aq WARTSILA RTA48T-B Operating Manual “Marine” Messel: Type: Engine No.: Book No. Wartatté Switzerland Lad Tel +4150.262 4922 PO Box 14 Fax 4415221249 17 (CH-8401 Wintertur ntpiwwnwarsla.com SwitzerlandGroup, For Particular Attention -0000-1/At v General ~ Foreword o010-1At Table of Contents (0020-1At = Aphabetica! Table of Contents 0080-1/At = Explanations onthe Use of the Operating Manual, Cros Section, Longtudinal Section... 0040-1/A1 ~ Bret Description ofthe Engine (0050-11 ~ Working Principle ofthe Two svoke Diesel Engine (0060-1/A1 ~ Inerolationship between Engine and Propeller ‘0070-11 = Engine Numbering and Designations 080-11 v — Preparations before a Stat after @ Shon Shut-down (One or More Days) ono-vat — Prepare the Fuel Sytem fot Operation o1z0-4iat J. Operation under Normal Conditions = Summary 0200-1/A1 = Safety Precautions and Warnings (General Information) 02t0-tiAt = Slow Turing (0200-4781 ~ Staring 0230-171 Norma! Running (0240-41 V_ Operating Data Sheet — Pressure and Temperature Ranges at Continuous Service Power MCR, 0250-/A1 — Atsms and Sateguarés at Continuous Service Power 0250-20A1 Y Operation ~ Manoeuering 0260-1/A1 Changing Over fra ese Ol a Hwy Fuel Oe Vie Vere 270-183, T_ Viscosity - Temperature Diagram = Typleal Values of Petroleum Fuel is 0270-21A1 Wars Suzan Li RTAAST-B /OM /1998Operation = Operation at Low Load 0280-1 Running on Overioad 0280-11 Y Shutting Down General 0310-1 ~ Measures to be Taken after Stopping 0320-41A1 'Y_ Special Operational Measures — Running-n of New Cylinder Liners and Piston Rings 410-11 = Indicator Diagrams 0420-11 ~ Indicator Diagrams MO Compliant 0420-1702 Measures against Fouling and Fires inthe Scavenge Air Spaces 0450-1/A1 ~ Instructons Concoming the Prevention of Crankease Exposions 460-171 V_ Operation under Abnormal Conditions ~ General information .500-1/84 Operation with an Injection Pump Cut Out 0510-471 ~ Operation with an Actuator Pump Cut Out (Exhaust Valve Drive) (0520-/a1 ~ Operation without Load-dependent Cynder Lubrication 0590-1/a1 ~ Operation without Crosshead Lubricating Ol Pump 0525-171 ~ Operation with Running Gear Partaly Totaly Removed 0540-11 ~ Operation wih Water Leakage into the Combustion Chamber 0545-1781 ~ Scavenge Air Cooler Out of Service / Fale of Aviary Blowers 0550-1/81 ~ Defective Engine Corral System 0s60-1/a1 ~ Dotoctve Governor Components 0570-1781 ~ Propeller Uncoupied (580-1/A1 ~ Turbocharger Out of Service ......... Turecharger VIR Type 0590-1/A1 ~ Turbocharger Out of Service “Turvecharger TPL Type 0590-1/02 'Y Special Measures before and after Operation — Preparations belore a Stat, after a Prolonged Shut-down Period or ater an Overhaul ..... 0610-1/At ~ Measures to be taken before Pung Out of Service for Extended Period (0620-4781 4.08 /OM/ RrAAsT-8 Was Stand LieOperating Media Diesel Engine Fuels Fuel Treatment, Fuel Oi System ‘Scavenge Air and Compreased At Lubricating Oils Coating Water Cooing Water Treatment Operating Troubles General : ‘Tovbles During Staring, Reversing and Stopping Iegulartles During Operation “Troubles and Damages wit Engine Parts o7o-yat 0720-1/a1, 0740-1101 0780-1181 0760-1/A1 (0800-1/A1 0810-1/A1 (0820-1/A1 0840-1/A1 RTAAST-B / OM / 1998ER ataccrs] Operation 0000-1/01 For Particular Attention “This mansalis put atthe disposal ofthe repent solely fr use in connection wth the coresponding ype of Suizer dese engine. Tthas always tobe treated as conintal “The intellectual propery regarding any and al of the contents ofthis manual, pariulay the copyright, mains with (Waris Switzeriand Lig. This document and pat Perea! mus not be reproduced ot copied without ther witten Permission, and the contents hereof mus not be imparted io td party nor be used for any unauthoraed purpose Botore the operator rion to use the engine ox before maintenance work ie undertaken, the Operating Istructons forthe Maintenance Manual respectively is tobe ead careful ‘To ensure the best etciency relabity ad ifeime ofthe engine ard ts components, only orignal spare parts should be used tis to be ensured as well that al equipment and tools fr maintenance aren good condhon. ‘Tho extent of any supplies and services le determined exclusively by the relevant supply contrac. ‘The data instructions and graphical ilusration et, inthis manual are based on drawings made by Warts ‘Switzerland Lid and correspond o the actual standard at te time of printing (year of printing is dicated on tile eae) “Those specications and recommendations ofthe classification societies which are essential forthe design have been considered therein. must be recognized that euch data, instructions and graphical iusrations may be eu Ject1o changes due to futher development, widened experience oF ary ater reason. ‘This mancal's primary intended for use by the engine opersing and maintenance personnel tis assumed that wil aways be at the csposal of such personnel fr the operation ofthe engines andor forthe requred maintenance ‘work. ‘This manual has been prepared on the assumption tat operation and mainnanee ofthe engines conceened wil always be carted out by personne having he special knowedge, traning and qualicatons needed to handle na \workman-ike manne diesel engines ofthe coresponding ize, the associated auxary equim, as well as fl and other operating media, ‘Therefore, generally applicable ues, which may also concern such ems as protection against danger, are spec: {ied tis manu in exceptional cases ory. It must be assume thatthe operating and maintenance personnel are ‘aia withthe rules concemed, ‘This manual has been prepared to the best knowledge and ability of its authors. However nether Warsi ‘Switzerland Lid nor thelr employees assume any liallty - under any logal aspect whatsoever - in connec: tion with tis manual, ts contents, or modifications to torn connection with is use, including possible negligence. Further, claims relating to any damage whatsoever or claims of other nature such as demands for adai- tonal spares supplies, service or others wil not be considered. Wartsilé Switzerland Lid Winterthur ‘Switzerland Wars Seton te 1908Operation 0010-1/A1 1. Summary ‘The documentation fortis desel engine type comprises the fallowing books and publications ~ Operating Manust ‘This contains information covering engine operation, the required operating media (oi, water ‘and fue), as well asa description ofthe functon of speci systems — Maintenance Manual ‘This contains, in adtion to the maintonance dagrams, information covering specie sman- ting and assembly work nacessary for engine maintenance. contains futhermoce a masses (weigh) ible of cortain individual parts, a clearance table, a list of rubber / O-rings, tightening values forimpodant screwed connections and. tools ist. = Code Book (spare parts catalogue) {nti book al pats are marked wih a code number by which they can be ordered rom Warsi ‘Switzeriand Lis or te engine supper. Such spare parts are to be ordered exclusively rom this book = Documentation for bought-out items ‘Separate publications are provided for those items onthe engine supple by ousige maniac: "ure, such as turbocharger, goveror, torsional vibration damper, eto. In moet cages thee can ‘also be used as spae parts catalogue = Records and drawings Wan the frst delivery ofthe documentation, the seting ables, shop tal documents and survey: (oF catfcates ofthe engine concerned as wel as eehematic dagrams are aiso supplied, 2. Structure of the manuals Generally the manuals have o be regarded as Basie Manuals 2. they describe particulary the standard engine ith all yinder numbers, steratve design exce.ons and special equipment ‘Asa ue, nthe case of aematve design executions the descriptions have been divided n separate groups and leary designated by the respective aterative names. This alows on one hand to que find with cetalnty the ‘respective passages, onthe cter hand allows the itr removal of shoes of not supplied atematves and speci ‘executons. Further insications canbe found under the section ‘Explanatan onthe Use ofthe Operating Manual group 0040-1 8, Repeat-order of technical documentation ‘Analogous with the continuing development ofthe angles th docimantntin e cominualy being brought up to Gate, Ths means thatinalaier ordered anual forthe sare engine, ox and designations may no longer cance every way. Independent ofthis, however, nprtat information and improvements are brought tothe customer's notice by the "Service Buse’ 30 that the relevant part of any development should aready be known, ‘When ordering documentation ata later stage for engines which have alteady been in operation since several years, the following detas are basialy required: Engin type, year of manufacture and engine manulaturer Name of motor ship or ste of installation Oylinser or engine number Special equipment Language of documentation (German or English) Kind o documentation (printed manuals or CO-ROM) arate 1s 403(ERE racer. Operation 0020-1/A1 Table of Contents Operating Descriptions Group 0 0000-1/a1 o010-1/a1 Subjects index ..... 0090-1/01 ‘Alphabetical Table of Contents Generat + 0040-1/81 Expianatons on the Use of he Operating Mandal Cross Section ‘Longitudinal Section Genera (0050-1/A1 Brit Descriaion of the Engine General. + 9060-1181 Working Pipe of tho Two-soke Desei Engine General. + 0070-11A1 Interrlaionstip between Engine and Propeler Gonerat. o080-1/a1 Engine Numboring and Designations Preparation before Taking into Service ono-4/at Preparations before a Sta atte a Shot Shut-down (One or More Days) Preparation before Taking into Service o120-1/a1 | Prepare the Fuel System for Operation (Operation under Normal Conditions .......e++--ssseeeessee i (0200-1/A1 Summary | Operation 210-4/A1 | Safety Precautions and Warnings (General Information) | ‘Operation under Normal Conditions . 0220-1/A1 Siow Turing | ‘Operation under Normal Conditions. 0230-1/A1 Starting ‘Operation . tessvaassneneessamwaregsceenenssesees coves O2AO-1iA4 Normal Running Operating Data Sheet ........ a 0250-1/A1 | Pressure and Temperatu Ranges at Continuous Service Power MCA ‘Operating Data Sheet 0250-2/A1 ‘Aas and Safeguards at Continucus Serie Power Operation 2s0-1/a1 Manoewring Operation .. 0270-¥/A1 ‘Changing Over rem Diesel Oi to Heavy Fuel Oi and Vice Versa ‘Viscosity - Temperature Diagram . “Typical Values of Petroleum Fuel Os | o270-2a1 Ws eta 1 4.030020-1/A1 Operation Table of Contents Operation . a 0280-1/a1 Operation at Low Load Operation 0290-1181 Running on Overload ‘Shutting Down os10-1/a1 Genera Shutting Down. 0820-1/41 Measures to be Taken afer Stopping ‘Special Operational Measures O11 FRunringtn of New Gylnder Liners and Pieton Ringe ‘Special Measures in Operation . 0420-4/01, Indicator Diagrame ‘Special Measures in Operation os 0920-1102 Indicator Diagrams IMO Compliant Special Measures in Operation «. 0850-1/A1, Measures agaist Fouling and Fires inthe Scavenge Ar Spaces Special Measures in Operation Instructions Concerning the Prevention of Crankcase Explosions Operation under Abnormal Conditions. {General Information 0860-1/01, 0500-1/a1, ‘Operation under Abnormal Conditions ‘Operation with an injection Pump Cut ut ‘Operation under Abnormal Conditions ‘Operation wih an Actuator Pump Gut Out (Exhaust Valve Drive) ‘Operation under Abnormal Conditions. - Operation without Load-dependentCyinder Lubrication Operation under Abnormal Conditions Operation without Cosshead Lubricating Ol Pump Operation under Abnormal Conditions (Operation wih Running Gear Partly or Totaly Removed ‘Operation under Abnormal Conditions 0sto-4/at + 0520-1/A1 0530-1/a1 0595-1/A1 0540-411 0545-101 ‘Operation with Wate Leakage ito the Combustion Chamber ‘Operation under Abnormal Conditions - = 0550-1104 Scavenge Ar Cooler Out of Service /Fllure of Auxiary Bowers ‘Operation under Abnormal Conditions 0560-1/A1, Defective Engine Control System ‘Operation under Abnormal Conditions Detectne Governor Components 0570-1/a1 ‘Operation under Abnormal Conditions... Propeller Uncoupled Operation under Abnormal Conditions. .......seeseece+ “Turbocharger Out of Service “Turbocharger VTR Type 0500-1/a1 0500-41 403 2 Wirt Sette LtRTAAST.S Operation 0020-1/A1 Table of Contents Operation under Abnormal Conditions .......se+s+see Turbocharger Out of Service Turbocharger TPL Type ‘Special Measures before and after Operation 0500-1/A2 o6t0-4/at Preparations belore a Sta ater a Prolonged Shut dow Period or ater an Overhaul ‘Special Measures betore and after Operation 0620-1/1 Measures io be taken belore Puting Out of Service fr Extended Period Operating Medi o710-4/an Diesel Engine Fuels Operating Media... 720-41 Fuel Treatment, Fuel Oil System Operating Media . o740-1/a1 ‘Scavenge ir and Compressed Ar Operating Media (0750-4/A1 Lutbricating Os ‘Operating Media . (0760-1/A1 Cooling Water Cooling Water Treatment Operating Troubles Gonecal Operating Troubles (0800-1/A1 + 0810-1/01 Troubles During Staring, Reversing an Stopping Operating Troubles . (0820-1781 Iregularies During Operation Operating Troubles .... o840-1/a1 ‘Troubles and Damages wih Engine Parts Bedplate and Tie Rod Group 1 Main Bearing -1192-1/01 ‘Thrust Bearing .. + 1203-1/01 ‘Te Rod « 1005-1/a1 Cylinder Liner and Cylinder Cover Group z Oylinder Liner... areatiat Lubricating Quills on Cylinder Liner 2196-1/A1 Piston Rod Gland 2300-1/A1 Injection Valve = PIRI Starting Valve... 