выкладываю здесь...handover 2 OEs
May 07
The engine is a MAN B&W 12K98ME-C engine.
The idea is different from the Flex engines but just as troublesome so here is a brief description;
Each cylinder has a CCU (cylinder control unit) that operates all the individual functions from cylinder lubrication to fuel injection & exhaust valve opening-closing.
The control is carried out by an MPC (multi purpose card) situated in the CCU box.
To enable fuel injection & Exhaust valve operation a FiVa (Fuel injection and Valve assemble) valve fitted on the hydraulic block for each cylinder, this being controlled by an amplifier situated in the CCU box for that particular unit.
The engine does not have a conventional governor, this job is carried out by the ECUs (engine control unit) they control the functions of the main engine.
The EICUs (engine interface control unit) is the link between the maneuvering system and the engine.
The ACUs (auxiliary control unit) control the additional auxiliaries: Aux blowers, starting air, HPS (hydraulic power supply) etc. All MPC units can be installed into any of the system cabinets to carry out any function, as this is determined by the Dongle Key fitted in the particular cabinet.
The cylinder lubrication is from an Alpha lubricator.
#3 piston cooling pipe is welded at cylinder head level, the new pipe is onboard but we are waiting for the maker to fit it. Latest news is they are planning for Singapore (Doosan).
MAN were going to modify the software for the MOP between Port Klang and Singapore but this is now postponed.
In Singapore they should be attending to change all the FIVA valves PCB’s.
Another outstanding item is the beam between 6 & 7 units which is cracked and needs renewing, but we have no information on this (Doosan).
We have had a few problems with the electronics, 2 proportional feedback amplifiers, 2 lubricator feedback sensors, & 1 lubricator level switch all have failed. When at full speed in the hot weather we also had a few spurious alarms that cleared on accept. Also now at normal speed Tacho B seems to alarm and clear several times then is good for a few days, so far no problems found. A couple of times we have had an earth alarm on the ME power supply A, this also clears before we can find it.
We are also waiting to hear from MAN if this ship already has the new type stuffing box or still needs to be done. The crankcase is very dirty considering the engine hours.
Tom (2OE) is working his way through the spare injectors to fit a new modified type non-return valve (1 hole as opposed to 2 holes on the original). MAN did the ones fitted to the engine, spare head & 4 spares leaving us 20 to do.
We have had quite a problem with cylinder relief valves leaking, waiting for some to turn up under guarantee.
It appears that the spares from MAN & Doosan are different. Not only part numbers but in size and material as well. We are still waiting for a reply from the office about this.
The Stralsund is having problems with the water separators so I’ve put them down on the coastal job list to check. We raised a gaf for ours as well as they were starting to crack when checked on the last Far East coast.
When getting the job ready go to Standby to start the hydraulic pumps, the light will flash until all the criteria is met, it’s the same at FWE, the light flash's until the job is shut fully shut down.
August 07
On the whole ran fairly well all trip.
The injectors are presently scheduled for changing so that we can start splitting them up. 3 units done already. Probably best to do another 3 units in Europe if you can.
Had a few problems with the olives on the return lines for the Exhaust Valve Actuating Oil , where it goes into the CCU. The olives have been coming loose on the pipes, with the pipe starting to move and thus leak. Have been removing them and Silver Soldering the olives in place. (Nos 1.3.4.6 thus far)
All Air Coolers have been circulated with ACC when we were in Europe.
Air Cooler water catchers have been inspected recently. Photos of the cracks etc. are in the engine folder. No 4 has a small section (50mm) missing from the fwd most blade. Air spaces were found quite rusty, with paint flaking in places. It may be worth getting the boys into the coolers in Europe to repaint as required.
Plugs in the Con rod for Crosshead oil (In bottom end section) have been checked after the Seoul reported finding some missing. All ours were in place, however, some were loose. All retightened and Loctited in place. May be worth keeping in mind for the next Inspections.
Had one stop due to the position sensor for the Exhaust valves – no 8 – but this has been fine since changing.
No 3 Head was removed when I joined to facilitate the fitting of a new crosshead telescopic protection tube. Seems a great idea to need to lift the head to do this, but……..
Also, the FIVA valves on the engine and all unused spares have had the new PCBs fitted, and changed of polarity of the feed-back signal to prevent the possibility of overpressure on failure of the FIVA.
