19. Possible Consequences
Someone could be killed
Burnt down engine room and
accommodation
Vessel could be declared constructive
total loss
Limping with reduced quantity of
generators and compromising vsl’s safety
20. Possible Consequences
Increased workload for the crews
Tarnish Ship Manager reputation
Off-hire affecting owners’ revenue and
reputation
Vessel schedule adversely affected and
loss of cargo and reputation to charterers
21. What Should We Do Now?
Make and model of the engine
Possible causes of these incidents
How can we prevent them from
recurrence?
22. NO.1 A/E
MAN 7L27/38
NO.2 A/E
MAN 7L27/38
NO.3 A/E
MAN 6L27/38
NO.4 A/E
MAN 6L27/38
MAXINE(EX-APL
BEIJING)
Engine was manually stopped due to
heavy vibration.
No.2 unit piston crown detached from
skirt, liner cracked, piston skirt broken
off, crank pin and bearing damaged,
rocker arm valve bridge dislocated. LO
pump was also found badly worn out.
Main bearing true run was out and line
boring had to be done.Crankshaft was
renewed.
Engine tripped on LO low
pressure after running for 18
minutes after oil change. All,
main, big end, camshaft,
gudgeon pin bearings were
damaged. Crank shaft was also
damaged which was renewed.
LO safety filter found collapsed.
Main bearing true run within
acceptable limits. Engine boxed
back with new crankshaft.
Test run carried out after major
overhaul and within 2 minutes, high
crankcase temperature observed and
engine was stopped. Upon inspection
No.2 unit crankpin was found
damaged.Crankpin was found with
very high HB and marine head ovality
was out of limit. Crankshaft ware
renewed and main bearing line boring
has to be carried out..
After sump oil renewal, engine was started.
L.O filter differential pressure high alarm
activated followed by abnormal noise. Engine
was stopped manually and opened up for
inspection. No.4 crankpin bearing shell
squeezed out, bearing nib damaged, multiple
cracks and high hardness on crankpin. Main
bearing true run within acceptable limits. LO
pump was found worn out and beyond repair.
LT & HT pump shaft were also found damaged
iwo mech seal. Crankshaft was renewed.
Engine manually stopped due to high
exh gas inlet toT/C alarm. Upon
inspection, found that water leaking
into crankcase from No.1,2,3,4 units.
No.4 unit liner crack, rocker arm
bridge dislocated, injector holding bolt
broken, cylinder cover, piston crown
damaged, turbocharge rotor bent.
Crankshaft was not damaged.
Damaged parts renewed and engine
boxed back.
SCT VIETNAM(EX-
APL VIETNAM)
10th May 2008, Poor crankcase
LO quality which vsl did not
renew resulting in damage to
bearings and eventual failure to
crankshaft. Crankshaft, all main
and big end bearings, L.O pump,
all conn rod, piston pins were
renewed.
NO.1 unit piston, conn rod,
counterweight, liner, cylinder block,
rocker arm assembly, CC relief door
were damaged. LO analysis result
done in July indicate warning and
suitable for limited use only. New
crankshaft, cylinder frame were
renewed.
Running for 50 hours after major overhaul, T/C
exh gas high temperature alarm and turning
gear interlock alarm activated followed by
hammer noise from T/C came. Engine was
stopped manually and checked. No.4 unit
liner, big end bearing found loose. Conn rod
to marine head bolt found lose. Crankshaft
was found damaged too. Main bearing
porcket are out of true run and line boring
carried out. Engine was boxed back with new
crankshaft, new liner, piston and big end
bearing.
35. Damages Found
L.O Pump damaged
Piston broken iwo gudgeon Pin
Rocker arm bridge dislocated
Inlet/Exh valve broken
Push Rod bent
36. Damages Found
Crankpin bearing wiped out
Marine Head bolt slacken
Crankshaft Damaged and
surface hardness increased
Main journal out of true run
37. Possible Causes of the Damage
Worn out Lub oil pump
Lub oil line chocked
Poor lub oil quality
Water leakage into the crankcase
Improper fitting of bearing shells
Incorrect adjustment of tappet clearance
or wrong fitting of rocker arm bridge
38. Possible Causes of the Damage
Damaged valve rotator
Marine head bolts slacken
Piston rod bolt slacken
Poor fuel injection
Excessive vibration
42. Lub Oil Pump Worn Out or
Damaged
Lub oil pump to be overhauled during engine major
overhaul
Lub oil pressure shall be monitored very closely
Proper priming of Lub oil after oil change or/and
filter cleaning
Regular function test and overhaul of Lub oil priming
pump
Regular testing of Lub oil low pressure alarm and trip
43. Lub Oil Line Chocked
Proper cleaning of L.O filter
Sump oil renewal must be supervised by
senior engineer
Avoid using rags for cleaning the sump tank as
far as practicable
45. Draw Back on Old Filter Design
Incorrect installation of filter cartridges is possible due to multiple
filters elements
Incorrect installation of safety filter element is possible
Incorrect installation of gaskets and intermediate piece
46. New Filter Design Improvement
Correct specified gaskets fixed to both ends of the filter
cartridge
Incorrect mounting of the filter element is not possible
A nose is added on safety filter to eliminate incorrect
mounting
No need to put intermediate piece between filter elements
47. Important Points to Take Note
Proper cleaning of the L.O filter housing is essential
Care must be taken to ensure that no foreign objects
remain in the filter housing
Proper filling and air venting must be done before
putting them into service
No cleaning of paper filter cartridge for reuse
Safetly filter cleaning should be done with cleaning
solvent and blown dry with air after cleaning
51. Poor Lub Oil Quality
Quarterly Lub oil testing in the lab
Sump oil change whenever result found unfit for further use
L.O purifier operating temperature 950C
Weekly Lub oil centrifuge filter cleaning
Onboard weekly Lub oil water content test
Permissible water content 0.2% by volume
LO pressure and LO consumption
52. Lub Oil Consumption Data
6 Cylinders Engine
18 to 35 Kg/Day
19 to 37 Ltrs/Day
7 Cylinders Engine
20 to 40 Kg/Day
22 to 44 Ltr/days
53. Bearing Damage due to Mechanical Failure
Regular crankcase inspection
Proper adjustment of valve gear
Regular inspection of valve gear casing
No water carried over from air cooler
No water leaking into combustion chamber
Time between major overhaul to 12,000 hrs.
58. Marine Head and Bearing
Failure
Regular checking the tightness of
connecting rod bolt
To renew bearings which are worn
out or damage
Maker’s recommended limits must
be followed