2728-4104 Exhaust Valve with Valve Drive - BTSI-tIAN rat Suzan Lit 3 408,0020-1/A1 Operation ERE acre] ‘Table of Contents Crankshaft, Connecting Red and Piston Group 3 Ail Damper 3146-1181 Connecting Rod and Connecting Rod Bearing s03-4/a1 CCrosshead and Guide Shoe... 326-4781 Piston ... oe ceo 03-4781 Piston Cooling and Crosshead Lubrication 3608-1781 Engine Control, Camshaft and Control Elements Group 4 Engine Controt........ eee eee 4003-4781 Contr Diagram cose coosnseeee : Designation Description to Groups 4008-1, 4008-2 and 4003-3 Contro! Diagram 4003-2183 for Elecronic Spees Conta! System Control and Auxiliary Systems. = 400-9041 Detaled Control Diagrams with traces tothe Plat ‘Arrangement of Control Units Camshaft Drive Rovorsing Servomotor ........ Vibration Damper on Camshatt ‘Starting Air Distributor ‘Shut-off Valve for Starting Ale Reversing Valve - sonia 1031/01 203-1/01 - aS /At = 4903-1101 425-1101 - 4803-4101 4806-1181 4605-1181 - 4813-101 618-1101 4620-1181 ‘Control Air Supply - Valve Unit for Reversing interlock «. Cabinet by the Local Manoeuvring Pick-up for Speed Measurement... Pneumatic Logie Unit 000-1/04 ‘Local Manceuvring Stand 4809-1101 Governor, Injection Pump and Actuator Pump Group 5 ‘Speed Governor... an cose 5109-1/A3 ‘Speed Control Systm (Electronic) ‘ABB DEGO:!I with ASAC 200, ‘Speed Governor ....--- Seen eee 5109-1/08 Speed Control System (Electron) NORCONTROL DGS-8600e Speed Governor .....-- - fl 5105-1/A5 Speed Conrl System (ecto) 'NABCO MG-800 ‘Speed Governor ee 5103-1/A6 ‘Speed Control System (Electric) ‘STN ESG «0M 403 4 Wana Sutera otRTAAOT. Operation 0020-1/A1 Table of Contents Speed Governor ea 103-1107 Speed Contol Sytom (Beene) LYNGSOE EGS 2000 ‘Speed Governor eat 5109-1/08 ‘Speed Cont Sytem (Econ) ‘ABB DEGOT wih ASAC 200 ‘Saety Cut-out Device 907-1101 Injection Pump and Actuator Pump s5124/a1 Cutting Out and Cutting In of the Injection and Actuator Pumps. S512-2Ia1 Injection Pump Regulating Linkage with Electronic VIT / FOS . + 5800-181 ‘Scavenge Air System Group 6 ‘Scavenge Air Receiver. 6820-1/81 ‘Turbocharging - 6500-1/81 Cleaning tne Trbochagern Operation es10-1/a1 Turbocharger VTR Type Cleaning the Turbocharger in Operation 6510-1102 Turvocharger TPL Type ‘Auxiliary Blower and Switch Box 5451/81 ‘Scavenge Ait Cooler 6506-1101 Operating Instuctons and Clearing Cylinder Lubrication and Balancer Group 7 (Gylinder Lubrication < TRIBAt Instructions Concerning Messurement of the Cynder Lubricating Oi! Consumption... 7218-21 Balancer of 2nd Order Tria Piping Systems Group 8 Lubricating Oi! System s016-1/a1 ‘Turbocharger VTR Type Lubricating Ol System 016-412 “Turbocharger TPL Type Cooling Water Systom 8017-4181 Turbocharger VTR Type Cooling Water System -8017-1/02 Turbocharger TPL Type Starting Air Diagram . = BO1-4/A1 Fuol Ol! System so19-4/at Dralnage System and Wath-waterPping Sytem - = BSAS-4/AS Ware Sauter it 5 4.03 | | |oxzo-vat ort Table of Contents Engine Monitoring Group 9 Pressure Gauge Board - 9215-4/a1 Load indication 9200-1101 Load Indicator Transmitter Pressure Switches and Pressure Transmitter - 9256-1/81 Oi Mist Detector . 93144iat 403 ee Wats Soar it(QE racer Operation (0030-1/A1 ‘Subjects index Alphabetical Table of Contents a: [ABB DEGO i wth ASAC 200, speed control system 5109-1783, ‘ABB DEGO-!I with ASAC 200, speed contol system 5103-1108 ‘Abnormal operating conetion (0500-4181, Accumulator of eyinder rication 2136-1181 ‘Actuator pump, cuting out of 5512-2/A1 ‘Actuator pump, exhaust valve 5512-1/A1 ‘Ar flaps in tho scavenge air rceiver 6420-1/a1 ‘Alaims and safeguards at continuous service power 0250-2/a1 Arrangement of contol units aoee-viat ‘usar blower and switeh box 6545-1/81 Ausiary blower, failure of 0550-1/83, ‘rea damper 3146-1/81 ‘Aula systems, 4003-9183 7 Brot description ofthe engine 0050-1781 Balancer of 2nd order Tre2-Iat c Cabinet by the local manoeuvring stand 4918-1/A1 Camshat drive 4109-1181 ‘Changoover, diesel ol heavy fel i operation 270-1184, ‘Checking engine contol 4009-1784 ‘Gearing the cooting system 0760-1184, ‘Cleaning the scavenge air cooler in operation 6606-1144, Cleaning exraust gas turbocharger in operation Turbocharger VTR type 6510-1141 Cleaning exhaust gas turbocharger in operation Turpocharger TPL ype 510-1/42, Compressed air, staring ar, contol air o740-41A1 Control and auxlary systems DENIS-6 4003-/A1 Conta a supply 4605-1/A1 Control dagram, schematic engine controls 4003-2/A0, 4003-2183 CConto! unis, arrangement : a04e-t/at ‘Connecting rod, connecting rod baring 3003-1/A1 Cooling water system “Turbocharger VTR type 8ot7-1/at Cooling water system ‘Turbocharger TPL type Bot7-1ia2 Coating water reatment o760-1/a1 CCrankcase explosions, prevention of. 0460-1/a1 Crosshead and guide shoe 3326-1/A1 CCrossnead ubricating cl pump, operation without. 0535-1/a1 CCutng of and cuting in of the injection and actuator pumps. 5512-21A1 yin ner : 2iee-vat (yinder ner, running of new 0t0-1/at Cinder lubceation rate-4/a1 (finer lubrication, fallure of oad-dependent. 0530-1/A1 (yin beating ol consumption, Instuetons. i 7a18-2IAt Wnt Setzer Lis 1 4030030-1/A1 Operation Alphabetical Table of Contents b: Damage to engine parts Detective engine control system Detective governor components Detaled contol diagrams with interfaces to the plant Determination ofthe yin lubricating oll consumption Drainage system and wah-waler piping system & Elocticl balancer (ELBA) athe free end Emergency lubrication for cyinder lubrication Emergency operation, general Engine, bret description of Engine coir! Engine conto agra Engine control detective Engine numbering and designation Exhaust valve with valve crive ‘Explanations on the use ofthe Operating Manual F Fealure of ausiary blower Finging group and sheet sumbers Fes in scavenge air spaces, prevention of. Foreword For partoutar attention Fos Fue irulatng system on the engine Fuel oll system Fuca for dese engine Fuel eystom, readying of Fuel reatment 7 ‘Genera indleations for operation Governor components detective Guide shoe on crosshead Heavy tel ol, quay requirements Heavy tut of, weatment 403 2 0840-1101 0560-1/81 0570-1184 4003-5181 7218-21 8345-1/A1 TRIN 7e18-1/A1 0500-1/A1 0050-1/81 4003-1/a1, 4003-2183 0560-1183 (080-11 Brian (0040-1/A1 (0550-11 (0040-11 (0450-1/a1 010-1ia1 0720-1/A1 e01e-vat o710-vat 0120-1/A1 0720-1/a1 c2t0-vat 0570-171 3326-1/A1 710-181 0720-471 sat SataEn ar) mtn Alphabetical Table of Contents ' Indicator diagrams Indicator diagrams IMO Compliant Injecton pump | Injection pur, cuting out and in Injection pump regulating Iinkage with electron VITIFOS Injection valve and fue ol cculation Interfaces tothe plant, . contol diagrams. Ineructons conceming measurement of the cinder Nbeang ol consumpton Integrated aval damper Integrated balancer inthe camshaft gear drive Intereationehip between engine and propeler Ineguarties during operation L Leakage and wash:water ping system LINGSOE EGS 2000, spood contol systom Load-tependent cylinder usvicaton, tae ot. Lad indicator transmiter Local manaeuvtng tand Lubricating ots Lubricating o system “Turbocharger VIR ype Lubricating ol system ‘ sos Turbocharger TPL type Lbricating quis Lubrication of eyinderiner m: Main bearing Manoewving ‘Measures tobe taken before puting cut of service fr extended period “Measures for prevention at fire inthe scavenge air spaces ‘Measures for prevention of crankase expiosions Moaotroto be taken ater shutting don Measure to be taken before starting Ne NABCO MG-800, speed contol system NORCONTROL DGS 8800c, speed canto system Normal operation 5 il mist eetector. ‘Operating datasheet, alarms and safeguards (Operating data shoot, pressure and temperature ranges Operating medium, ai (Operating medium, water Wal Size Lid 3 0030-1/01 0420-1101 0420-1102, S512-4/A1 5512-2181, 15603-1744 2re2-1Imi 003-3/at 7218-2181, 3146-1/81 Tr2-I84 0070-1181 0820-1184 385-1101 5103-1/A7 (0580-1/A1 280-1/A1 4900-1/A1 0750-1181 0161/81 2016-1182 2196-1181 re18-11a1 1132-1 (0280-1/A4, 620-1/A1 0450-1/a1 0460-1/a1 320-1/A1 on10-1/at 5103-1785 5109-4186 0240-4/A1 stata 0250-2141, + 0250-1 O740-11A1 0760-1/A1 409mova omni EE ria Alphabetical Table of Contents ‘Operating the now engine ater the ship has been handed! over ost0-tia1 ‘Operating roubles, general 0600-1/a1 Operating with defoctve tbecharger ....... “Turbocharger VTR type 0590-11 Operating with detective turbocharger Turbocharger TPL ype. 0590-1142 Operation at ow foas 0280-11 Operation at overioad 0290-1/A1 Operation under normal conditions, genealnformation o2t0-vat (Operation under normal conditions, summary 200-1/A1 ‘Operation interruption, measures before extended standsit 0620-11 ‘Operation under abnormal condions, general information 500-11 ‘Operation under breakdown conditions (0500-1/A1 to 0590-1/A1 ‘Operation with an injction pump eu ut 05to-1iAt Operation with a running gear removed 0540-1 (Operation with an actuator pump cutout 0520-1/A1 Operation with scavenge air cooler out of service 0550-1/A1 Operation witn propel uncoupled 580-1/A1 (Operation with water leakage into the combustion chamber 0545-1 Operation without crosshead lubricating ol pump 0535-11 (Operation without oad-copendent elindor lubrication 0530-1 Particular attention, for yout. . 0000-1/A1 Pick-up fr speed measuroment 4628-41 Piping systems Groups Piston, working 9409-1181 Piston and piston rings, running of cylinder liner : 04)0-11A1 Preton cooling and crosshead lubrication + 3608-1141 Piston rod gland 2303-11 Phoumati ogc unit 4600-1/A1 Precautionary measures for operation 210-411 Preparations before starting ater a short shut-down ; ono-yat Preparations before stating, ater a prolonged shutdown pesad rater an overhaul (610-11 Pressure and temperature ranges (0280-11 Pressure gauge panel : S215-HAt Pressure switch and pressure ansmitor 9258-1/A1 Prevention of fires inthe scavenge at spaces (0450-181 Prevention of crankcase explosions (460-11 Propo curve : (0070-11 Propolle uncoupled (0580-11 a: (ualty roquremonts for heavy flo o710-vAt 4.03 4 Wrst Sze isRTAAST. ‘Alphabetical Table of Contents R loading tel system Readying for operation Reversing Reversing, operating trouble when. Reversing servorotor Reversing contol valve Folation cretion safeguard with valve group Running gear, operation with removed. Running-in of new cyinder ne, piston and piston rings & Safety cutout device Satoty measures and wamings (general intrmator) ‘Seavenge ar ‘Scavenge ar cooler ‘Scavenge air cooler out of service, falure of auxlary blower Scavongo air ceiver Shuting down, goneral ‘Shuting down, measure to be takon aftr the Shuting down, roubles when, ‘Shutof valve for staring air Slow turing ‘Speed contol system, ABB DEGO-I with ASAC 200 ‘Speed contol system, ABB DEGOUI with ASAC 200, ‘Speed contol system, LYNGSOE EGS 2000 ....... ‘Speed contol system, NORCONTROL DGS-88002 ‘Speed contol system, NABCO MG-800 ‘Speed control system, STN ESG 40M Speed measurement, pick-up for. Staring Stating air systom, schematic diagram Staring ar distributor Staring vale Systems, piping r “Table of contents “Thrust bearing Te rod een Troubles, during operation Troubles when starting, reversing, shutting down . Troubles with engine parts (damage) as Sze Us 5 (0030-1/A1 120-471 0110-1/A1, 0120-1/81 0260-1104, o8to-1ia1 4203-4104 4503-4) 4508-1141 0s40-1/A1 osto-tiat 5307-1141, o210-1/a1 0740-11A1 (6006-1/a1 0550-1/a1 6420-1/81, 0310-1/a1 (0320-1/A1 08 10-1/a1 4805-1181 0220-1/A1 5109-1182 5109-1/A8 5109-1187 5103-1184 5103-1185 5103-1186 4628-1181 s018-1/A1 48309-1181, 2726-1181, Geoups 020-1181 1208-1781 1900-1/a1 0820-1781 0810-1181 (0840-471 403(0030-101 Operation Aphabetical Table of Contents Turbocharger, caning n eerie ot. Turbocharger, cleaning in serie ot “Turbocharger out of serve. “Turbocharger out of service “Turpocharger surging “Turbocharging v ave dive ‘Valve group in preumatie loge unit ‘Valve unt fr reversing interlock \ibrtion damper on camshaft Viscosity temperature dlagram ‘Vit ard FOS. we Warnings and saety measures (general Wish water piping system Water, operating medium. iorking principle of two stoke dese! engine 403 ee EEE eraser] ‘Turbocharger VTR type “Turbocharger TPL type ‘Turbocharger VR type “Turbocharger TPL ype 6510-1 2510-702, 580-11 0580-102 820-11 8500-4) 2751-1/A1 4800-1/A1 4813-1/A1 4215-4/At 0270-21a1 5803-1/A1 oz1-1iat 8345-t/A1 0760-11 0060-1741ners Operation 0040-1/A1 General Explanations on the Use of the Operating Manual Contents ‘The Operating Manus, called Operation or shot, mainly contains descretions and indications onthe servicing of the engine in operation, the required operating meek ol, Water, ar, fue) as well as explanations of Ue uncon of ‘pectic components ana systems, ‘The instructions on maintenance and overhauls are found ina separate book, the Maintenance Manual ‘Structure and utization ‘The incviual groups with thor iustration part are extensively divided indesign groups. In order to have group descriptions universally usable Le. a module structure possible, the numbering has been arranged in accordance wit two pains of view. 1) By one permanent group number plus a subdivision number: eg. 0040-1 {inthis way cross-indexes (ee group .... are neta within the description, 2) After the oblique with a variable designation: es, “It ‘certain design execution ané the attached number of an alternative is assigned to the iter, ‘Simuitaneously such groups are clearly marked by a short valant designation arranged opposite the tie ‘The numbering for the pages is inthe mide ofthe fot ofthe page, whereby the last page marks the end ofthe ‘'0Up description and page number respectively by a conclusion mark (#) Remarks refer tothe complete group (see group ....