The used spare has NOT had the new PCB fitted. (In the wooden box on it’s own on the heads.
The long box is the old Protection pipe, which, along with the used FIVA valve, MAN are meant to be taking away at some point.
Haven’t started water-washing the turbo’s yet – still waiting to be told whether or not to do it. Therefore only dry-washing
We’ve started reducing the Cylinder Oil as per MAN / company requests. Photos of the findings are in the Engine box, but all seems ok after the first reduction.
MAN attending TPP to sort problems we’ve had with Tacho B failing whilst at sea and eco revs.
Another outstanding item is the beam between 6 & 7 units which is cracked and needs renewing, but we have no information on this (Doosan).
December 07
Main Engine
Has run very well during the last four months with only the odd sensor failure and a couple of double wall pipe seal failures.
We are currently reducing our cylinder lubrication factor as per MAN B&W/Company Instructions. The final reduction is due at 9000 hours. After each reduction photographs need to be taken of piston rings, liner and piston crown. I have been taking the photos approximately 100 hours after the reduction. Nothing untoward noted to date. The rings still look wet and the liners still have varying amounts of original machining marks. The crowns are showing some calcium build up from unused alkalinity reserves in the cylinder L.O. (A white/yellow powder). This is due to running on LSFO and LSDO.
Note: The engine can only be run on LSFO or LSDO for 14 days at a time as we only have normal cylinder oil onboard.
The scavenges themselves are in good order, 1 to 4 have been cleaned by ships staff. The remainder will be cleaned by sludge contractors in Yantian. They will supply four cleaners so it shouldn’t take them too long. I have already arranged buckets and scrapers to be made and the fitter can supervise the cleaners to make sure they do a reasonable job.
The actual scavenge manifold is quite dirty so it may be worth getting the lads to progress that as time permits.
As yet, the air cooler water separators are still intact and have not deteriorated at all since I have been here. No 4 separator has a small section (50mm) missing from the fwd most blade. The best way to inspect them is from the scavenge.
MAN B&W attended in Europe to change our accumulator flanges for a stronger design with larger bolts. They only managed to change the forward ones on each HCU as the exhaust valve drain lines get in the way. Doosan are being arranged to attend to modify the pipes then MAN B&W will attend to finish the work. The parts for the accumulators are onboard in a box on the top plates.
The exhaust valve actuator pump non return valves have been replaced with a new design on units 1 to 4. Apparently, they have had a lot of trouble with the old design breaking up. I don’t know if they will return to change the rest.
Orifices have been fitted to the exhaust valve stand pipe (The block between the fuel booster and actuator pump). This is designed to slow the exhaust valve closing speed and prevent cavitation in the oil.
They replaced the double wall pipe between HCU 4 & 5 for an experimental type with HVOF coated contact areas. The seals used are a new design with added carbon to aid lubrication. (They are black instead of blue)
When MAN B&W attended in Singapore, to change double wall pipe seals, they found that No. 12 HCU end plate does not have an orifice fitted to allow controlled leakage to the double wall pipe seals. At the time they did not have the tools onboard to remove and re-adjust the line break valve if they fitted another orifice so this job is still outstanding. No. 1 HCU end plate has the orifice fitted.
The engine recently reached 8000 hours which meant a lot of planned maintenance was due. We have managed to get everything up to date except for fuel injectors. There are 7 sets of injectors ready to go but we are waiting for more spare parts before we do any more overhauls. The spares should arrive in Europe. All the 8000 hour work has been spread out and back dated to make it easier when the engine reaches 16000 hours. Suggest you continue back dating with the remaining injectors.
We had a report from the Maersk Seoul on 06/09/2007 regarding damage to the A Frame in way of the timing chain idler gear securing nuts. It has been suggested that over-tightening or poor material quality is to blame. I have visually inspected ours twice and they seem fine. To dismantle them for a full inspection would be quite time consuming as the chain would have to be re-tensioned. Sounds like a job for MAN B&W to me.
No. 2 & 3 M.E. Engine driven hydraulic pump suction pressure transducers became very erratic so we have changed them with ships spares. The spares we had were NOT correct so the fitter had to make small modifications to allow them to fit. They have worked fine since. We received one transducer and this was fitted to No. 4 Pump as that could be erratic during maneuvering.
