY — CD RR METS3SD ihe BS 5 | N36-53M-0099 List of tools for exhaust gas turbocharger , MET53SD BRAY —E Vise METS3SD BAAR 6 | 2002~309 Inspection report of exhaust gas turbocharger type MET 53SD HSH AS — Ei RRR Service manual, TLDCN type cylinder lubricator TLDON LY TEASE EE. WOR BLA 001 635 416 000 Non-flow switch for cyl. Oil lubricator VY PEMER I POAT VF 077 683 001 310 (AC440V 2.2kW ) Starter of M/E turning motor ERY FEY ARNE Cyclo-drive maintenance manual for M/E turning gear Of TORR RRA Instruction manual for FB type brake motor FBT bE b VRB TBMS3023 Auxiliary blower inspection report MON 77 Bee BAe Instruction manual of auxiliary blower iB) 7 Or 7 RR 077 682 019 401 (AC440V 30kW) Auxiliary blower starter ME) OD Ree 232 432 108 001 Fuel oil pressure control valve PRO AIEDMMRS (50A) 233 000 027 000 Longitudinal assembly (cam side ) Se eB (HLA) 233 000 028 000 Longitudinal assembly (exh. side) SME (HRM) 233 001 007 000 Transverse section See Raia233 111 126 000 Arrangement of holding down bolts SHUN ERE 238 750 020 000 238 750 021 000 Holding down bolts assembly HEMEL has 233 400 041 000 Piping arrangement SE SEC 52LA-M030 Main engine piping diagrams DIL 233 609 300 000 Arrangement of electric parts MASA $4103-0406-4RO Kawasaki-GEA air cooler , instruction manual MN GEA BSR Aes HR 008 157 102 000 Pneumatic pump for air cooler cleaning (HSP-1A) RUE ALS RY Instruction sheet for turbo air pump, model PAT1102N LIN YPBI-KEIRY FRR (AEB ) 003 821 141 000 Exhaust valve grinding machine (KUSANAGI : VG-52H TYPE.) > instruction manual 077 635 000 000 HRA OAIR(G DTM KVG-S2H FE ) - Wk Magnet type float switch WU RY bE AT oF (FO BUNT) 077 660 381 Remote control parts Wea ae (NUNOTAND) Engine telegraph YOVFVIFTAKASAKA-MITSUBISHI UE DIESEL ENGINE 6UEC52LA INSTRUCTION MANUAL (WITHOUT TURBOCHARGER) TY oY MAR 3 1: 2003 AKASAKA DIESELS LIMITED exis” OPERATING - INSTRUCTIONSAKASAKA-MITSUBISHI UE. DIESEL ENGINE GUEC52LA (HYDRAULICALLY DRIVEN EXHAUST VALVE) INSTRUCTION BOOK . (OPERATION MANUAL) © AKASAKA DIESELS LIMITEDOperation Manual Contents Group-item General Introduction . seeeeeeeees OO1-O1 se eeeeeeseeeees 002-01 003-01 Cross section Rotating direction, cylinder No., bearing No. Engine specification .....ssseseeeeeeeees setees 004-01 Engine operation range .-........0++ seeeeee : 005-01 Method of find engine output .....6.eseeeeeee eee teeeereres 006-01 Engine adjustment ... + 007-01 008-01 Indicator diagram ...... Engine operation se teeee eee 021-01 Standard of pressure and temperature .......... Limited values for operation .......s.eseceeeeeseeeueseees 022-01 Inspection and preparation for starting 023-01 Starting . 024-01 Procedure for increasing speed 025-01 Change over fuel oil From diesel oil to heavy fuel of] 026-01 From heavy fuel of] to diesel ofl 026-02 Removal of scavenging air drain ..... seteceeeeeen ee 027-01 Preparation for entering port and low speed operation 028-01 Stopping and reversing 029-01 Overload operation ......- 030-01 Cutting-off of cylinders Cut-off fuel injection pump .....eeeereeeee peseseeees 031-01 Removing the damaged moving parts 031-02 Cutting-off of turbocharger + 032-01 Cutting-off of auxiliary, blower 033-01 se eeeeee 034-01 Low speed operation ...-.--+ setae tent nen essen ennes Fuel oil Fuel ofl properties . 041-01 Handling of fuel ofl. : 042-01 Viscosity ~ Temperature diagram of {uel ofl ... 043-01 043-02 Specific gravity - Temperature diagram of fuel.ol} Specific gravity - Lower calorific value diagram of fuel oflLubricating of] Kinds of lubricating of} system lubricating of1 Cylinder lubricating of1 Standard for selection ......+ bee vep sees een eeeeees wee Procedure for Lubrication ...eeeseeeeeeeeeeeeeees sees Adjusting diagram of cylinder lubricating ofl .....++- Procedure for fuel injection pump lubrication .......+4+ . Cooling fresh water Criteria for cooling Fresh water .....-2.seeeeeeeee ere reee Anti-corrosive agent Control of cooling water Engine trouble Impossible of starting Impossible of reversing Abnormal explosion on starting Knocking in engine Drop of engine speed Sudden, stoppage of engine Troubles of cooling water system -..sss--eeeeeeereee eens Troubles of lubricating ofl system ...---.--eeeeeeeeeeeeee Rise in exhaust gas temperature Surging in turbocharger Damages to exhaust valve -.-- Fire in scavenging air chamber Abnormality of exhaust valve timing . Engine body and static parts Main bearing «+ . Thrust bearing Tie rod ....++ dese eeeeeenaeetere Piston rod stuffing box -+eseeeeee Group-item 051-01 052-01 053-01 053-02 053-03 055-01 061-01 062-01 063-01 071-01 072-01 073-01 074-01 075-01 076-01 077-01 078-01 079-01 080-01 081-01 082-01 083-01 114-01 116-01 124-01 133-01Group-item ++ -134-02- wedeteesseeeeeess TAL-O2 cylinder liner 2...060eee0- Cylinder cover -......eeeepeee eee Fuél injection valve Fuel. injection valve. ose... s ee cieeeeee eee eee eres 142-01 Exhaust valve .. 143-01 Starting air valve sesecsecissecsecessseeeececeeeeerensenee 144-02 ss 145-01 Cylinder safety Valve s.eeeesieepeeeeeeeeeeeeenepeeees Indicator valve ..ssessccegebes teense eeeeeeteeeeteeeneee ens LA6-0L ++ 162-01 164-01 Air. cooler’......4- Scavenging air valve ... Crank shaft and moving parts Crank shaft sebeeees 21-01 seteeeeeees 235-01 sereees 245-01- seve 246-01 Connecting rod and crossheat Piston and piston rod .... tteteeeeeees 255-01 Piston cooling system .... Camshaft and camshaft: bearing ...... Camshaft driving gear .....ecseceeseceeceeeecneeeesseeeeees 256-01 Exhaust valve driving gear. (Lower) ...s.s-seesesseeeeee sees 263-01 Camshaft shifting gear ‘ 271-01 282-01 Lubricator driving gear Fuel injection pump, governor arid control system e ceeeeeeeeeeeeereees 0-01, Fuel injection pump .-.-e.eseeeeee ee . Fuel injection pump driving gear ....--+-- beeeeeeeeeseeees 313-01! Starting air control valve: s..:...ceeeeseeeeeeeeeteeeeeees 323-01 Turning gears... ...eeeee ee! 331-01 341-01 . Tachometer and governor driving gear .....sssseeeteeeee eee weastseeegees 42-01 Governor ...peeeeee 350-01 Operation from engine side ..- ft 52LA 4f Fuel adjusting link device General ........--+ fetes etree eee Link device .. 2.0.2 2..eeeeee eee et ee tees eee Procedure for link device adjustment ......ssseeseeeee Turbocharger Turbocharger ... Turbocharger lubricating oi) pipe Pipe systems and fittings Scavenging air and exhaust gas system ......-....+-+ Cooling fresh water pipe ....eeseeeeeeeeeeec sete tere ee tes system lubricating oil pipe .....0+.eeeseeeeeeeeeee eres tees cylinder lubricating oil pipé Cylinder lubricating ofl pipe ....sessseeee scene eee eee cylinder lubricating oil stud ..... eee eeeeeeeee Rocker arm, exhaust valve and fuel injection pump lubricating oil pipe ...... tenes we teeeeeeeeee Fuel Oi] pipe ...seeeeeeeeceeeeeeeee Starting air pipe .-.-.