—.) within the texts, and not ta individual pages. Every page is provided witha footnote wit the year of issue arte last modification (month + yea) as wel as with additonal remark. ‘Where to find what When looking for group deseitons consul fist of al the table of contents group 0020-1. Th subject index group (0030-1 also very usetl inthe cross section and longtusinal section ilustaons, important components have been marked withthe group ‘number were they can quick be found with ther descripton. The sactons furter provide a general view ofthe Gesign of the engine, which, depending on spectic exocutione, may afer sight (Cross section and iongituzinal section see pages 2 and 3. Ware owes 1 1998| 0040-1/A1 Gross Section Wna ereand 19980040-1/A1 Operation Longitudinal Section 3403-4 4925-1 184 003-4 ‘3326-4 4 3146-1 25-4 4 2196-1 109-1 ace 605-1 009-1 4630-4 41034 924 1205-4 1908 Wants Sutton as(EE racer Operation 0050-1/A1 General Biot Description ofthe Engine ‘The RTA engines a single acing two-stroke diesel engine of crozshead design wth exhaust gas turbocharging and unifow scavenging For diect couple propaler dive its reversibe. “Te rods bine the becplate, columns and cylinder bock together. Crankcase and cylinder back are soparated rom each ather by partion which incorprates the sealing gland boxes forthe piston rode. ‘The exhaust gases fow rom the cyindors trough the exhaust valves into an exhaust gas marifld. “The exhaust gas turbochargors work on the constant pressure charging prinaple, ‘The exhaust valves are opened hyeraulialy and closed preumatcaly “The scavenge air deivered bythe turbochargers fw though air coolers and water separators ito the sx reelver. Itentrs the cyinders va valve groups trough the scavenge por when the pistons are neatly a thew BOC. ‘A ow fads independent driven auxary blowers supply addtional arto the avenging ai space. “The cyinders and cylinder covers are fresh water cooled For cooing the charge aia single-stage scavenge air cooler is used. ‘As aruletwo systems are possible: ~The conventonal sea water cooling (ec) oF =the central fresh water cooing, “The pistons are cooled by bearing ol Lubricating ol, cooing wat, ue fed and booster installation (ancilary systems) pumps as wel as ai compressors are pars ofthe engine room ‘The thrust bearing and tung gar are situated atthe engine ving end, “The camshaft is driven by gear wheats from te erankshat ‘The engine is started by compressed ar entering 9 into the cyinders via starting valves, controlled by a starting ait disrbuter. ‘The engin contol is devsed in such a way thal remote canta of eacommended manactuere which correspond to our speeticatons can be bull on, Because the locations of interfaces are exact deine In case of ature of the emote contl the engine canbe certrled wit emergency contol om the local mangeuv- ring stan anata Sma te 1998ED rer) orm oats enw (See schematic ciagram of turbecharging group 6500-1) First Stroke (Compression) Piston in BDC (Bottom Desc Cente), scavenge pots and exhaust valve open, Scavenge ai ows ino the cylinder {and presses the exhaust gases through the exhaust vale ino the exhaust gas manold and rom there tothe utbo- charger Piston moves upwarde: Point ES: ‘Scavenge ports are boing closed by the piston. Point as: ‘Exhaust valve shuts, compression begins. ‘Second Stroke (ignition - Combustion - Expansion — Exhaustion ~ Scavenging) st belore the TDC (Top Dead Gente) felis injected into the cylinder. The fel ignites inthe compressed, heated ‘air = igntton. Wt igrton combustion begins ‘The gases expand and press the piston downwards (working stoke) Point AO: ‘The exhaust valve opens, exhaust gases fow out ofthe cylinder into the exhaust gas manifold ‘adam thereto the turbocharger Point £0: ‘Scavenge ports are boing uncovered by the downward moving piston, scavenge air ows into the oyinder and presses the exhaust gases out through the exraust valve nt the exhaust gas ‘manifold and rom ther tothe turbocharger ES EO Bo arses Szeto ts te 1998Operation (0070-1/A1 General Intertelationship between Engine and Propeller 1. General ‘There's a detined retatonship between the propeller speed and the absorbed power i ships equipped wih fixed pitch propels, Wath a gven propels tis relationship mainly depends on its rotational speod ‘The folowing frida provides us wt an approximation whic s adequate forthe general conelderation of cover tonal vose: Py pm? =” (3) te graph ical the roplr characteristic. tan engine I in good conation and propery supplied with at (.. turbochargers) n good order and th ai anc ‘exausilnes have low addonal resistance) and the effective stokes of the fuel pump plungers are properly ac usted {see valve sting table), the mean etloctve pressure developed under service condition according to the ‘specie reading ofthe load indicator coresponds approximately with the mean elective pressure established for ‘his particular postion on th tet bed In the diagram, te propetie characteristic ine trough the pont of OMCR (Contract Maximum Continuous Rating), ‘Le. nominal power at nominal engine speed (100% power al 100% engine speed) i aled the nominal propeller. characteris. Engines which are tobe employed forthe propulsion of vessels wth fed propels are loaded on the testbed according to ths propel characteristic. Hever, the power requirement of anew ship wih a smooth ‘and clean hul shouldbe less and corespond tothe range D. Wit increasing resistance, changes in wake fow contions, due to marine growth and ageing ofthe vesset hull, 2 ‘ough or mechanically éamaged propel, unfavourable coa and woathor condone or operation in shasow water, ‘he proper wil require a higher torque to maintain ts speed than I id atthe tie of sea tal. The mean effective pressure ofthe engine (and thus the postion of the load inicatr) wil increase accordingly In such a case, the ‘peratrig point wil hen be located tothe let of he rignal proper uve which was estabiched dung sea tale. Although leaning and re-pantng wil help to roduc the increased resistance ofthe ship's hull, the orginal cond ‘on can no longer be atained. ‘Whereas the thermal loading of an engine depends ciety on the mean flactve pressure, te postion of he ope: sting point also important te farther lf tis etuated rom the propeller curve inte dagram (page 2), the poorer the air supp othe engine and the more unfavourable the engine's operating conctons will become. In order to atan optimum working contons, the operating pont of the engine for continuous service shoul iin ‘ange Aon the right side of the nominal propeller character Romaris: MCR = Contract Maximum Continuous Rating e Power a = speed mep = —_-moaneectve pressure Wansta sized 1 4030070-1/A1 Operation Interelationship between Engine and Propeller 2. Fixed Pitch Propeller (FPP) omer eoMcA} 129) 0: 100: %0 ENGINE POWER. oo % m 7% 8 8 5 t00 110 ENGINE SPEED cmon} 2.4 Losd ranges Range A: The potion onthe right ofthe nominal propeller characters isthe eenvoe range witout contin: ‘us operating festictions related to the selected CMR poi. The porion onthe if of te nominal propel charactor isto service range fr transient oper- ‘ing eanctons (aceleraton) anc shouldbe avoided far continuous operation. Range A: Maximum permissible engine power 40% CMCR trom approx. 50% up (0 67% of CMCR speed. ‘Service range wth operational time imi, follows characterise: P = n 245 “This characteristic ongnates ftom the reference post 95% CMCR power and 95% CMCR spead \Witnonger operating time inthis range, thermal oveticading and possible resuting engine dam ‘age may be expected Range C: Service range wth overspeed of 108 to 108% of CMC speed, only permissible dung ee trai to ‘demonstra te CMCR power Io presence of authorized repreeenatives of engine bulée” HoW. lever, the spect torsional bration mts must nat be exceeded Range: Recommended layout range for xed pitch propel, vali or the maximum draught, lean hull ‘under convactal weather and sea concitons. Range E: Overioad range permissible only for maximum one hour during seals in presence of authorized representatives of engine bulder 4.03 2 ste StaeraisERED racers | Interrelationship between Engine and Propellr 3. Controllable Pitch Propeller (CPP) aa Engine power [% Rx ‘OMA (ro) 110 100. 0. 80 7% Cy 50. F 32 8 80 100 Engine spoed [eR Prohibited ‘Area within which ‘operation area {the engine with CPP ‘shoud be operated rat Sutera is Operation 0070-1/a1 Load ranges. Aor stating, the engine i operated at an isle ‘p0ed of up t 70% ofthe ated engine speed wth 2210 pitch. Fom idle runing the pitch isto be i ‘ceased with constant engine speed upto at east point te intereecton wit te ine (@) ~ Line @)is the lower fad lit between 70 and 100 % speed, with sucha pitch postion that at 100 % spd a minimum power of 37 ss reached, pon Its defined by te same equation shown on page 1 ~ Nong tine © the power nerease from 37 % power {paint F 10 100% power (CMC) at 100% speed s the constant speed mode for shat generator opera ton, covering eee sea load wih constant re. uoney. ~ Une is the upper loa limit and corresponds to the admissbie torque it. ~ The. formedbetween 70 and 100% speed and between ines 6) and @) represents he area with inwnich the engine wth CPP has to be operated Line © represents atypical combinator curve fr vac able sped mace ‘Tpereore, manoeusig at nominal speed with low oF 207 pic's not alowed. Tus stations wh main on Sine-drven generators mist Be equipped with fe {quency converter when elect power i tobe provided {6.9 trusts) at constant requeney during manoe ‘ving, tena, power rom ascary engines may be {sed for this purpose For test purposes the engine may be unstated speed {and iow oad during a ono-ime period of 15 minutes on testbed (eg. NO, measurements) and 30 minutes du Ing dock tals (¢g. shat generator adjustment nthe presence of authorized representatives of the engine Buider Further requests must be agreed by WCH Control system ‘The OPP contol functions are normally integrated nto the engine conto system ard icuse the folowing tune: Combinator mode 1: ‘Combinstor mode for operation winout shat generator. ‘Any combnator curve ineuding a sutale ight running ‘margin may bo set wahin te permissbe operating area, ‘yplcly ine) 3 4030070-1/81 Operation Interretaionship between Engine and Propeller Combinator mode 2: (ptonal mode used in connection wth shaf generators. Dung manoeuvring, the combinstor curve lows line ©. Aisea ho engine i porated betwoen point F and 100 % power fine @) al cnstat speed For manual andor emergency operation, separate setpints for speed and pitch are usually prove. {An alarm is also normaly provided in elther the main engine safety system or the vessels alam and monitoring system when the engine is operated fr more than 3 minutes in the proiited operaton area. Is the engine operated {ox more that S minutes nthe prohibited operation area, the engine speed must be reduced to ice speed (DalOw 70% speed) 4.08 ae Was SrizeantRTAAST-B Operation 0080-1/A1 General Engine Numbering and Designations — Fisting Driving End Free End Fuel Site Exhaust Sale| i 1 Aatocse Rotation ESE / — Clckwise Rtaton Want suoerang id teoman ono-as Preparation before Taking into Service Preparations before a Start after a Short Shut-down (One or More Days) ‘The checks and procedures mentonod below must be carried out before stating the engine. For these ts assumed ‘hat all components on which overhaul werk was cates out have previously been correcty re-asbembled ad filed ‘and checked as tothe pele function, Iti further required that al devices and tols which were used have been removed ftom the engine and that no ‘leaning rag or other items have been left behind ‘Another contin isha! te sating othe injection pumps and the gaveor as wl as the connection ofthe actuator ‘with te regulating srkage i inorder. ‘Attention | Up point 17 the shutoff valve for staring ar 2.03 remains in pstion CLOSED (closed by hand), the venting vale 22, and the venting valve 2.27 inthe staring attributor main must be open (see group 4003-2), 1. Chookthe ud eves of the tanks inthe eng systems nctudng the leakage drain tanks) 2 Check hat al the shut forthe engine cooing water and hkviating ol ystoms are nthe correct pesiton. Open tea suply othe shipboard system and fromthe staring a botles 201 to he controlar supply 4 Probeating of he lubricating oo about 35 °C (vi separating Creu a heating nol erin tank) 5, Prebeaing of he cyinder coking water to 60 °C. ©, Getthe tue! system ready (0 group 0120-1) 7. Startup the pumps for cyinder cooing water, bearing and crosshead lubveatng ol and set the pressures to ‘heir normal values (see group 0250-1) 8. Check to ensure that al systoms are corecty vented, 8. Open each yinder covers indicator valve. With he aid ofthe tuning gea, turn the engine through at last one {ull revoluton to check that al he running gears ae in ode. Nether water, ol no uo may’ spray Out ot te inccator valves #80, depending on the liquid, chock eylncer ner, cyinder caver, piston oF injection valves Wit this the eyiner lubrication (pushbutton for PRE and POST LUBRICATION an the contol oom desk) ‘must be switched on. A swrch-on impulse brings about a pre-ubicalion duration of about 10 mntos and cr ‘responds approximately fo one revolution ofthe eankh 10, Shutindeator valves, 11. Check to encure that athe crankcase doors are che wit le ates, 12, Chock o ensure tat cuting ou devices fr alte injection pumps are positioned so tha they are al cut in (note group 8512-2) 18. Chock to ensure tha the exhaust valve actustor pumps are ready for operation, 2 cuting-out device (too! {94430} removed and the respective cover is fitted again (see groupe 0520-1 and Ss12~2}, 14. Check that he inocton pump regulating inkage moves fey ‘Notch out the fue! lever atthe auxiiary manoewing stand ram the poston REMOTE CONTROL and notch it into the regulating inkago lever. Loosen the fuel Iver lock, pul he han grip up and move te fl lever back wards and forwards within the range 0! 