Note: If all four transducers fail the engine will not run.
We stopped to drift before arrival Quingdao and when we re-started we had a double wall pipe pressure alarm. Once alongside, I traced a small leak to between No. 9 & 10 but not enough to close the line break valve and set the alarm off. Since then, the double wall pipe pressure has not been above 3 bar. It is highly likely to go off again though.
Departure Yokohama No. 12 exhaust valve cooling water outlet flexible hose failed. Fortunately, we had a spare to exchange. However, until the new year, we are not allowed to order any spares so the CEO has ordered some reinforced hose which we can use to repair the old one with.
Turning gear oil was changed in Oakland but the oil was drained before anyone had checked to see if we had any of the correct oil. The correct oil is coming in Shanghai.
As a temporary measure, we used Omala 220 instead of Omala 680.
At present, the shaft power meter is not working. One of the filters on the local PCB has burnt out. A new PCB will arrive in Hong Kong.
All accumulators were found low so they have been topped up to the correct pressure.
Handovers CEO`s
1.Had a problem with a Proportional Valve unit on No.2 Engine driven Hydraulic Pumps. Fault was eventually traced to an Amplifier Card for the proportional feed-back controller. During our fault-finding we had changed this Amplifier, but found the wrong type had been placed into the spares box. Do not swap the proportional feedback sensors from one pump to another, as a B&W Technician has to set-up these sensors via a lap-top computer.
During the Suez Canal Transit, No.4 unit Exhaust temp was low and we had to increase the % offset (low-load setting) by a factor of ‘3’ only for this unit. This brought the Exhaust temp back into line as normal. You only have to carry-out this adjustment when M/E on prolonged running at DS Ahead. This factor then reduced back to ‘zero’ when speeding-up on departure. Check after the new FiVa valves have been fitted that Exhaust temps are relatively even at low and high RPM..
The Relief Valves have a tendency to leak, and have changed four so far in one round voyage.
Also had two Slow-downs this voyage, the first when on max Revs from Suez to Valencia. The problem came from No.8 unit Cyl LO Inductive Sensor, this has been OK since – found the wiring connections loose on the flow sensor. All flow sensors wiring checked
Note: This sensor is the only indication that you have that shows the Cyl LO is being injected – yet more reliance upon electronics with this Engine.
The second slow-down (we think) occurred due to cold Cyl LO, as the Cyl LO Pre-Heater outlet temp was low. We increased the thermostat setting from 50-55°C. Also, fitted a cluster-light fitting – this to try and warm-up the oil tank a little. No.5 E/R Fan was also stopped as this blowing cold air onto the Cyl LO pipe-work.
There is a leaking LO Inlet pipe by No.3 unit Cylinder head. A spare pipe has been delivered onboard, but this requires fitting by DOOSAN.
There is an experimental section of “Double-wall-pipe” fitted between 6 – 7 units, this pipe has Stellite welded faces where the ‘experimental’ graphite lipseals are fitted. There is a lot of movement in this area – Structural beam disconnected as fractured – I will show you this.
The Main Engine & Auxy Engine performance monitoring equipment is not working. Need to have an IT guy onboard to look at this.
2.Generally the Main Engine has performed well and been run at high loads for scheduling purposes.
Few slowdowns / stops due to feedback sensors etc.
Last stop was ME overspeed (light ship, pitching slightly). This was after we had spent hours in port trying to test it for Danaos and had no joy whatsoever. The parameter that has to be set requires a figure of 19 or less, but we cannot get a setting in of lower than 100. Either we are on the wrong track or there is a mistake on the software side. I thought that overspeed had reset from the bridge, but Slava tells me that he reset the card in the cabinet at about the same time, so not sure what actually reset it.
One slowdown was due to an exhaust gas probe. The used probe in the store is OK. After changing the probe the temperature was still all over the place and problem traced to wires chafing on probe terminal cover. There is a sheet of 1mm thick Teflon so that any probes prone to vibration can have circular Teflon inserts fitted under the caps to protect the insulation on the wires.
Have started changing injectors to try and split them up a little bit. Job has got a price for shoreside overhauls but I think he wants us to overhaul them ourselves as per the Stralsund.