+-....eeeee eee ees Automatic starting air stop valve .... eee teens Auxiliary blower Auxiliary blower ...6eeeceeeeeeeeeneeee 52LA - Group-itemIntroduction This booklet is Volume I (Operation and Construction) of the Instruction Book for handling of Akasaka-Mitsubishi UE Disel Engin UEC-LA Type describing important instruction for operation and engine construction. Please refer to Volume II (Maintenance) for maintenance and inspection. And about turbocharger, please refer to the Turbocharger Instruction Book. ALL people handling this engine are requested to grasp sufficiently the engine characteristics for no error in engine handling. The republication of this instruction book by reproduction or extraction vis prohibited.Ae ATT ao, TEE) ) S2LAUEC-L BRAA, Rotating Direction, Cylinder No., Bearing No. LUYTHS, BRED GROUP 003 ITEM (91 (| SSS Set cylinder No. Oat 7. 7788 @/@|@/O]® Thrust bearing Crank-pin bearing AFAb OE RAT BOS 1 Main bearing EMS Driving end | 2 A Free end ih Debs i TT Exhaust side cam side am A 4 © Direction Besa CA 52LAEngine Specification NO. of cylinders yyy em Bore vryuvrF ek Stroke 8 Max. cont. rating iit ve A tH 7 Cont. service rating A 85% Engine speed i eM A a Be 130 ‘Max. combustion press wh 38 VE 12.76 | Direction of rotation Aes Glock wise ( On ahead running ) viewing from Driving end aT nue) HirNaNBON 9 FL Cooling MIR Starting ih WK Cylinder jacket vex rob Exhaust valve Fresh water ot HF ih xk Piston Lub. oil vaky itt Hi Air-cooler Sea water aa HR 7k Compressed air Et 2 Turbocharger mf ‘Ausiliary blower tha 7 oD Firing order A WALT. 62LA MET53SD x1 FAN 'TBMS3023 MOTOR _30kW. 6-2-4-3-6-1The main engine can be operated without any limit in this zone. Zone B: ... Pay attention to the operating condition from time to time and take precautions early for avoiding the main engine from being operated in this zone. If the operating point (output and speed) of the main engine enters in this zone inevitably, minimize the operation hours in this zone below about one hour per 12 hours. Zone C: ... Operation in this zone is permitted only at sea trial. The engine speed in this range is 104 to 108 \ the maximum continuous speed. UEC-L Engine Operating Zones ae oe : aN ZS ss ISN NE z EXSN- £ me 8 NSN ISS = SESS a WS NSNG ed NS Sn 1 a7 SSSSw ; RSSSN 70 76 a a aGROUP 006 ITEM oon Method of Find Engine Output Engine output ie found by the following formula. Le = K+ Ne Le : Actual engine output (kW) Ne : Engine speed (min!) K 1 Torque factor found on the torque factor chart Method of find the torque factor (K) Torque factor chart, while is obtained based on the shop trial result end attached on the shop trial report, should be used. Before the pump rack ie ploted on the torque factor, chart, it ie necc to rectify the measured value of fuel pump rack, Because :the fuel 611 property in-the ship is generally different from that at the shop trial. The rectified value of pump rack 4s found by the following formula. Rew re SL. SL, Go Co Re : Rectified value of fuel pump rack re 1 Meaeured value of fuel pump rack Gl + Specific gravity of fuel ofl in the ship et the engine inlet temperature refer to 043-02 Go : Specific gravity of fuel ofl at the engine inlet temperature of the shop trial : Net calorific value of fuel ofl in the ship (kcal/kg) refer to 043-03 Net calorific value of fuel ofl at the shop trie] (kcal/kg) Correction coefficent value of F.0. pump efficency k = 1600 for diesel fuel ofl k = 1.035 for heavy fuel of} found _K ‘Operation without F.0. injection 7S _press, control device Torque factor (K) Phot Rectified value of fuel pump tack. Pump rack (Re) Torque factor chart@ROUP %7 Engine Adjustment ITEM on Generally, the readjustment of the engine is not necessary at the early period on the sea as the all parts of the engine are correctly adjusted when the ship sails off. However, after the long time sailing, if the operating condition of ship becomes largely defferent from the operation performance chart due to the wear and fouling or by the cause of fuel oil change, the readjustment is necessary. Standards for engine adjustment 1. The values of pressure and temperature shall nét exceed the standards 021-01, and the values of operation shall not be over the limited values 022-01. ALL the cylinders of the engine are supposed to be the same in the maximum pressure Pmax, compression pressure Pc, fuel injection pump rack Re and cooling water temperature at the inlet and outlet. However, the exhaust gas temperature Te at each cylinder outlet generally by approximately 30% 50°C even when the output of each cylinder is the same. Informative values for engine adjustment The following table may serve as rough standard for the adjustment of maximum pressure Pmax, compression pressure Pc and exhaust gas temperature Tc. (at loadsrange from 75 to 100%) ‘The values shown in the table may be somewhat different from the actual ones of each cylinder, and so measurements are to be actually made after adjustment of the engine. The fuel injection pump adjusting bolt is of the screw pitch 2 mm, and the angle at which fuel injection begins changes by roughly 1 Degree for one full turn. (+ 1 counter-clockwise, ~ 1 clockwise ) The adjustments mentioned above are based on the data when the fuel injection valve is functioning normally - Le Change due to adjustment Parts to be adjusted Foot liner Fuel 1 Tuer on pump (2FuLl a turn of mut)GROUP °%8 ITEM on Indicator Diagram The indicator diagram is very important to know the combustion in the cylinder and also to adjust the engine. The diagram is to be taken at least once a day. The compression pressure Pc and maximum pressure Pmax can be deduced from the indicator diagram. Pmax Normal indicator diagram ‘Indicator spring is vibrating. Aix column is vibrating. La Lever with indicator piston ‘coming td top end. tA 14 .Indicator Diagram qhe indicator diagram is very important to know the combustion the cylinder and also to adjust the engine. The diagram is to taken at least once a day. ‘he compression pressure Pc and maximum pressure Pmax can be deduced from the indicator diagram. in be cyl. No. Pmax Normal indicator diagram Pe coming td top end. : Indicator spring is vibrating. Aix column is vibrating. Lever with indicator pistonStandard of Pressure and Temperature UEC-L Tats Normal Alarm | ston! Item use Min. Max. | set start ON_OFF|_ON ‘System lube oil with piston | 9 j3~9.23 | 0.11 | 0.87 | 0.11013 | 0.13 cooling oil inlet | Exhaust valve driving 037~0.55 | 0.32 | 0.65 | 0.32037] 0.92 a & | urhochorger lube oll inlet | 04 ~0.17 | 008 [0.17 [0.0801 | 02 | Cylinder cooling water 0.18~0.42 | 0.16 | 0.42 | 0.16018] 0.18 2 | inle 8 | Air cooler E 0.08~0.18 | 0. 23 | 0.060. 8 | cooling sea water inlet 18 | 0.06 | 0.23 | 0.060.08 Starting air { 1.47~2.45 | 0.88. 245 [1.47-1.67] 1.47 Exhaust valve epring air | o.44~0.64| 0.39 | 0.64 | 0.99041] 0.44 Fuel oil oat~oe7 | 042 | 067 [oazoa7|- Syetemiobe EE 40~50 |_35 | 65 | 65 60 | - ; rust 7 - oil Thus 40~60 co | 70 65 Piston inlet 40~50__|36_| 65 | 65 60 | — cooling oil outlet 45~05 | - | 65 | 70 66 Darbocharger | Inlet 40~60_| 35 | 65 | - lube oil Outlet co~ao|_- | 85 | 85 80 go | Bxhaust valve 7 driving oil Inlet 40~60 35 65 § | Cylinder | Inlet : 65. = : * | cooling water Outlet, wo~90|_- | 9 | 90 a | — : oe | 18 & [Scavenging air | sirtrunk | 40~55 : 6o_| 65 60 | - = * = & [Scavenging air tranke fire ~ Peo. |. - . . alarm ‘Ais cooer Inlet : 30 -_ |- : - : jing sea water’ Outlet : ~ | 60 |- _ i. : - Gylinder cover : - |aso Jaso- | - “ - : Exhaust gas. outlet Turbine 7 ~ | inlet 550. | 550 J. Range of normal use shows the value for service load; and the other values are shown only for reference. 