1010. ‘After carving out this check, noch n an put tefl ever back ote postion REMOTE CONTROL and lock it by tghtoning the wing nuts ofthe hand whee, ara Satan is 1 409o110-/A1 Operation Proparations before a Stat after a Short Shut-down (One or More Days) 15, Cheok the pressure in the stating air botles and open their drains unl any condensate has been drained. 416. Open the drain and test valve 2.06 unt no mere water comes cut, then close it 17. Close venting valves 2.21 and 2.27 and open the main shut-off valves onthe starting a botes 9.01, 18, Bring the shutof valve fr staring ar 203 to postin AUTOMATIC. The pressure gauges onthe Instrument ‘panel must now show staring a and control ai pressure ‘Aprescure must also be indicated on the pressure gauges forthe contol air supply when the shut-off cocks are ‘opened at connectons At and A2 (see group 4605-1). (Required pressures see group 0250-1). The diferent cereus ae: ‘Ne epting air Control ae Safety contol air onthe pressure ducing valve 19HA, 19. Sot the switch onthe control panel for the ausiiary blower to AUTOMATIC. 20. Bring the safety cut-out to operating position. Le. the safety cut-out dovce isnot energized 21. ress the EMERGENCY STOP bution onthe control panel and cbserve ifthe salty cutout onthe ition ‘pumps reacts, Le ther suction valves are ited. Ate ths check, press he EMERGENCY STOP FESET but fon 22, Disengage the tuning gear and secur the lover. 23, Open the tst valve 2.06 ofthe shut valve fr starting a 2.08 fra shot ime and sten ithe valve opens (canbe heard distinc). Close the tet valve again 24. Check hydraulic system of exhaust vale dive fr tghness. Carefully remove the screw plug 34 (8 remark in (10up 5812-1 and Fig.) inorder to check possibe ol leakage athe actustor pur. 25. Depending from where the engine wl be started (ether te bridge, the contol rom o the loca manoeuvring ‘stand, the levers onthe local manoeuvring stand must be putinta the corect postion andthe corresponding change-over buttons ofthe remote contol must be actvated 26. Check again to ensure that no personnel are near the tywheel 27. Info reasiness tothe bridge (see group 0120-1). 403 ae Wana Satz itERE aracr-s| Operation 0120-1/A1 Preparation before Taking into Service Prepare the Fuel System for Operation For diest oll operation (soe group 0720-1) Set the three-way vv 21 inthe suction ne ofthe low pressure feed pump 23 so tha! deseo fows rom the day {tank tothe pump 23 and tothe moxing unk 24 Star up pumps 29 and 25. (Check a ll the injection pumps thatthe shut-off valves in the delivery and return pipes are open and secured ‘against he seat in their end positon rain day tanks and ming unt, ‘So pressue in fuel ol system using pressure regulating vale 3. When runing wth deseo (and low uel temper ‘Sture) a sight overpressure is sufcient Ila a change-over to heavy fuel cli required, dct setting of normal pressures recommended, ‘Set uel ol pressure at injection pump inet using pressure retaining valve Sta (pressure diference beforeator pressure retaning valve soe group 0250-1) For heavy fuel oll operation (eee group 0720-1) “Turn on the heating forthe heavy fue! ol daly tank 2, mixing unit 24, endear 26, far 27 and the fuel piping, Set tne three-way valve 21 inthe suction ine ofthe low pressure feed pump 23 so that heavy fuel ows fom the aly tank 2 to Me pump 23 and to the mixing unit 24 Check a ll the injection pumps thatthe shut-off valves inthe delivery and retun pipes are open and secured ‘agains! the seat inthe end postion. Drain seting, daly tanks and mixing un, ‘Start up pumps 28 ane 26, Heat up the heavy fut ol Ths is necessary to bring to the required viscosity (see group 0270-1 and 0720-1). ‘Set pressure in fel ol system using pressure regulating vate 31 Set fut ol pressure at injection pump inlet using pressure retaining valve 31a (pressure aiference beforelater presse retaining vave, see group 0250-1) ‘The ful ol system isnot ready for servis unl the heavy tel ol befor the injecton pumps has reached the {ured emporature (208 group G270-2} read of on thermometer T The engine may no be started on heavy fie ol before tis! Priming the fuel system on the engine (ses group 0720-1 lems in parentheses and 2722-1) Priming the ue system on the engine is net necessary the whole system has been filed up othe high pessure ‘ue! piping 10a between injection pump and ful at uur 11 has bow dralned on @ cyl. Remark | Due sirinthe HP tue plpework itis possible that Several engine stars are necessary before the engine turns normally Fuel ows through the inection pumps when the booster pump (25) i in operation. LP pipes 10a are automaticaly primed when string the engine, ai wc Lit te 1998BEE er) Openton o200-vas ‘Operation under Normal Conditions ‘Summary “The following groups concem operation of the engine under normal conditions. By this we understand tha, eg, al tyfiners are working. During manoeuvring, however, nt only isthe usualy normal corvl of the engine from the control reom (or bridge) mentioned, but alsa the possibly of operation from the local manoeuvring stand, For operation under abnormal conditions, see group 0500-1 ‘Operation nthe folowing sno conceens the complete operation ofthe engine rom the fist start at casting off unt the final manoeuvre when ying up. “The engin fs designed and so equipped that it can also run pler-to-pler on heavy fue le. without having to change over to aesel ot Fue! also circulates through the injection pumps when the engine is at a stands a long asthe booster pump is running Precondtons are atthe instalation tool ag out osu, the heavy uel ol has been correct treated and its pt at the correct temperature ding the whole prod in sence, incuding manoecwing and "Stand-by" Ths requires energy. Weta Saas is te 1998ER ars] Operation 0210-1/A1 Operation Safety Precautions and Warnings (General Information) General remark ‘A.well maintained engine i @ pre-requisite fra voublttee and sae operation. Thebelow mentioned points should always be a guide tothe maintenance staf lamination ‘Besides a permanent good iluminaion hand lamps shouldbe ready at han in varlous locations ofthe engine room. Cleantiness ‘Tho engine room as wel asthe engine itself shoud always be kept as clean ae possible, Any leakages should be atte to as soon 2s possible. Dust, sand and chemical vapore must be prevents ram entering the engine room. Warning Opening valves and other shutot devices may allow hot ids or gases to escape. ‘Therefore open slowly and watch in which decton te mechum escapes ‘Avoid injury |Wen removing valves trom te cylinder cover, avoid that oor ues kip onto the ho piston which ould cause an explosion. When sisassemblng parts ofthe engine without sutabie to's andlor the requied care, prestressed {springs can expand suddenly and cause inury. Pay attersion to the maintenance inetuctons of the coresponding pats Fire ‘Special attention has o be paid tothe rules of firefighting. \Wiieing work and aches which cause sparks must nat be cared outin the engine room belore ensuring that 90 ‘explosive gases, vapors or ifamable fds are presnt. spark generating work must be perormed inthe engine 20m make sure that fre extinguishing equipment is ready at hard to ght a fee localy. Components such as ‘exhaust turbocharger silencers must be proteced by stable covering, When casings and covers are removed. belore the engine has cooled down, the reko fre or explosions is increased. Thoretore keep the engine osed unt thas eooled down, Care must also be taken when pains or easly inlammabie solvents are used in the engine room. ‘ulation material saturated wit olor uo (due to leakages) leo easly igited and must therefore be replaced, Gieaniness inthe whole engine room, also below the for plates reduce the possibly offre andthe risk ots spreading. For your personal safety make absolutely sure that in case of afr alarm no fre extinguishing gases can be ‘automaticaly released when people are inthe engine room. Emergency escapes are tobe marked and person ‘els tobe instructed of wil todo int case offre, Tools Hand tos shuld be placed at easy accessible lecaione and dearly arranged. Special tools and devices shal be ‘laced inthe engine room inthe vient of ther usual appeation in sucha way tha they ean be usod witout hin srances |m marine instalations they must be fastened and protected against ust ‘Spare parts Large spares are tobe stored as near as possible to ter probable place of iting, wel braced and secured and within the reach ofthe engine room crane. Al the spare parts must be wel protected against corrosion, but wih @ ‘compound requiring ite effort for removal. Toy must also be protected against mechanical damage. ‘Spare pars removed from the store must be replaced as soon as possible. ‘Opening the crankcase doors lithe engine has tobe shutdown due to suspected overheatod parts of the running gear or bearings, atleast 20 ‘minutes must elapse before te crankcase doors are unfastned and removed order i reduce the dager of en ‘exposion inst Sized 1 1998o2t0-1/A1 Operation Safety Precautions and Warnings (General Information) ‘Temperature sensing |When commissioning an engine ater an overhaul o ts running gear a check must be made to ndout whether any ‘areas are heating abnormal. Ths check shouldbe made afer 10 minutes operation and repeater about 1 hour Following this, the checking should again be made afer a shor ful oad run “Attention | Danger of burning! Won tying to touch the hot pat ts necessary to pay attention to avoid njny Entering the crankcase, cylinder, exhaust piping or scavenge air receiver Before entering the spaces ofthe above tems make sure tha: 1. the starting aio the engin is blocked of and the venting valves 221 and 227 (ee group 4008-2) are open. 2. theturning goaris engaged (00 also Maintenance Manual group 0011-1) “tention ] Onships, please consider that water curens induced by othe ships ean cause the propel and he engine wih ft rotate. By engaging the tuning Gea this rotaion can be avoided, Entering the engine ater the use of COz ‘Where CO has been used io smother fre within the engine, the relevant spaces must be thorough venlated before entring (sk of sutfocation). Closing up of crankcase doors ‘Tne engine may nat be put ino sevice unt ll he crankcase doors are closed by al the locking latches. This ‘also applies even only short run to be made, e.g. unning in replaced bearings, ee ‘Turing gear |When using the turing gear, the eylinder cover indcator valves need not be open thea spring system is not under pressure. I pecs, the hibreating ol pump shoud also be runing. However, tool pressure cannot tly Dull up when the exhaust valves are pen. “Afention | Check caret, hat no personnel as well as components (tcols devices) are stuated inthe anger area (crankcase, piston underside, propeller shal et). ‘Aso beatin mind thatthe coupled proper turns to (danger in suroundings) Fiemark | the engine s standing sil for overhas, the turning gear must be engaged in ere to prevent ‘he engine tobe tuned due io ouside infuence. the engine must be ready fr manoeuvtes the tuning gear must not be engaged. tore staring the engne, make sue tat the tuning goar is esongagec and te over secured ‘bverwise the biocking valve 2.13 (eee group 4003-2) hinders the stato the engine, Measuring and indicating instruments ‘These instruments must be checked and calibrated periodically. Frost hazard Ir theteis a possiblity thatthe temperature fais below the reezing pont wih the engine outcf sence, measures "must be akon that the water inthe engine, nthe pumps, coolers and piping system cannot freeze. (Draining the systems or heating the engine room), Flemark | Further insrections conceing safety precautions for maintenance work se the relevant malin ‘enance instruction (group 0011-1) 1998 ae na StanEE ers) ont oazo-4ns ‘Operation under Normal Conditions Slow Turning To ascertain thatthe running gear tums frely, we recommend, provided no more fr reaching specications have ‘been made by the clasifaton society, to rotao the crankshaft before star-up by atleast one hil tum. Tris does not apply the engine has only Been stancing sll curing a manoewing interval 1. Tumby the turning gear "withthe tuning gear the crankshaft can be rotated especial slowly at about one revolution per 10 minutes. The rotation ofthe crankshaft as well asthe direction of rotaon Gan be notod on the pointe: by the fywec!. 