Have made an Excel sheet for the injectors so that we can keep a track of what has been done to them. Spare injectors have been ID’ed and fitted ones have to be ID’ed as they are removed for changing.
All injectors have new style non-return valves fitted.
New LO pipe fitted to N0. 3 unit by shoreside (cylinder head had to come off).
MAN down last time Hamburg to check centre section of twinwall pipe. They were happy with the condition of it and fitted new seals of harder material. The new harder seals are black and the original seals are dark blue. All are interchangeable. Their service report says that they took the original piping back with them for inspection, but in fact it is still onboard.
All the FIVA valves apart from the used one have been modified with feedback signal reversed and new PCB’s fitted to them. The used one is to be landed to MAN eventually.
Piston rings sorted out and checked as per service bulletins. Have asked Job to have some of them exchanged, but have heard nothing back yet.
Piston flow alarms will need cleaning at approximately 6 month intervals.
Some of the injector recirc lines need insulating tape re-fitting where it is missing. Maybe why fans have to be off in port?
Cylinder LO rate has to be reduced as per office guidelines in recent message. Before reducing they want photos taking of the present condition of each unit.
Chief Limit has been reduced from 110% to 100%.
Max revs have been reduced from 104 RPM to 100.4 RPM.
3.Generally the Main Engine has performed well.
Experiencing ‘loose’ pipe couplings on the LO return pipes from Exhaust v/v housings. The olives are working loose, have secured the olives with silver-solder. No’s 1, 3, 4 & 6 done so far.
MAN attended in TPP to investigate the ‘Tacho B’ alarm problem. Nothing untoward found. All probes and timing checked and found OK. Run-out of the Tacho pick-up shaft (fwd end of M-E) checked with dial gauge and found to be within limits. Span adjustment for the alarm ‘error’ has been increased (by laptop) from 0.5mm to 0.7mm. MAN left a new cable onboard (sensor - TAA Box) and this will need to be changed if any more alarms occur. After this if the alarms still continue, the TAA box has to be replaced (contact MAN for this job).
MAN also updated the software with the latest Service Parameters in the MOP panels. Latest copy of this disc in CEO’s cabin. They said that any old disk’s containing the original Parameters can be ditched.
The Fuel Injector exchange program is progressing, with another 3 units done on this Euro-coast, units 4, 5 & 6 just done. Have requisitioned some more Fuel Injector tips for the overhauls, 27 Nozzle Tips on order – this to cover for Injector changes up until end of this year. MAN in Hamburg wanted to fit the modified Non-return valves to the fuel Injectors that had not been previously modified, but they hadn’t a clue which ones had been previously modified. Ships staff to check at each injector overhaul and change if necessary.
All Charge Air Coolers have been circulated with ACC. The Air Cooler Water Separators have been inspected and Photos of the cracks can be found in the Engine folder. No 4 has a small section (50mm) missing from the fwd most blade. All Air-Space’s are starting to go rusty to some degree, with paint flaking in places. Started to get the boys into the Cooler Spaces this time in Europe to touch-up as required.
Oil-way blanking Plugs in the Con-Rod (In bottom end section) have been checked after the ‘Seoul’ reported they found some missing. All ours were in-situe, but some were found loose. All re-tightened and secured with ‘Loctite Stud-Lock’. Plugs to be checked again at next Crankcase Inspection.
E-mail message arrived from office asking us to check if we had the modified Stuffing Box Rings fitted. Checked our Spare Stuffing Box - which already fitted with new type of Scraper Ring. Therefore can only presume that all Stuffing Box’s inside the M/E have had the same modification carried-out. Copy of this e-mail has been placed in the spare parts book.
One ‘used’ spare FIVA valve which NOT had the new PCB fitted - Landed to MAN in Rotterdam for return to Copenhagen.
The long box is the old Telescopic Protection pipe, MAN in Hamburg say’s it’s scrap.
Haven’t started water-washing the M/E Turbo’s yet - still only dry-washing.
Talking to Job in Hamburg, and he says to start the water-washing.
Started to reduce the Cyl-Oil feed rate as per MAN / company requests. Photos of the findings can be found on the computer in the ‘Engine’ folder. First Feed Rate reduction on 22/07/07 from 0.34 to 0.32 – all found OK after 2-off inspections. Second reduction carried-out on 27/08/07 from 0.32 to 0.30 – still to monitor.