2, Pressure shows the value at gauge board. 3. System lube ofl supply line is common with piston cooling oil line. 4. The figure of cylinder cooling water pressure shows in case of the expansion tank is located at 3 to 4 meter above the main engine upper floor. 5. Lubricating oil pressure at the inlet of Turbocharger may exceed the above maximum limit but not 0.22MPa at dead slow or when the engine stops. 52LA 16-172UEC PROCEDURE FOR GROUP 021 MAIN ENGINE SAFETY DEVICE TEST ITEM 02 SHUT DOWN AND ALARM TEST (Out of service periods) ‘The function and adjustment of alarm and shut down should be checked. ‘The pressure switches in the lubricating and cooling oil system may be provided with a test tool, by means of which the pressure at the sensor may be decreased. L.O, LOW PRESSURE ALARM AND TRIP 1, Start the lubricating oil pump. Wisengage the turning gear) . Close the valve of air tanks for main engine. . Open the drain valve of the starting air automatic atop valve. . Set the maneuvering handle of engine side to the position “RUN”. Mount the testing tool to the lead line of the pressure switch. Open the valve(2) and (1) to vent air of the testing tool. 5. Close the valve (3) of the pressure switch and open the valve(2) slightly to decrease L.O. Pressure gradually, Record alarm pressure through the gauge when the pressure switch 2h ww ia operated. 6. Confirm the main engine is stopped by movement of the stop cylinder. 7. Open the valve(3) to return the pressure normal. 8. Set the maneuvering handle at stop position to reset emergency trip. —) / Gauge ee valve(2) test tool X valves) valve(1) —_| LO. pipe SHUT DOWM SYSTEM . fuel injection pump lever governor control air lever wt stop cylinder solenoid valve 16-35Limited Values for Operation x & ff mR wt GROUP 022 ITEM 02 Item KH 8 Limited values cid & cs —__| a . Berta | A-SLA | 5 2LA 8 LA Engine speed al a 5 104% of Max. Cont. Engine Speed WM Gl fe ee HERBGRKO1O 4% (rpm) 35% of Max. Cont. Engine Speed RARER HO 35% Speed Trip| 120% of Max. Cont. Engine Speed Lame + 9 > 7 eM 120 % Item Limited values Ti re & fit Economizer inlet pressure aas+iv*AROED 3.5 kPa Pressure loss of turbocharger suction filter _ BBB 7 1-H EDF 2.0 kPa Pressure loss of air cooler BO ORS LEE 7) BE 3.0 kPa Max. combustion pressure Py oe A RBED 12.75 MPa Turbocharger speed . Set etucelon book 384 LB 5 HE HEARD Exhaust gas temp. (Turbine inlet) 5 Renteer Rome 500 2) 52LA 17: w Cooling water system 1. Preheat the cooling water to 50°C or over. 2. Ascertain that all valves are fully opening then start the pump. 3. Regulate the water pressure. (See 021 - O1:) 4. Vent air from the water system. The cooling water quantity shall be kept constant, and che temperature control of cooling vater system {s made by aucomatic temperature control valve. - Exhaust valve air spring air system Be sure to supply air to the air.spring device of the exhaust valve before starting the lubricating oil pump. + Lubricating oi! system 1. Pre-heat until che Loves inlet temperature for standard use. (See 021 - 01.) . : 2. ‘Aseertain that all valve are.fully open, then start the pump. 3. Regulate the pressure. (See 021 - OL.) he Ascertatn chat all bearings 4n‘crankcase aré supplied with enough ofl. 5. Supply ofl manually. . Maneuvering linking, lubricator driving gear, starting air valve and automatic starting afr stop valve- Turbocharger lubricating of! system 1.When starting the engine, the lubricating oil is to be preheated to min use temp. 2.Regulatethe inlet pressure. (See. 021-01.) Cylinder lubricating of] system 1. Before curning the engine, turn the lubricator manually 50 times. 2. Ascertain that che element of lubricator ts injecting ofl by the indicator.vasrun aye Fuel_oil system when starting the engine, use diesel oil or heavy fuel oil heated by stean. 2. Pecform the priming. (1) Set the maneuvering handle in position "sToR". (2) Set the fuel circulating pump in service, and open the air vent of the fuel oil inlet strainer. And close it after the oi) - has begun to flow without any bubbles coming out. (3) Close the cut-off valve in the pipe ine of return oil. The fuel pressure is to be adjusted 0.9~1.0 MPa. (4) Open the air vent of fel injection valve. Close it after no more bubbles coming out is observed. (5) Open the cut-off valve in pipe line of return ofl. Make sure 021-01). the fuel pressure are within the range specified (S If necessary, adjust the fuel pressure by press-control valve. Control and starting air system 1. Confirm that the maneuvering handlé ig in pésition “sTOP". Disengage the turning gear. Set the automatic starting air stop valve as “MANUAL CLOSE”, and open the starting air root valve. 4. Regulate the pressure of system lubricating ofl,exh. valve driving oil, exh. valve spring air and turbocharger lube oil to the turbocharger. 5. Make sure the control air pressure is at the specified value. Move the reversing handle to “AHEM".and “ASTERN” positions to make sure the camshaft motion. . 7. Set the automatic starting air stop valve as "AUTOMATIC". B. Set the emergency stop switch located in the control room and the engine room to position “STOP” to ascertain the motion of stop cylinder. 9. I€ possible, check in the air-run. Scavenging and exhaust system 1. Ascertain that no abnormality is observed while fhe auxiliary blower in service. Pressure and temperature 1. Make sure that the pressure and temperature are in the range specified . (See 021 - O1.). Gc 52LA 19GROUP 024 ITEM on Starting LA Prior to the starting, that no abnormality is AL ru 9 10. AL. 12. 13, 1a, 1s. the air-run shall be performed to,check to ensure observed in all areas of the engine. Disengage the turning gear. Open the indicator valve fully. shift the fuel handle of engine side to position " Open the starting air root valve fully and check the starting air pressure. cheek the gauge board pressure and the temperature of Lub, of} and Cooling Water. tion. Conficem the camshaft po! chift the engine side reversing handle to position “AHEAD” and “ASTERN" consecutively to confirm the moving of the camshaft and set 1t to position "NORMAL". g engine side starting handle to position "STAKT" to wake the shift thy then return it to "STOP". On that time, check for no water oF air-run, oil spouting from the indicator valve. ter checking for no abnotmality in all parts of engine during the air~ n, start the engine. 