2. SLOW TURNING with starting air “The runing gear can be turned at about 5-10 rpm by releasing the staring ar by a measured amount ‘Wit the DENIS-6 contro the command SLOW TURNING is provided for seperation, whic sated by remote contol rm the eonto oom, 2.1. Betorehand however the following conditions must be fuilled © Turning oar dlsengagos, (| pumps operating (bearing of and crosshead ol), Fuel ntrtock not released. Reversing lover on REMOTE CONTROL, ‘Speed contol on minimum (Pos. 0} Indicator valves closed, Handwhoo! 2.10 on shut valve for stating ai 2.03 in postion AUTOMATIC. ‘Shutoff valves onthe staring alr botes open. ‘Air pressure for ar pring comectly et (s00 group 0250-1), During sow turning te eyndor lubrication must be switch-on, 22, Funetion “The procedures similar to staring of he engine, The flloning designation numbers referto the contol diagram in ‘group 4003-2. ~The shutoff vave for staring ar 2.08 openod by the contro vate 206 and tating ar reaches stating cutoft valve 212HA on the stating as dstibutor as well asthe starting air valves 2.07 inthe cylinder hoses Va starting cut valve 212HA a measured amount of staring ar reaches the eating air clstibutor 2.01 Ins valve transmis the peumatc signal to to respective cylinders By ths signa the valves 138HA-H befor the staring valves ae conten such a way thatthe starting valves are opened and shut for shor intervals only. Wa Setzer is teEEE ars) Operation (0230-1/A1 Operation under Normal Conditions Starting “The condition foreach engine start-up, aso or als and otaton with tating ar Isis fl operating condition. ‘This applies in parcuar tothe lubrication ofthe actuator pump and the a forthe ar spring (see 0110-1 and 0120-4). Depending on the possibites avaliable, tho engine can be stated: + From the bridge or contrl room with remote conta "Atte local manoouwring stand with emergency contr ‘Starting atthe control stand in the contro! room ‘Adlonal preparation: ‘Local manoeuvring eve 08 and uo lever 3.12 must be in poeiton REMOTE CONTROL on the loca manoeuvring stand Fox further provedure to start on remote contro, please rel to the documentation of the remote control manutac- weer ‘Starting atthe local manoeuvring stand (emergency control with fut lever) “This mode of operation must onty be chosen in emergencies «9, in case of dtoctve governor components. Make sure thatthe overspeed monitoring is Coreety st anc that it uncione perfect, The operator msy unde no ea Siancos leave the local mancouvng land. He must regulary cbserve the spoedindeation erating rim to imnod. alely adjust the fuel supply when the speed varies fo some extent Fuel lever 3.12 1o be notched out rom postion REMOTE CONTROL. and tobe notched int the contre! inkage. Starting: = Switch on all aur blowers = Bring manoeuvring lever 6.03 othe desired direction of rotation (RUN AHEAD or RUN ASTERN). ~ Bring fue lever 3.12 to positon 3-4 = _Pross manoeuvring fever 6.03 t START poston (AHEAD or ASTER) til the engine run. = Slowly move fel lover 3.12 tithe engine run a the required speed, Pay atontion to the instructions of group 0260-1 fr speepower increase and to the monitoring data (see group 250-1), ‘Ramark | Take overon Local Controls posible either wih engine runing or at engine stop. Change over to Remote Control, owever, is only possibie at engine stop. ra zona Lt te 403RTAGST-B Operation 0240-1/A1 Operation Normal Running ‘The most favourable operational resus are generally achieved by runing the engine at constant power When the {engine load andor speed have tobe altered on operational grounds, this shouldbe done, apart rom exceptional ‘roumetances, as slowly as possible, During normal runing, regular checks have tobe made and precautions taken which contrbute to ruble-res op: ‘eration. The most imporant ofthese are 1. Regular checks of pressures and temperatures. The ims must be adhered to (ee group 0250-1). 2, The values read off the instruments compared wi those van inthe acceptance records ant taking ito ac: count engine speed andior engine power provi an excelent yardstick forthe engine performance. ‘Any deviation must be investigated. The faut can lie with ether tho engine, te instalation ora with the in- ‘struments, Where no risk exists, suspect instumerts can be exchanged wit simiar ones. Compare tempers {ures by feeling the pipes. To mak the above mentoned evaluation, among the estenalreadnge re the iad inccator postion, engine speed, turbocharger speed, scavenge a pressure, exhaust gas temperature betore ‘he turbine, A valuable cite is leo the daly ful consumption, taking te lower calf value into consider ‘8. Check al shut-off vatves in the cooling and lubricating system for correct positon. ‘Tho shut-off forthe cooing inlets and outs onthe engine must always be fuly open inservice. They serve ‘only to cut of invdual cylinders trom the cooing watr crust uring vernal, 4. When abnormally high or low tomperatures are detecod at a water outlet the torperature must be brought to the presertied normal value very gradually. Abrupt temperature changes may cause damage (see aso Group 2126-1 and 8047-1), ‘5, The maxsnum parissble exhaust tomporature at urine niet must not be exceeded (eee group 0250-1). The Ingeated exravst gas temperatures al cylor cute are tobe compared wih the cortesponding values of he ‘oseptance records. Should greater ferences between individual eynders be noted, the cause has to be Investigated 6. Checkout of exhaust gases by observing th colours a the funnel. No dark smoke should escape. 7. Maintain the corect scavenge air temperature after the air cooler with the normal water low (see group (0250-1). nprinepe, a higher scavenge al teperalie wil rest in pore fing of the cylinder which i elu ‘wil resut in a higher fuel consumption and higher exhaust gas temperates, 8. Check he scavenge al pressure crop through the a oodles. Excessive resistance wal ead to a lack of arto the engin. 9. The fel of has tobe careful cleaned bore being used, ter o recommendations ingroup 0720-1 and the ‘separator manufactures instructions. Open the drain cocks of lel tanks and uel ol fitors regulary for 9 hor period to dain off any water oF sludge which may stl have colcted thee, Maintain the cored uel ol pressure after lw pressure feed pump and the int to the ming und (9e group 02501 and 0720-1). Adjust ‘he pressure a injection pump inet withthe pressure retaining valve in the fut ol etn pipe so that the fel ol Cults within the system atthe normal deivery capac ofthe booster pump. 10, Theneayy uel anasto be suMclenty Heated to ensue that ts viseasly before net othe njecton pumps les wii the prescribed iis (see group 0270-2). 11. Now and then determine the oyinder lubricating of consumption, For ermal consumption a how to calculate it, se group 7218-2. Extended service experience wil determine the opbmum cyinder lubreating ol eon. ‘sumption 12, The eoaling water pumps should be run at thelr normal operating point, |. the actual delvery head corre- sponds with the designed value. Thereby the designed delivery rao fs cbtained and bs temporatre deren bbetweun inlet and outet wil approximately correspond wth the desired value (see group 0250-1). Should # be ‘considerably higher, the pump concerned must be putin arer at the nex opportu 13, Stouid correct seting ofthe pressure head of he eyinder cong water pum requ thoting ofthe flow, this ‘may only be done inthe angie outet mantold. The possize at he suction sie ofthe pump must be posive ‘order o prevent any ir being drawn in through ts gla. "4, The vents at the uppermost points ofthe cooling water spaces must be constantly kept open to permit at to escape. ra Soret 10240-1/A1 Operation, "Normal Running 415, Check he love na water ado tank, as wells all he ranage tanks ofthe leakage piping. Investigato any ‘abnormal changes. 16. Observe the cooing water The cause of any contamination or oliness has to be Investigated andthe faut rect fied 17, Open shorty bal cock 17 (weekly) of water separator nthe water dain to tush of possible dit parties ca: lectedin the condensate dain unit Open adatonaly the blank ange a the vering unt 20 checking the water ‘ow (800 group 8345-1), 418. Check the pressure drop across the ol fiers. Cen them i necessary 49, The temperature ofthe runring gear shouldbe checked by fooing the crankcase doors. Bearings which have ‘been overhauled rreplacod must be gven special attention fr some tm after being put into sence. Observe ‘the precautions for preventing crankcase exposions (see group 0460-1). 20, Listening to the noise of the engine may reveal any regu. Han raw indicator dagrams provide information on the combustion process and pressures within the cyin- or (600 group 0420-1). ‘When the quality ofthe tel used changes (siese ol, eavy fuel ol rom various bunkerings), the maximum pressurein the cylinder st soréce power must be determined at the ears! cpportaniy and compared withthe pressure measured during the coresponding shop tial (spood, power In case considerable fring pressure cierences are Gelecod, to high orto low, they must be dusted by the electronic FOS (coe group 5803-1) 22. Centituge the lubricating ol. Samples shouldbe taken a oguarintrvas (according to the Instructions in the Maintenance Manual), ané compared wih the values given ingroup 0760-1, £28. Check periodically through the inspection glasses inthe upper casing ofthe exhaust valve whether he vale spine of each exhaust valve i rotating, If not, the valve conoered has tobe overhauled athe next oppor= iy. 24. Check the dty ol tain pipes from the piston underside for ree passage, An cbsiructon can be detected by touching te lncidua ran ppes wit the hand (emperature diflerence) tone has only suouncing tempers: {ure the ine must have been blocked by carbon deposits and needs tobe cleaned as soon as posse. 8 403 ae Win Sateen atOperation (0250-1/A1 Operating Data Sheet Pressure and Temperature Ranges at Continuous Service Power MCR, Wear em Tessin | oor pss | Torpre ewnrmet | toe Fearene [ar ae a a 7 RG re aT ape pe - ong song 7 SAC wer sco z = 7 owoange amen: ot = a Sic ower z = 3 Tome fe ; = x abot Eines 7 pe pe = (gh proms) ane | ‘uss [P1O taped oes [me saa feea ena ae ton psn SaRES | ae ae epee ec og ti ae a Taibo on Sass [staat a [Bars rcs ERA ahead | uns stone [sere fee Fr so can Se ap tacesinoramprianna [isang [+ Serer ride ro Ss ae] aban aac rarer gr) ors Sete tT ete A, ViR =) — [ary == =e f= Foon bora 08. yeei ae aus ese fsrgaat | =| [=| we | a ps po = foarawan [= [=| = [= Tarot | Sa oe Ra i Tapes == ie enereresney oe ps pa) [Rae aa aree [eee Teena [ra fom ngs eare [area —[ TOE [= reece trae) [Drom | “nat sont [|= | = Ber ror A) remo [ww SAE mame aoa fener A [oe t= = aa Sper Seep eta reais ee eaata [sist ee [ee rg eae ftaneimer [as [ ef = | — Eaton [fer a as ra a resi sseaofare fa Flamarks | * Lmtstor alarm, stw-down and shutdown oe ru 0250-2 {Pressure measured abou «m above cashaf cnte ine 1 At 100% engine load 2) Atstandby condition uring conmissoning of the fel lester, he fue ol pressure atthe Inlet of he injection pumps fs edusted to 10 bar. 5) The water ow has tobe within the specie lis (scavenge ai cooler specication). sat Sze Lt te 403ERE racer. Operation 0250-2/A1 Operating Data Sheet Alarms and Safeguards at Continuous Service Power a a ce Oc |e | | prey | tent naar aang wa Frese [Eiger Wor aT] see fo Fempaaaze [egoewia [| awe | [eo cae coon cye iat | A | Hoo fo aren a ang air ——| romana — oor Ta] tsar] iret 9 [so-[ “case a oo Tar PAB “W [ore] | Hwoaape (SAC) Feetar Tonpoais [Corn [art [ xo [ [a5 63] ood Frese [Coser i a i Segiesinge (GAC) Fremaor[Tonparanze [Code ne wana eo Sonera i a agape GA Seawas—| eae [net i oo Fenewane—[re i a arsang a Pasa enviar axe] see} Bearing nd patn cooing S| saber | ar fon pesure ip) ‘H0_[t | stn oe 2oe_[ sib] U [258] 0 anaes | Eat aa [Hse fo amas eta [a | | Foe] | FT bearing ot Tepe [asteasng [ata |W [woe to so_[ 4 |= Pan tg oT Frenpware—|Oaeoohofncar| 201A |W @ oa peeane | wtaachgimear | em [-seO |W 5 ow tase jraor| esa |-SHD_] 5 ute och efnoar ‘Am |e L. 5 [soo Torsone ot arene — aT ar [ae | z roscoe of Pease Yee aT Pao @ 428, Tee) soo = omsarnre | Raxaing oat | 2607 | aunl_| T [forboemraer a Press [er atx Te z esi eres soft a a a 7] emer ear Presse — [S57 eps] = [can 2 toons epee [8 or a a ste 70250-21 Operation ‘Alarms and Safeguards at Continuous Service Power Team Porarmancs | Pryncalunl | Pace] Sarat [Fane [Rnd | Sotina Fanon Ma | iow |'sgrat | ‘eau’ | mecnoy oo [oa | eariney | tet | SESSUNGERamreerot Pree [Cage apa ai emer Prssze | charwer ete [272i aww | t|17e| oo [PTO wanoee oi se fr ‘t_ PA] ase to wes end gear 8 3 yin tiaing Fw pane | LA] || a Ta peruse [SSL A] |i | 0 rosa Presue [sey np a [sar AM | tree} —o (so group 070-2 onesie a [Bett pomp —a [eta | teva} —o Fiesty ep 3 aw [wares Po « a [Foetnatoe mantra at en [A |W re e Estate Nenpaae [Renae | arot [AB | A | as =n ‘Sio_[ “Waser __ [a [-3 [se] or ® S_[#—[ss0-6 | a react —o| ara [a] n | wore 0 Beer enrare [areca ara] 7 storcoser Ce ce oo [Terpeamre emer aes aera ° Proaaocen So_[ |e consonant Ta reson cara [A] — ma 3 Sarina wr Presse [Eno it Fe a rar sng Presse | Sas aaa [tester oes [t| ser fExaanew ast Pa |W] man 3 sera ge aaa |e egret ee convo ears | | —F x ( 409 2 Wana SzeERM ers) Operation (0250-2/A1 ‘Alarms and Safeguards at Continuous Service Power Romarks to alarms and safeguards: 1) The signal number isthe intrtace tothe Remote Control Systm (see group 4003-$) 2) Grammalogue for funetion: ..... SLD 3) Grammalogue for kind of signal... 