No.11 unit Cyl LO Level Sensor failed and gave an auto-slowdown. We swapped the Sensor from No.12 unit and put into No.11 unit, then fitted the new Level Sensor into No.12 unit. This was done as previously had trouble with these new sensors not working, and this led us to start looking elsewhere for the problem, and wasting time.
The new Cyl LO Level Sensors being supplied have 4-pin electrical connections, whilst original Level Sensors have 3-pin. Eventually found the matching wiring Connectors, but the ‘Harting Multi-pin Connector’ (on the Cyl LO Pump block) needs to be modified. Drawings of this electrical modification in the ‘Emergency info file’. The wire from the CCU to this Harting Connector is only 8-core, but MAN suggest fitting 9-core to get full supervision on these sensor cables. Slav (2OT) has modified No.12 unit to the 4-pin Sensor – Note that this is the only one of this type that is fitted on the Engine – done to prove if the modification works – and it does. Job will enquire if MAN going to change the whole engine to the modified design.
Have rescued the old M/E Relief Valves from the GAFF Box in the Store, and overhauled them with new internal parts. These parts are now located in the Fuel Valve workshop and not in E/R Store.
No.2 unit HCU block – Developed a LO leak from a crack in the Return oil stand-pipe (Plate: 90636-0006 Part No. 294). MAN attended in Hamburg and fitted a replacement.
Kidde-Graviner attended SOU first call and fitted a new PCB board in the MCR Controller. 4-off new detector heads to supply SOU 2nd call.
MAN attended in HAM for quite a few jobs:-
New flange fitted to all forward Accumulators only. The other flanges could not be changed as the oil drain pipes from the exhaust valve ‘foul’ the other two Accumulators. DOOSAN to modify these pipes before any more replacements to the Accumulator flanges take place.
Another ‘test’ double wall pipe with HVOF coatings i-w-o sealing areas has been installed, this time between No.4 – No.5 unit. The old double wall pipes were landed in ROT.
Set of ‘test’ non-return valves have been fitted to the Exhaust Valve Actuators (units 1, 2, 3 & 4). These have been fitted with new pipe-work. The old pipes and non-return valves are still onboard incase needed.
All Return oil stand-pipes on the HCU blocks have been fitted with 22mm orifice plugs. 2-off spare orifice plugs (c/w special seals) given to us as spares. I’ll let you stow these somewhere.
UPDATE: No.1 double wall pipe drain v/v - following message from MAN:-
QUOTE
Please note the subject double wall leakage is considered a small and old leakage. Old due to the "home made" can placed underneath
the forward flange of HCU 3. The leakage gives a pressure in the outer pipe of approx. 1.5 to 2 bars which is normal. In order not to
increase the pressure to alarm value valve No.: 430 is closed on HCU 1 which means the outer pipe is lubricated - as usual - but the oil is
now coming from the leakage and not from the orifice. The vessel can continue to Singapore where service will be arranged.
UNQUOTE
Due to unacceptable leakage from outer seals of double wall pipe between No.2 – No.3 HCU Block, we fitted a new set of seals whilst alongside at Rotterdam.
4.Has done quite well. Have not had to go as fast this voyage.
Water washing of M.E. turbo-chargers has commenced.
No. 2 FIVA valve has recently been changed. Gave a couple of internal fault and current supervision alarms before Singapore. Service engineers there tested it and said that it was getting “sticky” and suggested changing it if we had any more alarms with it. Had quite a few after that, so it was changed. No alarms since. Apparently a new software version is nearing completion, and one function will to be keep the FIVA valves “jiggling” when the engine is stopped in order to try and prevent any sticking.
Found that accumulator pressure was low (as part of fault finding exhaust valve alarms when engine was around 90 RPM leaving port). Not much N2 left, but some on Unitor order for Hong Kong (2 Unitor cylinders to exchange, 2 on new hire as two cylinders are Drew).
Note that accumulator pressures are now 105 bar at 50 degrees C according to service bulletin (a slight decrease).
A rough way of telling when to re-charge is to watch the hydraulic pressure when the pumps are stopped. On the MOP screen there is a rapid fall-off of pressure some 10 bar under the accumulator pressure.