8.1 Shift the engine side fuel handle to position "MAX." 6.2 Closes indicator valves. Set the auxiliary blower in operation Set the rotating.direction Bf the engine in accordance with the order from the telegraph. st Move the C/R maneuvering handle to position "START". Again move it forvard to fuel position rapidly after the speed reaches about 10 rpm. when the fuel does not start burnifig, return the C7R maneuvering hendle to position "STOP", and repeat the operation for tarting. Cares shall be taken for that the long aic-run period’cools the cylinder inside, thus causing the fuel to become hard to start burning. After the starting, turn the G/R maneuvering handle to the position choiced to obtain the necessary speed. A care shall bo taken to pass through rapidly the range of critical speeds which cause torsional vibration. cated _in the neighbour! 20 . dof the turbocha! ho air ducts loGROUP ‘025 | TEM oot UEC-L Procedure for Increasing Speed Procedure for intreasing speed on maidén voyage: (Reference) 1. An attention should be paid to various parts of the engine for heat generation, and also to the moving parts for noise. 2. Keep paying attention to the temperature and pressure of various parts while the engine speed is on the increase. 3. Refer to 053-02 for the amount of cylinder of] to be consumed on maiden voyace. 390-000 » Serriee continuers antteg. ‘ ' ' ' \ btseed teed comeery feet | 1 { t 1 “ae 92 Inetrectton dook | or mandy mama 1 Aecotmmdedis eving 7.4-<'1300 sve mH Ho. sctaal service 1.0 1 1 —feentoc=in_eucied_tor_feton and isber ___| po Bohning lin ported for Dearing Hott 1 ' 1 i 1 ' ' ' ! ' 1. Basing Looe Load (4) Wook $008 2,000 & Operating time (h) Notes: 1.° This chart will serves as reference ‘for a procedure for ~ increasing speed on the mai:den voyage. Therefore, in the case of an actual voyage, a decision-is to be made in accordance with the conditions of various parts of the ‘engine. 2. The range of critical sveeds that cause torsional vibration should be passed through as soon as possible. Standard procedure for increasing speed “in normal operation (Reference) pete feet —— ine ee 3 : —t ea] After cooling runing tenet co Tachat cqelinf wore ieGROUP 026 EMO} Change-Over Fuel O11 From Diesel 041 to Heavy Fuel 011 cation, So the heavy fuel oil can be used regardless faving the port, or on voyage, and also the engine can + This engine is pier to pier rpecifi whether the ship is entering or le be started or stopped without using diesel oil. (Refer to 034-01) Standard for change-over (1n case of starting by diesel oil) The change-over to the héavy fuel ofl shall be performed only aftar. the load 30% 4s xeached and the engine is well heated. we ————— i 700’ est (50°C) 380 ost (50°C) ——_-——--— 180 est (50°C) Procedure for Change-over Change-over period Operation with Operation with peso Aiesal ofl - heavy fuel of} Ful) Pull Diesel ofl. open fvel_of} Diesal ofl 140% 150°C 125% 140°C 75 95°C Uinforma- Temperature at fuel injection 110% 125°C _| Pump inlet (informative) Heavy fuel of2 service tank “ “ JL Uo Continue heating BO VB5°C \_ Heat diesel of] fteat the heavy fuel ofl-until ite viscosity at tha fuel injegtion ches 13° 18 oSt. The Felationship batwesen the viscosity Diesel oil ordina: service températur Fuel oi] temperature pump inlet x of using fuel and the heating temperature is shown in 043-01. Dapending on the treatment temperature of the purifier, the température but 75 v 95°C is of the heavy fuel oll service tank 1s not specified, given as for information, The heating of Alesel’ ofl and heavy fuel ofl shall be done slowly the heating speed of 10°C in 5 minutes. operation shall be dene quickly for no fuel counter flow due 4, The valve to the tank head difference or others. controlling the temperature with the viscosi- When using the device Ate ‘the heater manually for diesel oi} heating and for meter, oper + heating for a certain period after the change-over to heavy fuel o11, because its viscosity is high. 22 LAPoP. 1/3 Change-over of Fuel Of) From Heavy Fuel 011 to Diesel 041 Standard for change-over * This engine is pier to pier specification. So the heavy fuel oil can be used regardless whether the ship is entering or leaving the port, or on voyage, and also the engine can be started or stopped without using diesel oi]. (Refer to 034-01) —-———— 700 est (50°C) ——_—_—— 380 cst (50°C) —--—- — 180 esr (50°C) Procedure for Change-over Change-over period. Operation with heavy [7 "J tel_oil Operation with diesel ofl Full fuel_oJ1_ open Diesel of} Diesel 611 close Heavy fuel of °F 140 150°C 125 140°C 110% 125°C Confirm that the change-over ‘of fuel oil is done. 80 85°C Fuel of] temperature Diesel of2 ordinary service —— temparature ‘the cooling of heavy fuel oll shall be done slowly as the cooling | ‘spaed of 10° C in 5 minutes. . The valve operation shall be done quickly for no fvel counter flow due to the tank head difference or others. : 3. Generally the temperature variation at the engine inlet is not sudden. However, i£ it exceeds 20°C, select.the manual mode of the heater operation to regulate such variation because it may cause the sticking of the fvel injection pump. 4. The engine stopping before the change-over to may cause the' sticking of the fuel injection pump and the fuel injection valve. The change over period shall be sufficiently taken- Especially, if the engine is stopped by emergency stop or other during, the change-over or operation with heavy fuel oil,. the heater hall work until the change-over from heavy fuel oil to diesel ofl is completed. The heavy fuel, pil existing in the injection nozrle also shall be drained by the opening of the fuel valve aix vent, and if necessary, the fuel valve shall be dismantled for ¢leening. &. Wwbricate the fuel injection pump, for the procedure for lubrication, xefer to 055-01. diesel of] is completed 23-1 LA1/3 Change-over of Fuel 017 From Heavy Fuel 011 to Diesel 011 Standard. for change-over * ‘This engine is pier to pier specification. So the’heavy fuel oil ean be used regardless whether the ship is entering or Jeaving the port, or on voyage, and also the engine can he started or atopped without using diesel ofl. (Refer to 034-01) Procedure for Change-over . - —— 700 e8t (50°C) 380 est (50°C) —-——- —180 est (50°C) Operation’ with fuel of]. open Diese) O11 clése Heavy fuel-of2 140% 150°C 120% 128°C : Confirm that_the change-over __ 7 of fuel oil is done. . 80v B5°C Fuel cil tempera: Diesel oil ordinary sexvice > 7 temperature ‘the cooling of heavy ‘fuel ofl shall be done slowly as the cooling ~ | speed of 10° C in 5 minutes. gThe valve operation shall be done quickly for no fvel counter flow Que to the tank héad difference or others. 7 Generally the temperature variation at the Howaver, if it exceeds. 