4) Atematve execution. 5) Not included in standard engine scope of supply. ©) Other grammalogues: Pro Bet in. pump Te ov SAC, Siow down ‘Shut down ‘arr ELBA Stop Deviation Fale High Low Power Take Of Betore injection pump Turocharger Cynder ‘Seavenge Ai Cooler 403Operation (0260-1/A1 ‘Operation Manoeuvring General information concerning manoeuvring, increasing and decreasing load Correct manoeuvring an the resulting increas in ongine oad up to service power wel as decrease in foad rom the sorice power. is very important wih the usual high engine powers of today. Experience has shown that chang ing the fsa to quick in the upper power ranges can result in increased wear and fouling, especialy othe piston fings and cylinder ines, Slow load changes alow the piston rings to adapt themselves othe new running condtons and therefore ensure optimum sealing. (On the other hand, there must aways be sufelent power avalabl win a shor time to eneue sale manoetring In ports and waterways, 1. Manoeuvring \We generally understand manoeuvring as tho operation of leaving port unt release to SEA SPEED and from the ‘ort agproach unti FINISHED WITH ENGINE. In partcular the spaed arc direction changes as well aa, nthe wider ‘sense, any such allrations during nermal sevice. ‘The manoeuvring range isthe speed range upto and incuding the manoeuvring spoods FULL AHEAD and FULL. ASTERN . This range usually divided into four manoeuvring stages with corespondingl allocated speeds, Possible critical bared speed ranges have to be taken into account. "Normal the FULL manoeuvring speed for engines driving fied pitch propoters comespande to about 70% ofthe "mina speed which in tun represents about 35% ofthe nominal power. This means ta withthe vesse!saling ‘aight aneac, about 25 ote nominal ship's speed wil be reached. In principle, a fly operational engine can be ‘manoeuvre witin the above mentioned manoeuvring range already provides with the sat uel limiter and sav lenge ai liter witout any ime or performance restictons. ‘With conrotabe pitch propels, where the speed an torque can be teelyselectod, tho same recommendations 28 for fed pic propels apply curing manoeuvring wih respecte power imation ove te maneusring range. [Neverteless, te time period to change the propeller pich tom zero Yo FULL postion must be a minimum of 20 seconds. ‘Should the engine be accelerate quick to FULL manoeuvring speed or the propeter blades brought FULL pitch ‘when the vessel is a standstil,the momentary engine iad willbe Fighor ule vessel haa reached soa-speed Maneuvting can be done trom te bridge (provided bridge cont nstaled), am the manoeuvting console inthe ‘control room or with emergency coil at the local manoeuvring stand on the engine. ‘Special precautions have tobe taken when manoeuvring wth emergency cat, Ether heavy fuel lor deseo canbe used during manoeuvring. The tel used must have been suitably trested (600 group 0720-1), “The service values given in group 0250-1 basicly she wpply during manoeuvring ‘When manoeuvring on hoavy fue othe ue has tobe Heated up enough to manta viscosa ret othe ful injection pumps win the range avon in group 270-2. The Nesting of he fu injection pipes i fo be Kept on. The temperature ofthe cooling media should be kept as close as possible to the upper ints given fr normal service (00 group 0250-1), “The functions ofthe contro elements during manoeuwing ae descrbed ina special seton (group 4008-1) wth the help ofthe contro agra. ‘Therefore, in the folowing, only the necessary manipulations with some addtional explanations are given st Soca it 10260-1/01 Operation Manoeusting 1.4 Reversing under normal operation, at the control room manoeuvring console 'As various makes of remote convos can be connected tothe engine contro we donot describe here the operation {rom the manoeuvring standin he coil room. For this operation the documentation of the remate cost makers mmustbe uizes 1.2. Reversing under emergency control at the local manoeuvring stand with manual fuel seting Fomark | Take over on Local Contos possible eter wih engine unsing or at engine stp. Change over te Fomote Contal, however, only possible at engine stop. ~ Fusllover 3.12 s engaged with the reguating linkage. ‘This form of EMERGENCY CONTROL shouid, therefore, only be practsed fora longer period of tine when the ‘circumstances demand I 9. unt the dofctve governor component can be replaced or unt othe aus i the contol systom can be corected In instatations with contzollabl pitch propels or with clutch couplings, some axonal precautions have to be taken and itis essential that there is goos communication betwoon the bridge and the local manoeuvring stand In ation, please note he folowing when the speeds boing coiled by the fuel lever of the local manoeuvring stan ‘Since the speeds no longer being maintained by the governor, an engineer must be continuoualy stationed atthe local manoeuvring stand go that he can inforvene immediately i necessary Reversing ~ Move ue! over o about postion 3-4 = Move mancouwing lover to RUN AHEAD of RUN ASTEAN. Move manoeuvring lover to START unt the engine runs inthe corect diction Flomark | On ships under way this procedure may undor certain circumstances take rather along time (eeveral minutes), as the propoter is "ragged Inthe "wrong" sense of rotation. 1.3 In installation with controllable pitch propeller or clutch coupling adaltionally to observe “The speed cannot be reas immediately by the governor. I the propel pic were reduced it woud rise poss by high enough to activate the overspeed saety cutout “Attention ] We svongy recommend: ‘To star the engine only when the propel is in an end pasion (AHEAD or ASTERN) {Not to ater te pte while the engine is runing ‘= Tomanoeuve, ether: (assuming the engine can be reverse 10 reverse the engine with the propelie in an end poston, ‘to stop the engine fs, then to bring the preter tothe other en postion and to restart the engine. Cn instatatons having catch couplings these must not be @isengagod as long as the engine i running when ope: ‘ating under such emergency running contions. The engine may only be started wih the coupling engaged 409 2 Wana Sataesng isEEE erasers) ar o260-VAt Manoeuvting 2. Increasing the power after release to SEA SPEED and decreasing For the reasons given atthe beginning, the engine load should only be increased anc decreased over a certain time span, usualy 40-50 minutes, between il manceuving and sore power. However, bis tme span may not ba less ‘than 30 minutes when increasing the load and 15 minutes when decreasing ‘This increase and decrease in oad is carried out by manual operation of coresponcing devices onthe local ma- oeuvting star With fxd pitch proper installations: speed sting With contraie pitch propelerinsalatons:..... depending on arrangement 8) speed setting lever 1) propor pitch setting lever ©) speed and propor pitch seting lever (combinator) ‘Exceptions tothe above mentioned time initatons on speed ane power redvtons are etcal alarm condltions in the engine room which demand a quicker reducton, or when a shut-down or automatic sow down system f ac vated 3, Emergency manoouvre Inthe event of emergency manoeuvre, al the restrictions spectied under sections 1 and 2 are lifted, i. the full ‘Power ofthe engine can be called on when necessary, because the eafety ofthe vessel has frst protty arate Staneandtis aeERE rar] Operation 0270-1/A1 ‘Operation ‘Changing Over from Diesel Oil to Heavy Fuel Oil and Vie Versa Continuous operation with heavy ful ols recermended fr engines an plants provided for running on heavy fu! ol Changing over rom heavy tule dese! ol operation may any be undertaken when absolutly neces fr example by: Pushing the engine before maintenance works ~ Heating plant switched offin the drydock. Environmental requeements Recommended viscosity at inlet to the injection pumps ‘The temperature necessary to ensure thatthe required viscosy ofthe fel beloe niet othe Injection pumps is feached can be seen on Viscosity Temperature Dagram 0270-2 This temperate Is hereater refered oa he "Tequte preheating temperature! ‘The preheating ofthe uel is controlled by a vscosimeter ‘Changing over from diesel ol to heavy fuel oll S08 schematic dagram group 0720-1) ‘Ater changing ver the trec-nay valve 21th ruts a mitre of daca ol and heavy fu lin the mixing unt 28 “The viscosimeter controls the end. heater 26 in such a way thal he requir vscosty (preheating temperature) of ‘he migur is mainained. This preheating shoud be cone ony slowly lempeature rise max. 15°Cimin). Sudden ‘temperature changes can lead to seizing ofthe fuel injection pump plunges. ‘The heating forthe ful ter 27 as well as forthe uel delivery and retu pipes should be kept on, a least ut the ‘requred preheating omperature (ead of atthe thermometer bare inlet to the Injection pumps) is reached (Check uel pressure ater low pressure feed pump and a injection pump inlet (S00 group 0250-1) Ils recommended not o exceed 75% CMC load during changing over and unt the required preheating tompera- ‘re has been reached, Changing over from heavy fuel ol to diesel oi! “Te change over fom normal heavy fue ol service to cles ol, the three way valve 2 has fest of lo bo repos toned accordingly, This resus ina modu of heavy fuel and desel ol in the mixing unt 24. The viscosity of the ceuating miu a a certain temperature crope quik coresponcing to the moreasing share of cea ll Aer or period the heating can be shut of Its recommended to change ove from heavy fut o to desc operation a les than 50% CMICR power. res Stata as 1sOperation 0270-2/A1 ‘Viscosity - Temperature Diagram “Typical Values of Petroloum Fuel Oils 2] Recommended viscosity before injection pumps ‘To obtain the recommend viscosity before injection pumps a ful clo 150 mats (eS) at 50 °C must be heated to 108-120 °C. ra Sitaedant 16 1998EEE scr) Onerton vaso-siat oe eee a {In adaltion to the Indications for normal operation please note the following = Switeh on tage heating forthe injection pipes. — Koop temperature of cooing medium within the normal range (See group 0250-1). = Careful treatment of he fue lis of importance (see group 0720-1). The lnder kiteating oll quatiy is automatcally adaptd othe lower load. The lubricating oll quanties are regulated in accordance wih engine load o: poston af intermediate regulating shat respectively within the DDENIS-6 convo ystem. the engine i cordnuousiyoperatod at ow load it wl soon become evident whether the cylinder ubrcaton i atts optimum seting for these special condtons. Necessary adjustments must be ‘made in aocordance withthe corresponding indietons in group 7218-1 and 7218-2. Wire Sized Lit 1aia Operation (0290-1/A1 Operation unning on Overload Bueaagaaaaeeeeeeeeeeeaees wonmaly, red (10% o MCR power sony ng seas, inte presence fan autos ere te ofthe engine builder. {Neo ne erp however sto be ied to maximum one hour pe dy (see al grou COT 1 vera per oad ro engre mus bo montoed parody carey Upen any Indeaton of reuters the load eower) has tobe reduced. wrested ndieatr and the exhaust gas temperature before the turbines) serve to nsicate the measure of ‘npine load (see group 0250-1 and Acceptance Recor). “The maximum limit stop for he fel inkage may ner be removed nor repaitoned. -The coolant temperatures have tobe kept within ther normal range. lrecrmal sence (vn conectyadused injection pump ing the ful load poston ofthe ond Ines” (2 [Reneptanes Records) may not be “Tee raurum prmisble postion ofthe oe ndoator ist be found in he aesetance reco, tra Tete ee sare ony permissble over demonstrate the CMCR power zing sea le itv overepoed of 106 to 108% of CMCR speed. ‘Whe wenn ieo song head wind, naan sas, wn heay growth on tbe i's land in eran we on aun, Wiha ary orton oe spond sting te goveror wa manta he onde Pee {he postion shown on the load inccatr wil increase. naa Sze ie 1998(ELE racer Operation 0310-1/A1 ‘Shutting Down General Unioading ‘Whenever circumstances