Also as part of fault finding, an exhaust valve drop test was done. After 40 minutes there was no movement at all, so test aborted.
The tacho cable that the service engineers left with you has been fitted after we had many alarms. No alarms since.
The cylinder head relief valves are all going to be replaced with plugs. These have been requested and should arrive sometime. Again a service bulletin refers.
Still no news on exchanging the spare piston rings for latest type.
Nos. 2 and 3 hydraulic pump suction pressure transducers are now of the incorrect fitting but correct range due to failure of original transducers. One transducer of correct type should be arriving at Yokohama. May be best to fit this new one and return one of the modified others to stock. Not sure what they are for, but may be needed somewhere in its original configuration.
Cylinder LO rate reduced to 0.28. have left a note on the whiteboard that last reduction will be due at 9,000 ME runhours – cannot use dates because of lay-up.
5.Engine has performed well all voyage, had two recent thrash's up to 100 rpm and no problems.
Still no news on exchanging spare piston rings for latest type.
Nos. 2 and 3 hydraulic pump suction pressure transducers still have incorrect fittings but correct range due to failure of original transducers. One transducer of correct type arrived in Yokohama and this was fitted to No.4 Pump as started to become erratic – OK since.
Just before Suez Canal, had a small problem with the No.1 HPS Pump flow indication (%) which started to throw a wobbler - very erratic. Have changed the Amplifier but did not solve the problem (Amplifier since changed back to the original). It could be the Swash-plate Sensor, and we don't have a spare onboard that I can find. Sent a Guarantee Claim into MAN (SAI-007) just in case the swashplate sensor requires setting-up by a service technician.
Cylinder LO rate reduced to it's final setting of 0.26 during this Suez Canal transit northbound. Liner and Piston inspection carried-out at Gioia Tauro and all found OK.
No.12 unit FIVA Valve changed for a spare. Replacement parts for MAN G/C's 002 & 006 (No.2 & No.12 FIVA Valves) arrived onboard at TPP. The old Valves landed at Barcelona i.c.o. Agent. No.2 FIVA Valve played up during the far-east coast, but after a couple of manual operations of the valve spindle (via the inspection plug), we have not had any more problems since.
All M/E Releif Valves have been removed and Blanking plugs fitted as per Service Bulletin.
Replaced Double-wall pipe seals between 9-10 units and between No.8-9 units, completed at Barcelona and now OK. MAN Guarantee claim raised for 2-off sets replacement seals.
The aft-end of Double- wall pipe at HCU block No.12 does not have any lubrication orifice fitted. MAN to rectify this during their next visit. The fwd-end Lubrication orifice has been fitted with a sealing copper washer instead of the original o-ring, as the seating face is slightly marked.
Replaced leaking joints on No.3 & No.4 unit Fuel Pumps inlet pipes. This came to light when the M/E fuel system changed-over to MDO prior to arrival Los Angeles - A bit of a mess ensued.
Only 2-off Nitrogen Bottles arrived onboard from your previous Unitor order. In HKG they insisted that 2-off bottles should have arrived in Ningbo – some mix-up with the port delivery. They only brought 2-off bottles with them - and this delivery received at the last minute, just before sailing so no chance of getting the other two bottles.
Keep a good eye on the Air Cooler Water Separators, the Stralsund has reported quite a few of the blades breaking off.
Still awaiting delivery of the new Exh Valve drain pipes from Doosan, such that the remainder of the HCU Accumulator Flanges can be changed.
Small crack noted on No. unit HCU support bracket. No Guarantee Claim raised yet.
No.12 unit Jacket CW outlet flexi pipe changed on Jap coast. No more spares ROB, have requested 2-off replacements via the office. In meantime, have some reinforced rubber hose onboard that should get us through in case of emergency – on top of spares box ME-10.
The KYMA Shaft Power Meter (MCR Console for power and Khph) – Sensor/pick-up circuit has been fitted with a new PCB - This PCB is situated in a small junction box ,down by the Turning Gear Starter Box. One part of the power supply circuit on the PCB blew apart - maybe due to the vibration in this area. Has been OK since.
Just received the outstanding Fuel Injector Tips in Gioia Tauro. Plan to exchange all the overdue Injectors on this Meddi-coat. Tito will then have to overhaull ALL the spare Injectors outward-bound.