20°C, select .th operation to xagulate such variation because of the {uel injection pump. . Ghe engine s£opping before the change-over to digsel of] ts completed nay cause thereticking of the fuel injection pump and the fue Injection valve. ‘The change over period shall be sufficiently taken: Bepecially, 1£ the engine is stopped by emergency stop or other Goring, the change-over ox operation with heavy ful oi1,. the are lvuerk until the change-over from heavy fuel oil to diesel oll 1s Completed. ‘the heavy fuel, 9fl existing in the injection nozrle also shall be drained by the opening of the fuel valve air vent, and if necessary, the fnel valve shall be dismantled for eleaning- Lubricate the fuel injection pump, For the procedure for lubrication, refer to 055-01. ngine inlet ia not sudden. yal mode of the heater dt may cause the sticking Prep.lied GROUP 026 Engine Starting and Stopping with Heavy Fuel Oil ITEM 02 UEC-I. ‘This engine is provided With steam circulating type fuel injection valves, which can keep {vel oil in all fuel oll systems at a proper temperature by means of passing steam through the steam pipe suranging along the fuel oil pipe, even while the engine is stopped. With this provision, heavy fuel oil can be used regardless whether the ship is entering or leaving the port, or on voyage, and also the engine can be started or stopped without using diesel oil. “The start and stop shall be carried out in accordance with the following procedure and notice. Procedure before entering the port : “Decision should be made at least two hours before the ship enters into the port operation, whether operation-shoold be continued with heavy fuel ofl or should be shifted 10 diesel oll. ‘Although shifting from heavy fuel oll to diesel ol is possible by using an alr vent valve while the engine is stopped, it should be better to make the shifting during operation because the use of diesel oil is necessary in the following cases. (1) Doe to maintenance’or repair of fuel ofl systems, the fuel circulation pomp cannot be operated continuously. (2) Fuel pipes and fuel oi) cannot be heated. G) Because of long anchorage, a great amount of energy is required to keep fuel pipes and fuel using heavy fuel oil for start and stop. oil heated, therefore, there is no merit oF (4) At the port of entrance, use of low sulphur fuel oils legally obligated. 2, In connection with preparation for entering port and slow speed operation should be referred to (029-01) except for the selection of fucl olls. Disposition during anchorage (While engine Is stopped) : T, The following disposition should be made while the eng! starting by heavy fucl oil. (1) Continuovs operation of fuel circulation pump. Fuel oil up to the fuel injection pump should be circulated by the circulation pump. (2) Heating of fuel pil : ‘The heating temperature of circulated fuel oil can be red uced about 20, because its viscosity during anchorage can be kept at 20~30 cSt which is slightly higher than the recommended viscosity during operation of 13~18 est at the fuel injection pump inlet (3) Heating of fuel oil pipe ‘The steam pipe arranged along the fuel o} temperature drop of fuel oil can be prevented. ine is stopped, in order to make smooth iI pipe should be constanily run by steam so that 2 in connection with disposition after the engine is stopped should bs referred to 030-01. 23-2 LAte [. 026-02-3/3 Preparation for starting : Fuel oil should be heated 30 minutes before starting of the engine so that the viscosity, of Fuel oil becomes same as the recommended viscosity (13~ 18 cst) during engine operation without fail. Other matters relaied to preparation and starting should be followed to 023-01. Steam circulation system : Along the fuel oil pipe, a steam pipe which is connected to the fuel injection valve through the fuel injection pipe is arranged, and the steam is circulated through the steam passage of the fuel injection valve. ‘Therefore, fucl oil in the fuel supply line can be kept under properly heated conditions. LA 23-3Poise 026-02-3/3 — ” Preparation for starting : Fuel ail should be heated 30 minuies before starting of the engine so that the viscosity, of Fuel oil becories same as the recommended viscosity (13~ 18 cst) during engine operation without foil. Other matters related to preparation and starting should be followed to 023-01. Steam circulation system : ‘Along the fuel oll pipe, a steam pipe which is connected to the fuel injection valve through the fuel injection pipe is arranged, and the steam ts circulated through the stearn passage of the fuel injection valve. “Therefore, fuel oil in the fuel supply line can be kept under properly healed conditions, LA 23-3UEC-L Removal of Scavenging Air Drain If water drops are mixed in the scavenging air, adverse effects will occur to cylinder Liners and piston rings for wear and so forth. therefore, they should be removed as much as possible. ‘mis engine is equiped with moisture separator at driving end side of the scavenging air trunk. The moisture of the scavenging air cooled by the air cooler is separated by this separator and discharged out of the engine as.drain. The drain condition is viewable from the sight glass attached on drain pipe. The generation of moisture is affected by the engine load an The relationship a weather conditions (humidity, suction air temperature). petween drain generation and scavenging air temperature is shown in 027 - 01 - 2/2. The scavenging air temperature should be regulated within the range shown in 021 - Ol so that’ the drain generation will be minimized. when regulating the scavenging air temperature, be careful so that the aix cooler sea water temperature will not exeed the Limit. To each cylinder Moisture separator Scavengii air trunk’ Sight glass Drain tA 24027-01-2/2 Dew Point of Scavenging Air (Example) . (Eng. Room Temp.) 30°C, Absolute humidity 23.2 g/kg Dry. bulb tesp- (eng. Room Temp.) 28°C. Scav. air press. 0.06 MPa Wet bulb temp. Relative humidity 60 86%. Dew point of scav. air 35°C ssl} 50 45 40 350 int cf scavenging air (*C) B 0 & & 25 20 ° 10 20 | 30° 40 50 60 Absolute humidity (Water vapour content) 9/kg ° =z 10 : i 3B 20 a y & a 5 30¢ 4 a Pp 40 & Ta 25GROUP 028 U C- L Preparation for Entering Port E and Low Speed Operation ITEM O01 —_ Preparation for entering port : ther T. Decision is to be made at least two hours before the ship enters into the port operation, whet 5 to be continued with heavy fuel oil or is to be shifted to diesel oil Prepare operation is fer to 026-02 as to the procedure before changing over the fuel to “diesel oil” if necessary, Re! entering the port with heavy fuel oil. 2, Lubricate (grease) the starting air valve, and the camshaft the automatic starting air stop valve, shifting gear. 3, Check the pressure of the starting air reservoir, and.charge air up to 2.4SMPa (25kgf/em’). +t Ascertain whether lubricating oil in reversing oil bottles for the camshaft shifting gear is proper amount. Slow down operation : 1, Slow the engine speed gradually down. f necessary. Refer to 026-02 as to procedure for change- 2. Change-over the fuel to “diesel oil", over. 3. Set the automatic starting air stop valve at versing and stopping of the engine. “ Automatic" position and open the stop valve of. starting air reservoir to prepare for the re ‘Remarks for low speed operation 1. Positively regulate the engine inlet tempe (Refer to 026-01 and 042-01) 2. Maintain the engine outlet temperature of cylinder cooling wate rature of fuel oil. 1 near the upper limit of the operating temperature range. (Refer to 021-01) 3, Diminish the volume of sea water so as to maintain the scavenging air temperature near the upper limit of the operating