permit, we recommend tha he lad be reduced slow, see group 0260-1 Stopping From the conta! rom: (normal ease) ‘As various remote contol makes can be connected tothe engine conros we donot describe here the opera tion rom the manoeuvring stand nthe contro room. For this the documentation ofthe remote control makers must be ulzed From the local manoeuvring stan: (S00 group 4003-2) When the engine s no longer under governor control, but having its speodrogulatod by means ofthe fuel lever the engine speed is reduced unt comes toa stands by puting the fue lever back to postion ‘0 nan emergency “The engine can be stopped immediatly by the safety cut-out device on injection pumps by pressing the EMER: GENCY STOP button nthe control ream (contol desk) or atthe local manoeuvring sland onthe engine. Further possible ways of stopping the engine The engine can also be brought to stands by he following methods which, however, take more time and, toa certain extent, take effect ony slowly Operating the manual cu-outs of lhe injection pumps (see group 5512-2) Closing the shut of valves in the fu! supply an return pipes ofthe injection pumps. Winets Senn 16 1998EIEN racer: Operation 0320-1/A1 ‘Shutting Down ‘Measures to be Taken aftr Stopping 1. The following measure are valid for shorter service breaks (days toa few weeks) 1.4. Where the engine must remain manoeuvrable \Where the engine must stil be capable of being manaeuved att has been stopped, al the pumps for wate, ol and fuel have to be kept runing. Cantal ar must be avaiable and the starting at bates must be replenished. Maintain yinder cooing water atthe preheating temperature, andthe lubricating os not to be cooked down, The {uel must beheld atthe requed temperature (see group 0270-2), 1.2. Where the engine needs not remain manoeuvrable ‘ter the engine has been stopped, the coling water and lubecating oll pumps should be ltt runing for atleast a {unter 20 minutes in order to allow the temperatures fo equalize, These meta should not be cooled down below. ‘thei rma inet temperatures. The sea-water pump can, thetelre, usualy be stopped immeately ‘Should the engine have been shut down during operation with heavy fue ol, then the ceulaton must be maintained ‘athe injction pumps andthe fuel systam must remain in operation. Addon the heating ofthe ua pipework atthe engine must be switched on. Should this measure not be requires, then the engine operation must be ‘changed cies! ol before shutting down the engine (808 group 0620-1), ‘The fuel pumps can be stopped the engine has boon shut down while operating wth diesel ol ‘The stating air supply has tobe closed as soon as possibe afte stopping the engine. shut the valves on the starting air botles, tur the handwhee 2.10 to postion CLOSED (closed by hanc) athe shi-of vale fox staring ir 2.03 and drain tby using the venting valves 2.24 and 2.27 (see group 4003-2), “The indicator vatves inthe cinder covers are tobe opened and the turing gear engaged. Follow all he safety regulations when carying out epalr work or any overhauls which ave due, Release pressure ‘rom the fuel ol system f necessary Post-lubrleation ofthe cylinders. For the post-ubicaton the crankshaft must be tured by the tuning gear at bout 3 rpm. During this the eyinder lubrication (push-button for PRE/POST-LUBRICATION on the contol room dest) must be switched on, (One ‘Switch-on impulse causes @prelubicaton curation of about 10 mnwtes an coreeponde roughly to one crankshatt revoir) (Cioce the shut valves onthe contol ar supply (supply of ar fom the starting ar bottles and the board system) \Where possible, keep the cooing water warm inorder to prove the engine from cooing down too much. The coo! Ing water pump le, therefore, Kept running unlees required tobe stopped for maintenance work ‘At osatvaly troquent interval, tum the engine through by several revolutions withthe necator valves open, using ‘me turing gear (possiny done daxy in dar cumates). Uo tis wi he ubncating al pump running an evitehing ‘onthe cylinder lbscaion atthe same ime. Aer complating is procedure, ensure that he piston comes fo retin a ‘itlerent postion each tine Fepairall the defects detected in service (leaks, tc) 2. Measures for service interruptions over a longer period (weeks or months) Rete: o secon 1.2 above and o group 0820-1 "Special Measures betore and after Operation Wrata Saeed te(ELE racer Operation 0410-1/A1 Special Operational Measures unning-in of New Cylinder Liners and Piston Rings. 1. General [ter the fing of new yin ners or even only ter replacing piston rings, these must be run-in. The purpose of runningrin sto achieve a good sealing ofthe rings as soon as possible. [Under no oreumetanes must any seiings eccuron the running surfaces of cylinder Ener and piston rings, Its ofthe utmost importance that spare inde ier are purchased from recognized reliable manufacturere who ‘apply madem material and machining technologies. 414. Preparations and checks to be carried out before starting the engine Cary ou al starting preparations according to group 0110-1. Furthermore, check he folowing = Coneiton of piston rings, cinder ines tom piston underside andi there are ary sign of condensation oF leakages (the engine has not boon started for some time) — _ Scavenge ar receiver fr contamination ~ Water separator in clean conition, — _Scavenge air receiver drains open and tha high eve alarm functions property. ~ Requidcyinder lubricating ol feed rate cot accorcing to socton 4.1 412. Remarks on runningin = The engine has to be runin according tothe guidelines ofthe runing-n programme (section 8). — The lead-up programme should not be completed faster than recommended, ~ _Forrunning.n the FOS (Fuel Quality Seting) shouldbe adjusted to poston tee group 5802-1). = During runing in otnew onder nor tis aso recommended o mechanical tit the fuel rack poston. Locatod on the intermedia regulating linkage the maximal sop Isto be adusted at about 60% lad in ‘erdor not o overload the newly ited cyinder lines due to excessively fast oad-up commands — tis necessary to oscasionly inspect he contion of the runing surfaces ofthe piston ings and the cy er tiner to assess the eats of running, “The stay and the lval ofthe oyinder cooing water emperatre must be checked frequently, no fucta- ‘ons in temperature are permited (eve group 2124-1). Should it become necessary foray reason whatsoever, to run the engine soon ater stating atthe fll service power, then ths may be done, butte fuel supply othe cylinder which is running in must be re- {duced for the duration of about 20 operating hours. “This is achieved by fing a spacer under the suction valve push ro ofthe injection pump supplying the respective cyinder with fuel (0 group 55121). 2. Fuel For running the same fuel (HF), conecty tested an property preheated, shouldbe utlized as for normal op- 3. Cylinder lubricating ol! Under normal operating condition as wells for unningn, wel leaing, high-lkane (BN) cylinder bicting oi should be appted (s8e group 0750-1) forthe use of heavy fue ols wth high sulphur contont rats Szeto 1 4030410-1/A1 Operation Runningsin of New Cylinder Liners and Piston Rings 4. Cylinder lubricating oil food rate 4.41 Increasing the lubricating oll foed rate During the running-in phase the lubricating rate to the respective cyindr must be raised, “The adjusting poston or he upper and lower pump elements ofthe respective pump module must be austed to teed rate of approximately 1920.1 ghWh (6ae groups 7218-1 and 7216-2, Diagram A) 442 Lubricating ol distribution ‘By mutievel ubricaton itis recommended to dstbute the cylinder lubrication fed rae othe upper and ower ‘grooves (eves) as flows: Pump element | during running'in | after runningn Tor upper level 50%, 010 70% or tower vel 50%. 5010 30% 4.3 Peducing the lubricating oll feed rate ‘The lubscating fed rate can be reduced io about 1.7 @kWh (1.3 gBHPh), based on nominal power after about 15 operating hours, Duo to regular checks ofthe piston rings and oylnder ners inthe course ofthe next 50-1000 operating hous, the ‘od rato canbe reduced in small steps unl the roquited fed ate ot 1.37 gh is eached aocordig to the ru 1ing:in programme. ‘Areducton below the recommended vale fer 1000 runing hours can be envisaged ater conemation that sat ‘actory condition have been achieved at his stage. The reducion shoul be in saps of approx. 01-02 Wh, wth pereds of 500 te 1000 running hours between each step. ‘Any decision to reduce the feed rate shoud be based on the inspection resus of he running surface af the piston rings and cylinder liner trough the scavenge port, ‘The tinal fed rate below 1.57 gk for normal service depends mainly on: ~ Operating condtons of engine. ~ Heavy fet ot quality Mainionance leva ~ Operator considerations (eyinder lubricating ol costs versus cylinder ner replacement and maintenance cost) 409 2 Wa tan Ltpepe cor Cynder ot feed rate adjustment based on effective power (soe dagram 7218-2) Ingpection of piston rings J ‘and eylinder ners Controle Fed pen pranpropalee “poseler Exess ouce uc Losier Set . wot owt 90- Service speed reap. load {example} 90 | i ie Ee ep aoe anoaoae eee oe Hep ene i oie ial wae esos fee ee sie Bt Sa : For Sulphur > 1.5% e@ 0750-1 ‘Cylinder lubricating oll ‘Bury uojsig pue S:3Ur J9pUIO MeN Jo ur-BuLUM z 3 5 Lv/I-o1v0EM rr) ‘Special Measures in Operation Ingicator Diagrams Operation (0420-1/A1 Indicator diagrams shall ony be drawn witha sutabe, well working Indicator a constant power and speed, and in case of marine engines in calm sea and deep water For the interpretation ofthe indicator iagrams please note the respective cylinder number, engine speed and load indicator positon Interpretation of indicator dlagrams and corresponding engine adjustments inst Saeco Diagram showing correct cylinder pressure and nor- ‘ally timed ignition point (tart of injection). For reference values on compression and maximum fing pressuces for coresponding load and speed please refer 0 {he tal reports and performance curves. Maximum fing pressure to high al correct compres- sion pressure. Ignition (stato injection 00 eal forthe fuel type in use: ‘The correction of he ignition pressure must be cariod ‘out by adjusting the FOS to "minus" (see group 5806-1) ‘A correction at the FOS may ony be offoctd al oinders show the same pressure deviation. Maximum fring pressure too low at correct compres- slon pressure. Poor combustion ~ check the infection nazzies~ or ignition (etart of jection) too late forthe ful type in use: “The coreton ofthe ignition pressure must be cared ‘uty adjusting the FOS “pus 600 group 5803-1) = Nozle tip with trumpets. Compression and maximum fring pressure too low. Possible causes: ‘Actual load lower than assumed. Exhaust vave leaking = Scavenge ai pressure oo low: Clean te turbocharger air filer and air cooler (eeraust gas prossur trom turbocharger out too igh Compression pressure too high. Possible causes: Engine overtoaded. 1998Operation 0420-1/A2 Special Measures in Operation Indicator Diagrams IMO Compliant Indicator chagrams shall only be drawn with a sutabe, well working indicator at constant power and spe, and in case of marine engines in calm sea and doap water For the iterpretabon ofthe indicator ciagrams note the respective cylinder number, engine speed, the postions of the load indeator and VT Detinition of eytinder pressures Higher compression rato and ue njcton delay have been introduced to reduce the NO, value for engines in com plane withthe IMO rules. In general the ratio ofthe maximum fing pressure othe compression pressure within the range of 0.90 101.25 at 100% load Depending onthe engine rating and the corresponding IMO turing, the clagram curves can vary within the two following cases: cases cr oe » i (ea E Z 4 Po ¢ + Pe * Pe i i E | i i i S| ' & ' TT errr p coaeal pets oee eee ee Remark | The dagrams which have boon drawn during the aocoptance tl shouldbe taken a8 reference, For ference values on compression and maximum fring presouee fer the eorespondng load and speod refer to the ial reports an perfomance curves. “Maximum fring pressure too high at correct com- pression pressure. Possible causes: = anion (start of injection) too ‘ype in use, ‘The correction ofthe inion pressure must be cared cut by adjusting the’ FOS to “minus” (see group 5808-1), ‘Acortecion atthe FOS may ony be oftecte Inder show the same pressure deviation, ry or the fue ey0420-1/A2 Indicator Diagrams = EE ner) cose IMO Compliant Maximum fring pressure 100 low at correct com pression pressure. Possible causes: ~ Poor combustion: Nozze tip with trumpets or wom out (Check the injection nozzes = laniton (star of inecton 00 tate forthe fuel ype inuse, ‘The correction ofthe ignition pressure must be cared ‘ut by using the FOS to "pus (608 group 5603.1) ‘A correction a the FOS may only be etecod ial ey inders show the same pressure deviaton Compression and maximum fring pressure too tow. Possible causes: — Actual load lower than assumed, ~ Exhaust valve leaking (Check exhaust valve ~ _ Scavenge ar pressure too low. ‘Clean turbocharger or scavenge air cooler. ~ Suction temperature too high Compression pressure