range. However, exercise care so that the sea water outlet (emperature of air cooler shall not exceed the upper limit. (Refer to 021-01.) he “automatic” mode, change the operation mode to “manual” for avoiding the frequent "on is on the edge of operating the hall be carried out within the 4. Uf the auxiliary blowers run in ( run and continue operation with the auxiliary blowers turned on and off" of the starters if the load range of slow speed operation auxiliiry blowers. However the operation by the manual mode sl range not to be over-current in the motor. cal speed range of the engine resulting from torsional vibration 5. Avoid the criti resonance. Lowest speed operation : 1. Auxiliary blowers shall be mun. LA 26aye Stopping and Reversing (See Control System 350 - 04.) Stopping and reversin: Ordinary stopping and reversing Crash astern : To be shifted to To be shifted to Handle operating position "STOP". position "STOP". a ing bh: To be shifted to To be shifted to Maneuvering handle position "STOP". position "STOP". Reversing handle is to be At 308 rpm of (2) shifted to position "ASTERN" At 2Sxrpm maximum continuos. speed. (Camshaft begins shifting) Tt is to be ascertained that camshaft movement indicating needle of reversing gear has stopped at position "ASTERN" Confirm that the cam | Confirm that the (3) (astern indicating lamp is shaft is in the camshaft is in the lit and camshaft stopper is | reversing position. | reversing position. engaged (Camshaft stopper engaging indicating lamp is Lit). Reversing i To be shifted to To be shifted to 4) Rev (4) Reversing handle position "NORMAL". position "NORMAL". Maneuvering handle is to be At once after item 1 “ (5) shifted to position "START". | (4). At item(2) -Srem Maneuvering handle is to be (6) shifted to fréely determined | At 10 rpm astern position. At 10 rpm astern Steps to be taken after stopping engine 1. Open indicator valves of -all cylinders and make aix-run. 2. Close the starting air root valve. 3. Perform turning about 30 minutes. surface, piston side face and piston ring 4, Check the cylinder liner ‘The wet and bright condi- from the cylinder jacket inspection eye. tion of liner surface is standard. turn the cylinder lubricator and the rocker arm and the exhaust valve lubricator manually about SO times while the turning is performed. 6. After ascertaining that no crankcase doors are of abnormally high temperature, open them and inspect the inside of the crankcase. BROLA 27vey~u1-2/ (To prevent explosion, the door should not be opened until 10 minutes have passed after the engine stoppage.) 7. Close the root valve of fuel injection pump lubricating pipe. (After the completion of turning) Refer to 055-01. 8, Stop the lubricating oil and cooling water pump. The standard period during which pumps are in stoppage. Temperature pump's name Time after difference between pis nam stopping engine | outlet and iniet (Reference) Lubricating oi} pump abt. 30.min. not exceeding 1°C Cooling fresh water pump abt. 20 min. not exceeding 2°C Sea water pump abt. 20 min,i Overload Operation - UEC-L Overload operation The engine can be operated under the overload condition for the limited period of time. However, it shall not be operated under the overload condition as far as possible. In the overload operation, the following cautions shall be given. 1. ‘The overload operation shall be limited to 10% of the maximum contin— The degree of over- : the uous rating, and shall not exceed 30 minutes. loading can be seen from the rack of the fuel injection pump, exhaust gas. temperature at the turbocharger inlet, and the turbocharger speed. 2. The torque limiter of the Governor shall not be modified. 3. Make the supervising visits frequently to check for no abnormality. Cause and remedy of overtoraue cause. Remedy 3 3 + Effect of draft, trim, wind 3 | temporary | dizection, wind force, waves, z current, ete. 8 Sig eG | withthe Eg | tapse of BE | years &3 4 + Fouling due to attaching of ~ Washing of ship's & marine life (Especially, when bottom . ” a ship is staying in port for § | Temporary a long period of time.) + Repair of ship's hull Ba . Ho + Deformation of ship's hull ao 58 gt | with the | - Eefect of lengthy service, + Propeller blades cut 29 | lapse of such as change in surface short & §. | years roughness > # + Fouling due, to attaching of . Washing of propeller a marine life 8 : ‘il Eo Temporary Effect of local deformation Renewal or repair of due to shock caused by drift~ propeller 4 wood, stranding, and also due to a erosion caused by cavitation. 3. S = Change in surface roughness + Repair of propeller, 5 9 3} P Pp & | with the and pitch or propeller blades u lapse of 2 | years + Effect of deformation due to cut shore 6 wear and tear, etc. LA 29 :Cutting-off of Cylinders GROUP 032 UEC-L Cut-off Fuel Injection Pump ITEM o1 1 any one of the cylinders is damaged, the engine must be stopped whe However, the engine can be kept on operating immediately to repair it. by ‘shutting off the supply of fuel to’the fuel injection pump for the damaged cylinder. Procedure for cut-off fuel injection pump Lo 4 Insert the cut-off tool (2) into the normally plugged tapped hole provided in the right side wall of the fvel injection pump base (1) to prevent the roller from coming into contact with the fuel cam, Thus the pump can be stopped. Cut-off the pump in the following steps: 2. ‘Turn the engine until the driving piston (4) reaches the topmost position while the engine stops. Remove the plug installed on the right side wall of the fuel injection pump base (1). : Screw the cut-off tool (2) in the opened tapped hole until its end comes into contact with the 1ift-up piece (3). Screw in the cut-off tool (2) further, and its tapered end lifts up the driving piston (4) via the 1ift-Op piece (3). Thus the operation of the pump is cut off. Precautions for cylinder cut-off operation (Refer to 031-02.) Allowable engine output for cylinder cut-off operation (Refer to 031-02.)wy O31 i UEC-L Cutting-off of Cylinder GROUP ° - Removing the damaged moving parts ITEM 02 when the engine operation is not possible by only cutting-off fuel supply weet ailed cylinder, the engine can be operated by removing the moving parts St concerned cylinder according to the following procedure. Operating procedure 1. When the failure is concer the piston and the piston red. ning only piston or cylinder, remove only (See 031-02-2/2.) (1) Remove the piston. (2) Fit a blind cover to the of pin. (3) Cut-ofé the exhaust valve driving gear- (See 032-02-3/3) ' (a) Fie the blank flange to the piston rod stuffing box. (5) Remove the starting aix branch pipe at the cylinder cover inlet, and fit the blank flange. (6) Remove the connecting pipe between the starting control air pipe and starting air valve, and plug the air outlet. (7) Cat off the fuel injection pump, close the fuel inlee and neti Valves, and open the air vent valve for priming the fuel injection valve of the cut-off cylinder. 1 outlet on the top of the crosshead ¢ is concerning the connecting rod upper, bearing or 2. hen the Cailur .g rod over above-mentioned crank pin bearing, remove the connectin procedure. (See 031-02-2/2.) (1) Wecessary procedure is the same as above. Remarks the cylinders are removed, the A sometimes severe Operators, observing he appropriate ontiaue (1) When the moving parts of one of mechanical balance of the engine is broken, an vibration occurs within the operating range. the conditions of the engine, should decide on tI It should be avoided, whenever possible, to engine speed- And it is recommended long navigation with the engine unbalanced. to enter the nearest port for repaiting. and exhaust gas temperature docs (2) A care should be taken that Pmax he. maximum continuous rating. not exceed the limited value at tl (3) Fix the adjusting knob of the cylinder Lubricator to ZERO for the cur-off cybinder. ith some of the cylinders cut off, one ae the undamaged pistons should be placed in the position suitable for etacting. If it is not in a position suitable for starting, it. should be brought in a correct position for starting by means of the turning gear. (4) When starting the engine w Engine output by one cylinder cut off (informative). 1. Five-cylinder engine : 75% of the rated speed (42x of the rated output) 804 of the rated speed (G14 of the rated output) BSA of the rated speed (61% of the rated output) 2. Six- or seven-cylinder engine 3. Bight-cylinder engine : te OMS 2LA. 31The Piston and the Piston rod are removed CARY. ERA YHOBRAT MAE a rae Cap BL dhe Cover e, Hareb Gasket dl kab Bolt eb Cover 1, tre yb Gasket eA Spacer nL bE Cover 1, wary Gasket © J be Cover kk, be Cover. 1 Rye bk Gaaket ” ‘The Piston, piston rod and the connecting rod are removed URbY, CARY H, MRMSRAT ME. 52LA 3203 1-02-3/3 Cut-off procedure for exhaust valve driving gear Exhaust valve driving gear shall be cut-off according to the following pro™ when the engine is operated on the condition that moving parts such cedure, case of cylinder cut-off operation, as piston, etc. are removed, that is in the or the engine is subjected to continuous running with exhaust valve driving t enough time to repair it. gear damaged and withou nder to be cut-off at 6°12" before BDC. 1, Set crank angle of the cyli 2. remove the plug from screw hole for cutting-off, then set the pushing-up bolt in screw hole. 3. push up the driving piston of the exhaust valve driving gear with taper shaped at the end of pushing-up bolt. 4. Make sure that when the pushing-up bolt is fully set iving piston is pushed up by 2mm and the exhaust va in the screw hole, the dr. lve driving gear can be cut-off. g-up bolt securely not to loosen. pump shall be cut-off in advance whenever the exhaust Fasten the pushint 5. The fuel injection valve is cut-off. briving pisten S52LA 33P+? GROUP 034 Low Speed Operation (Pier to pier specification) ITEM a1 The engine is generally designed and adjusted so that 1 fs the most effective at a load of 75% to 90%. Accordingly spéctal cares are required for maintaining satisfactory performance and preventing damage to the engine parts when the engine r any reason for a long period of time. 4g run at low speed fo’ bustion of f adequate cares may result in the abnormal con! Neglect o: ire in the scavenging trunk, unbutned fuel in the exhaust reservoir, a £ overrun of the turbocharger, abnormal wear of piston rings and cylinder Lfners, and other serious incidents. Refer to the “Low Speed Operation Procedure of “UE Diesel Enj which describes the detailed requirements such as the operating key points in maintenance, and modification of engine Kindly consult the manufacturer gine” procedure, specifications at Jow spegd operation. bE the engine if necessary. Allowable continuous operating lime with heavy fuel oil. (Pier to pier) 345 10 24 1 TIME CH) monthTable of Contents HR # General — AAR Engine Operation if oh Cooling Fresh Water BEAK Engine Trouble +E BA DEN ER Engine Body and Static Parts AAR OF IE BBS} Crank Shaft and Moving Parts DIY TRRUVUEHBD Fuel Injection Pump, Governor and Control System DRAR DO’, TRE R ORE Turbocharger , i fo i Pipe Systems and Fittings MELEROBR Auxiliary Blower tHE ODAKASAKA GROUP 041 MITSUBISHI Fuel'Oil Properties UEC be ITEM 01 Fucl oil properties on bunkering time is as follows. (Refer to 042-01) Heavy fuel oil Diesel oil Item Limit values — Specific gravity 15°C 50991 0.88~0.90 Centistokes at 50°C 700 — Viscosity R.W.No.1 Sec. at 100°F $7,000 S61 Flash point c. 260 260 Water content Vol. % S10 0.1 Carbon residue (CCR) : 822 s4 Asphaltenes su. —_ Wu % Ash S015 50.05 Sulphur <5.0 S10 Vanadium ppm 600 —_ Sodium ppm <50 — Aluminium ppm 330 — Silicon ppm 50 _ Fuel oil with FCC catalyst shall not be used. In an unavoidable case of bunkering the FCC fuel oil, FCC catalyst shall be removed as much as possible by careful fuel oil pretreatment ie, sufficient claryfying and fine filtetation. And running condition of cylinder liners and piston tings shall be carefully and periodically checked. , FCC= Fluid Catalytic Cracking Note: The Limit values of heavy fuel oil refers to H55 of CIMAC Requirements (1990). ‘And it can be used for the fuel.oil treated by the proper purifier for the bunker oil, the specific gravity S 1.010 specified in K55. G B8-%FC AKASAKA: MITSUBISHI Fuel Oil Properties GROUP ott URC ‘ ITEM © o1-%| Fuel oil properties on bunkering time is as follows. (Refer to 042-0) Heavy fuel oil Diesel vil Hem (Service) — Specific gravity isc 50.991 0.88~0.90 Centistokes at 50°C = 380 — Viscosity R.W.No.1 Sec. at-100°F S 3500 s67 Flash point Xv | 260 260 ° Water content Vol. % S0.5 S01 Carbon residue (CCR) 212 <4 ‘Asphaltenes = 8 —_ Ww. % Ash S01 50.05 Sulphur S4 1.0 ‘Vanadium ppm = 300 —_— Sodium ppm <50 — ‘Aluminium ‘pom 30 — Silicon ;Ppm =50 —_— 1 CAUTION FCC: Fuel oil with FCC catalyst shall not be used. In an unavoidable case of bunkering the FCC fuel oil, FCC catalyst shall be removed as much as possible by careful fuel off pretreatment i.e. sufficient claryfying and fine filteration, And running condition of cylinder liners and piston rings shall be carefully and periodically checked. , Fluid Catalytic Cracking 38-3_ V3 Handling of Fuel O17 Standard for fuel of! selection he-following standards for fuel oil properties are provided taking in consideration the recent trend of various standards and the actual results of UE engine in service. however, as the following descriptions specify the critical properties on bunker time, the sufficient pre-treatment and heating shall be made fox the actual use of those fuel oils. Heating 1, ‘the fuel’ oil shall be heated before supplied to the engi sec. RW No. 1) ne so that its viscosity becomes in range of 13 ¥ 18 cst (60 v 60 at the inlet ‘of fuel injection pump. the heating temperature is to be determined in accordance with 043-01 "Viscosity-Temperature Diagram of Fuel 042". fowever, the properties may differ by each oil, so the heating is recommended to be effectuated in accordance with the actually measured viscosity (with viscosimeter, or simple viscosimeter) in the ship. convenient over 135°C. ter, filter, 2. some of heavy fuel oil