and maximum fring pres- sure too high, Possible cause ~ Engine overloadedOperation (0450-1/A1 ‘Special Measures in Operation Measures against Fouling and Fires in the Scavenge Air Spaces “The principle cause of fouling is blow dawn of combustion products between piston and cylinder into the scavenge ar spaces. The fouing wil be greater there Is incomplete combustion of he uel jected (smoky eau). (Causes of poor combustion ‘The injection valves are not working correctly (trumpets a the nozzle tp). ‘The fue is oo cold particularly at low oad. Pcrly adjusted injection pump timing and damaged valve seats inthe injection pumps, Operation wit a temporary shortage of ar during extreme variations in engine loading and with the scavenge ai Pressure cependent ful imiter inthe gavecnor set oo high (ee also group 5103-1), veroading, insufficient supply of ar due to retrctod engine room venation fouing of he sence and dtusr on the ar side che turbocharger, fouing ofthe wee mesh and nozze ng before turbocharger, fouling ofthe exhauet ‘8 bol, the air cooler and water separator, the valve groups in the scavenge air recover and of the scavenge pors. (Causes of blow-by of combustion products ‘Worn stoking o broken piston rings. ‘Wor oylnde tne. Individual eyinder lubrcating quis are not working ‘Damage othe running surtace ofthe cylinder ners. tone or more a these eperatng conitons preva, residues, mainly consisting of incompletely burned fuel and ‘jlinderubriating ol, wil accumulate atthe folowing points: Between piston ring and piston rng grove, Onthe piston skit = In the scavenge ports. = _Onthe botiom of he cylinder block (piston underside) causes of fires \ith blow-by, hot combustion gases and sparks which have bypassed the piston ngs between piston and cylinder liner runing surface, entor the space on te piston underside. Inthe same way backiow athe B.D.C. ofthe piston (gas pressure higher than scavenge ar praesure) can cause Increased contamination, Leaky sealing ings inthe piston ro gland as well as blocked tain pipes trom the piston underside wl lead to an Seeumiiaton of system and eyed hinting el an therfore oa male es ik. hia ores important fo pet ‘odicaly check the bottom ofthe cylinder block and if necessary fo clan it Indications ofa tre Sounding ofthe respective temperature alarms, | considerable rise in the exhaust gas temperatures ofthe cyndorconcered and a ris in piston undersie tom: perature. Under certain conditions the turbocharger may star surging Wart Swear tis 10450-1/A1 Operation Measures against Fouling and Fires in the Scavenge Air Spaces Fire fighting measures, We recommend the folowing 1 2 a Reduction of engine power CCutng cut the injecton pump othe cylinder concer. ‘Atte corresponding module of he eyinderlubreating pump, the adjusting poston forthe upper and lower Pump elements must be acjsted so tha! lubrication is ensured deep the nreased temperature (sce group 7218-4), \Wnore the plant species a re extinguishing syste (carbon daxide CO,) the containers canbe joined tothe comections wie have been provided on the ceiver. The respective hut of valve must be abeoltey leak proct ‘Shou for any reason afr be feared then shut down the engine and fil the scavenge space wih CO2 gas. ‘Aterwards apply the instructions of group 0210-1 "Entering the engin after the use of CO" steam is usod as a fre extinguishing medium, measures againet corrosion have tobe taken, ‘fire should have ded down ater to 15 minutes. This can be verified by checking the exhaust gas tempera: {ures and the temperatures of the door othe piston underside space. ‘Aterwards the engine must be stopped whenever possible and the cause of the fire estabshed. Checks should include: Cylinder ner running surface, piston and piston rings, valve groups inthe recelve io be replaced if necessary), possible leakages, pston fod land afar as posse, nection nozzles. ‘After careful check, oF necessary repair, the engine can be put back onload with uth injection pump and ‘aulomatc inder lbreaton ‘Shou a stoppage ofthe engine not be feasible and the fe have died down, the injection pump can again be Cut, the oad increased slowly andthe cinder ubvicaton can gracually again be Wansfred othe eulomate ive: Avoid running for hours wih considerably increased cyender lubrication. Preventive measures ‘As can be seen trom the causes, good engine maintenance goes a long way to eateguardng agaist fies in the ‘scavenge ar spaces. Tho folowing measures have a particularly favourable influence: Used corecty sayy necten nz antapng hes an gs passages dean quer rspcton re ‘eanin CCorectagustment ofthe injection pump timing according tothe setting table \When running continuously at reduced loa, check the cylinder lubricating ol fed rate and reads if neces- sary (90 group C280 1}. Te permanent rain of diy of fom the piston underside must aways be assured. Te prevent accumulation of {et check he cry ol rain pipes ftom the pston underside for foe passage. An absieton can be detect Dy touching the individual cain pipes wih the hand (toporature deferone) one has only surounding tempera "ure the ine must have been blocked by carbon deposits and needs o be cleaned as soon as possible, 1986 ae sat Sanaa Lis(ERE racer. Operation 0460-1/A1 ‘Special Measures in Operation Instructions Concerning the Prevention of Crankcase Explosions Investigations into the causes of crankcase explosions wth dese engines have shown that they can only occur under partcuar condtions and, therefore, are extremely ar. ‘Tho oll mist inthe crankcase is inlanenable ver a very narrow range of misture ony. There must aways be an ‘eraneous cause to set of gnton such as hot engine components, Only under these creumstances and the pres ‘ence ofa citeal micure rao of oi mist and air can an explosion occu Engines are equipped, as standard, wih anol ist detector (see group 8314-1), which continuously monitors the irteniy of ol mist in the crankcase and triggers an alarm fhe mist exceeds amit of admissible intensity Good engine maintenance and dekberate ation in eases ofan alarm rue out explosions toa large degre. Measures tobe taken in case of an alarm Geta way from the engine, risk of explosion! = Reduce engine speed (power) immediatly, ‘As s00n as conditions allow, stop the engine. — Find cause and remady as far as possible (500 group 0840-1). “Aifention | Should the engine be shut down because ofa suspected heating-up ofa renning gear, then ne ‘the te doors orth checking covers ofthe rankease may be opened immecatay. The Nested ‘areas must cool during at least 20 minutes, to prevent inion by access to tesh a. Tl the heated parts have cooled the dangor ofan explosion is stil possible. To prevent acridents no person may therefore standin he vicinity of te explosion faps ofthe crankcase doors. Where ’o fre extinguishing plant is connected a net n use, a potable fre exinguicher must be kept ready when the crankcase doors are opened late. wel Stand teERED racer Operation (0500-1/A1 Operation under Abnormal Conditions General Information Inthe folowing descriptions "Operation under Abnormal Contions”, measures are given which must be taken ‘when engine pars deveop detects which cannot be immedaely eciied but where the engine must continue to be ‘Operated, or where its operation must be resumed as soon as possible. Reduced power output In emergency cases where the engine must run with one or more cyinders out of operation, turbochargers cut of service o reduced coolant lows el. the engine power must be reduced in order to preven thermal overtoadin ‘The fl load postion ofthe load indicator (or tha maximum exhaust gas temperate before the turbine (accord- Ing to group 0250-1) may under no crcuntances be excoeded. I necessay tho engine speed ad pawor have to be reduced under observation of any barred speed range whore crtical speeds exit, In aciton, the exhaust smoke must be checked and continously obsorved as the engine must not be operated wih dark exhaust and under soot generating condtons. Speed and power must be reduced unt the exhaust smoke has reached acceptable levels. ‘Taking cylinders out of operation wen inva cinders have boon taken out of operation the turbocharger can run into ‘surging This makes isl known by aloud sound. Surging can be detected ual atthe pressure gauge as fuctuations in the scavenge air pressure ‘Shoulétho"surging’ occur at shor intervals or even cortinuously, the speed has tobe suitably reduced. ‘Should individual eyinders bo out of operation, is possible (partcuarty with engines having few oyindes) tha the ‘engine comes to rest in a postion from which cannot be restarted, since none ofthe intact pistons es within a Startng range. In such cases, the engine shouldbe state fra short moment inthe oppeste dracon inorder to bring the crarishafo another postion. The possiblity has tobe taken io account tha te engine wil not reverse ‘50 well and corresponding precautions have tobe taken together wi the bridge. wana Satara te 1998omen osto-vas Operation under Abnormal Conditions. (Operation with an Injection Pump Cut Out \where one or more injection pumps have to be cut ou, the folowing has tobe done: ‘© The roller ofthe respective injection pum has to bet off ts cam withthe aid ofthe cut-out evice (sve group 5512-2) \Wherethe reason for cuting outs detect inthe ful injactonsystom (irjction pum, high ees- ‘ute pipe to the injection valves, ee), Ris unnecessary fo cut out the actuating pump of he le vant eyinder, ‘= Should tbe nooossar o kp the ongine running for an extended period wth njocton pus) ‘ut out, then a redution of he lubricating oi feed cat to the minimum must be mage for the respective cyinder (see group 7218-1). For lator restoring, the previous eetinge must be rated “Attention | Wnen the injecton pump is cxtin again te cylinder ubricatng ol has tobe brought back othe previous oyinder lubricating feed rate. | wit an injection pump cut cut the engine can no longer be run atts ful power. CGeneraly the remarks in group 0500-1 must be observed. Futhermare the exhaust temperature ater eyinders may on no cylinder excoed the maximum of 515°C. Wena Suazeen 16 1998EEE rar] one en ‘Operation under Abnormal Conditions. Operation with an Actuator Pump Cut Out (Exhaust Valve Drive) 'Asa ule, in the evento a dofectin an actuator pump, nthe exhaust valve dive or onan exhaust valve, the faut ‘must be corrected immediately. ‘Should tis not be possible because the engine has to be pu back in service as 890n as possible, the following ‘moasuces have tobe taken atthe eyinder concerned (Cut out an exhaust valve rive ‘© Cutout he injection pump see group 5512-2 © Cutoutthe actuator pump see group 8512-2 Stop the oll pumps ‘© Close ol supply to ctustor pump by shutoff cock 12 (00 Fig, ‘C) The venng vaNe 4.06 In the contro supa i] (see grou 4003-2) for venting the a spring ofthe exhaust vale is brought nto the veting postin, so thatthe a food tothe eynder ofthe exhaust valve ai pring) e Interupte, in order to alow te valve to sie cown by the max. exhaust vale stoke ‘WW, ie It stands open ‘+ Remove the damping pin nthe hysraulc part ofthe exhaust valve and replace with he trust pin & tol 94259), proceeding as follows (see Fg.'B) ‘© Rlomove screw 2and pull out the damping pin 1. Take are that he spacer ring 3 does not get lot. Thi ng should remain in place when tho thet pin i tia. For safety reasons the thrust pin must ago be fied an exhaust ava is jammed in the open positon, ‘Operation with an actuator pump cut out ‘Ar the above measures have been taken: ‘© The.ol pumpe must be put back in service. ‘+ The supply othe ar spring i sviched on again, Lo. the verting va 4.08 must be brought back to the operat- ing poston, Fiemark | ‘Aor taking the above measures the engine can ony be operated at lo load. Generaly the re- ‘marks In gfoup 0600-1 have to be odeerved. Furthermore th exhaust gos temperature after ‘ovinders may on no cylinder exceed the maximum limit of 515 °C. Re-starting an exhaust valve drive “Attention | Afr termination of the emergency operation wth open exhaust vale, the seat surfaces of ex: hast valve and valve seat must be checked fr perfect condtion (no hare it deposi). ‘Seal sural Ieay Uoposis now bv overtued aocorcng fo the groups 2751-9 and 2761-4 in te Maintenance Manual ‘After the defect has been corected, the fotowing must be cated out: 1 Remove the thrust pin (oo 94259) and replace it bythe damping pln 1 '© Re-open shut-off valve 12 ofthe respective oll supply (he handle must bein vertical downward poston) ‘+ Cheok a pressure for actuator pump (see group 0250-1) ‘© Putthe actuator pump and injection pump back ito service (see group 5512-2) Wana Stannd it 1 1998,(0520-4/A1 Operation Operation with an Actuator Pump Cut Out (Exhaust Valve Drive) 1998 “SY Geena net Fevemtatatilenl Key tollustrations: "A Exhaust vaive Thrust pin fed Damping pn ‘serows ‘Spacer rng) Piston Housing Exhaust vale spindle Bush Exhaust vave cage ® 10 1" 2 13 4 5 we (i supply to actuator pump Thrust pin (ol 94259) it trating pipe Oi Supply Shutoff vane ‘Actuator pump ‘yin cover suppor (patorm) ‘Stating air dstebutng pipe Max. exhaust valve stoke Wn Setanta Ld