produced sludge or other i material when heated long time at the temperature ‘therefore, special cares shall be taken for the hea’ etc, in which the fluid is easily staying on the way, when the high tempexatuxe heating is required. Pretreatment the professional knowledges’ in thé purifier, the clatifier and the additives, etc. are required for the pretreatment of the heavy fuel oil. Therefore the following descriptions are, of general precaution for pretreatment of heavy fuel oil, as'to the matter of detail, refer to the handling manual of each equipment and chemical additives provided in the ship. TA 39 ,wnerunnes 1. When purifying heavy fuel of1 of high viscosity and high specific gravity with the purifier, the passing fluid flow shall Pe properly determined corresponding to the respective properties of that oil. 2. The oil of which the specific gravity is over 0.99 (15°C/4°C) is hardly separable with the ordinary purifier. Therefore, the enough cares shall be taken for treating the heavy fuel oil shown in this document of which specific gravity is near 0.991 (15°C/4°C) 3. For the better separating efficiency and the safety trea ing much tment of the heavy fuel oil of high specific gravity and contain: impurity, it is recommended to perform the two stage cleaning with purifier and clarifier connected in series. . 4. The diesel oil also is to be purified. 5, The additives for heavy fuel oil are sludge dispersive, oil separator, combustion accelerator, etc. ‘The proper quantity of additive shall be used. n the fuel oil, the emulsion will be Therefore, the 6. If the sea water enters i produced and the oil/water separation becomes hard. sea water should not be put in the fuel tank (double bottom). as ballast. If the sea water is mixed with the fuel by error, add emulsion breaker and separate water from fuel by the purifier. The fuel oil strainer (with steam jacket) is to be frequently cleaned at the time of. maiden voyage or just after the ship is out of the dock. Mixture of different fuel oils ; the oil may produce much sludge, When different fuel oils are mixed A with especially, if the low grade fuel oi] named-as cracked oil is mixe other if, it may causes more problems, So, in case where the fuel oil mixed with different oil is used or the tanks are used in common, the compatibility of fuel shall be tested before use by heating oil up to the using zone. Low-grade_fuel off r-grade blends containing residual from ‘Among low grade fuel oils, lowe: mely difficult fluid catalytic cacking or visbreaking process and extre: TA 40042-01-3/3 to burn and injurious to the engine. This low grade fuel oils are difficult to identify as such from the report on oil properties or specifications submitted by the supplier at the time of bunkering. Most troublesome, hence deserving of especially careful attention, is the fuel oil produced using the fluid-catalytic-cracked residual as stock because minute particles of silica’ alumina used as catalyst in the fluid catalytic cracking persist.to remain in the oil and cause abnormal wear of the fuel injection pump, fuel injection valve, cylinder liner, piston ring, etc. Studies on the supplying ports, examples of troubles, and dealing and treat- ment of such low grade fuel oils have been recently progressed. However, how to treat effectively such oils when those. are actually bunkered on ship is not defined yet. For the time being, the following precautions shall be needed. 1. Investigation (2) If the fuel oil contains particularly great amounts of carbon residue, asphalten, impurities, etc.? (2) I£ the smoke from the stack is black and thus indicative of bad combustion? (3) If the fuel of1 system, piston ring, cylinder liner, etc., show signs of abnormal wear? (4) If the sludge in the purifier, lantern oil drain, fuel oil strainer deposits, etc., exhibit something unusual or the presence of particles of silica alumina? (5) Silicon or aluminium content shall be determined using the “simple F.C.C. oil detector” or others. 2. Precautions (1) In addition to above-mentioned pretreatment, the rate of passing oil of fuel oil purifier shall be reduced. (2) The fuel oil strainer is to be cleaned more frequently. (3) The engine load is to be maintained at somewhat lower levels than normal if circumstances permit to do so, to avoid the strain on the part of the engine or purifier. (4) The cylinder lubrication is to be maintained at somewhat higher levels than normal. (5) The engine operation and performance (including the operation of the fuel injection pump rack, etc.) are to be carefully watched for change, and necessary corrective actions are to be taken as soon as possible if some undesirable change.are evident. (6) Fuel-oils suspected of inclusion of F.C.C. are to be rejected for bunkering as far as if practicable. 41Cc. Viscosity-Temperature Diagram of Fuel Oil GROUP 043 UEC-L HMO —- 2a ITEM 01 10000 2000] 5001 2898} 009} 3000} 890} 609} 2000f- 509} Fr 1s00f° 400) 309] 1000] 800 }- 200} 600 500 400 }- 100} 300 f 80) ga TE yooh OS A co rear 8 ge So ry B: ey a Be | : : Be ay 8 & 3 | 30 ie 5060 70 60. 90 100 110 120 130 140 150160 170 190 °c ce 7080 90100 120 140 160 180 200 220 240 260 280 300 320 340 360 110130 150° 170 190 210 230 250 270 290 310 330 350 op > LA : 42Specific Gravity - Temperature Diagram GROUP 043 of Fuel O11 aAhoke — BeBe ITEM 02 & E 2B i z § ° Speci: PS 60 30 Temperature (*C) aSpecific Gravity - Lower Calorific Value Diagreal GROUP 043 UEC-L of Fuel O11 . RAMOKE — ECRKEBD ITEM 03 10300 T 7 «aie x — B ove 2 3 900 x y 4 ° = 4 05 = 9800 « 3 7 10 : 3 1s = . 9700 2@ 3 a | ay 3600 aa we Z os 9500 as? 50 2400 086 088 090 092 094 096 098 Loo Specific Gravity (15/4°C) k& ©Table of Contents HR General —AR RBA Engine Operation BREA Fuel Oil DRO Tk Cooling Fresh Water MHA K Engine Trouble EOE Engine Body and Static Parts AME RUA IEBD Crank Shaft and Moving Parts DPV IHROBDBD Fuel Injection Pump, Governor and Control System RRL, PRERURREE Turbocharger : WA Ae it Pipe Systems and Fittings MPR ROTA Auxiliary Blower Hib 7O7 45GRouP 5! ITEM Kinds’ of Lubricating 0i1 OL Kinds of lubricating oil to be used for lubrication systems are shown in the following table. For the details of the standard properties, maintenance, etc. of each of the lubricating oils, refer to the respective item included in the remarks column. System where oil to be used Viscosity Remarks a Equivalent Lubricating oil to be used for yerieating ofl sae 30 marine internal combustion engine jubricating of (See 052-01} Lubricating oil to be used for Cylinde lubricating oi Eautvazent marine internal combustion engine 3 (See 053-01) Lubricating oil to be used for em yerene marine internal combustion engine Fuel injection pump) (See 052-01) lubricating oil ‘ Lubricating oil to be used for Libel eet ley oil Bouivarent marine internal combustion engine = (See 052-01) sovernor oi Equivalent | Governor oil SAE 20 30 Turbine oil No, 68, No. 83 Manual Lubricating oil to be used for a) cing of Equivalent marine internal combustion engine lubricating 01 a SAE 30 (See 052-01) SE ee Se |