TRƯỜNG ĐHGTVT TP.

HCM
BÀI TẬP 1.2
VIỆN HÀNG HẢI
Môn học: Động cơ diesel tàu thủy 2 Mã học phần: 021024
Năm học: Mã LHP:
Họ & tên SV: Nguyễn Văn A Mã sinh viên : 01009083
Lớp: Hệ:

Contents
2. Main engine - MAN B&W 6S60MC-C................................................................................................2
2.1 Engine data....................................................................................................................................2
Engine specification............................................................................................................................2
Engine test............................................................................................................................................2
Measured data.....................................................................................................................................3
Guidance Alarm Limits and Measuring Values...............................................................................4
Fuel Oil System....................................................................................................................................4
Lubricating Oil System.......................................................................................................................4
Cooling Water System........................................................................................................................5
Compressed Air System......................................................................................................................5
Scavenge Air System...........................................................................................................................5
Exhaust Gas System............................................................................................................................6
Measuring Instruments, Identification.............................................................................................7
2.2 Starting, Manoeuvring and Running..........................................................................................8
703-01 Preparations for Starting.......................................................................................................8
703-02 Starting-up.............................................................................................................................10
703-05 Preparations PRIOR to Arrival in Port.............................................................................11
703-06 Stopping.................................................................................................................................11
703-07 Operations AFTER Arrival in Port....................................................................................11
703-10 Engine Control System, FPP Plant, 50-70MC-Engines....................................................12
STOP order........................................................................................................................................12
START order.....................................................................................................................................13
2.3 706 Performance Evaluation & General Operation................................................................17
706-01 Observations during Operation...........................................................................................17
706-02 Evaluation of Records..........................................................................................................18
1. General...........................................................................................................................................18
2. Engine Synopsis.............................................................................................................................19
5. Specific Fuel Oil Consumption....................................................................................................23
Plate 70603. Performance Observations record.............................................................................25
Plate 70605. Synopsis Diagrams - for engine..................................................................................26
Plate 70606. Synopsis Diagrams - for engine..................................................................................27
Plate 70607. Synopsis Diagrams - for engine..................................................................................28
Plate 70611. Specific Fuel Oil Consumption...................................................................................29
2. Main engine - MAN B&W 6S60MC-C
2.1 Engine data1
Engine specification

Engine test

1
Plan History. 701 Safety Precautions and Engine Data
Measured data
Guidance Alarm Limits and Measuring Values
(at max. continuous rating with engine running steadily)

Fuel Oil System

Normal Set
Sensor Code Function Designation Unit SLD SHD
Service Value point
PT 8001 I – AL Fuel oil Inlet (after filter) 7–8 6.5 Bar
PT 8002 AL Fuel oil before filter 6.5 Bar
PDT 8003 AH Fuel oil filter 0.2 – 0.5 Bar
VT 8004 AH Fuel oil viscosity 10 – 15 20 cST
AL 7
TE 8005 I Fuel oil inlet (after filter) T °C
Level
LS 8006 AH Leakage from high pressure pipes
high
PT 8007 I – AH Fuel pump roller guide gear activated. 0 2.0 Bar
PT 8001 Fuel viscosity max. 700 cST. at 50 °C measured at fuel pump level.
PT 8002 Yard supply. Fuel viscosity max. 700 cST at 50 °C.
PDT 8003 Yard supply.
VT 8004 Yard supply. Viscosity to be monitored and alarm given off by sensor built into the Viscorator
TE 8005 T = See chapter 705 Vol.1 Operation book.

Lubricating Oil System

Normal Set
Sensor Code Function Designation Unit SLD SHD
Service Value point
PT 8103 I – AL Lub. oil inlet to turbocharger 1.5 – 2.2 1.2 Bar
AH Thrust bearing segment 55 – 70 75
TE 8106 °C
Y 80 H
TE 8107 Z Thrust bearing segment 55 – 70 90 °C H
2.1 – 2.4
PT 8108
I – AL Lubrication oil inlet 1.7 Bar
Y L

Lubrication oil inlet

PT 8109 Z
S60MC-C 1.3 Bar L
Lubrication oil inlet 40 – 47 55
TE 8112 I – AH °C
35
AL
60 H
Y

AH Piston cooling outlet/cylinder 50 – 65 70

TE 8113 °C
Y 75 H
FS 8114 Y Piston cooling outlet/cylinder No flow L
I – AH Lub. oil outlet from turbocharger/TC
TE 8117
MAN/TCA COM 70 – 90 95 °C
MAN/NA COM 70 – 90 95 °C
MHI/MET COM 70 – 90 85 °C
ABB/TPL COM/ABB/VTR COM 70 – 90 110 °C
Y 120 °C H
TE 8118 I – AH Lub. oil outlet from engine 50 – 60 65 °C
I – AH Main bearing metal temperature * 50 – 70 75 °C
TE 8120
Y 80
I – AH Crankpin bearing metal 50 – 70 75 °C
TE 8121
Y temperature * 80
I – AH Crosshead bearing metal 50 – 70 75
TE 8122 °C
Y temperature * 80
TE 8123 AH Main bearing oil outlet * 50 - 60 65 °C
Y 70 H
AH Deviation from average +/- 5
Y +/- 7 H

TE 8124 AH Crankpin bearing * 50 - 60 65

Y 70 H
°C
AH Deviation from average +/- 5
Y +/- 7 H
AH Crosshead bearing oil outlet, fore* 65
TE 8125 Y 50 - 60 70 H
°C
AH Deviation from average +/- 5
Y +/- 7 H
Low
LS 8130 AL – Y Lub. oil level in tank
level
PT 8108, PT 8109. Measured by pressure gauge placed 1.8 m above crankshaft centreline. For Lub. oil pumps of centrifugal type,
the pressure at stopped engine will be about 0.2 bar lower. (The difference in pressure at stopped and running engine is mainly
caused by influence of oscillation forces, especially in pis
ton cooling space.).
TE 8117 Inlet reference, see sensor TE 8112.
TE 8121 – TE 8125 * Please note that the “Normal service value” is to be stated at sea trial, but, in between the range
stated. With regard to the “Alarm”, “Slow down” and “Shut down” levels they should be 5°C, 10°C
and 20°C above the sea trial finding respectively, however, maximum the value stated.
TE 8124 and TE 8125 Cut off at stopped engine. Cut off to remain until 3 minutes after start.
LS 8130 For separate lubricating system of the turbochargers.

Cooling Water System

Sensor Normal Set
Function Designation Unit SLD SHD
Code Service Value point
PT 8401 I – AL Jacket cooling water inlet 3.5 – 4.5 2.0 Bar
Y 1.5 Bar L
PS 8402 Z Jacket cooling water inlet 3.5 – 4.5 X Bar L
I – AL Jacket cooling water pressure loss 0.8 – 1.4 X Bar
PDT 8403
Y across engine X 0.2 Bar X 0.4
TE 8407 I – AL Jacket cooling water inlet 65 – 70 57 °C
80 – 85
I – AH Jacket cooling water outlet/cyl. 90 °C
TE 8408
Y 95 °C H
Jacket cooling water outlet temp,
TE 8409 I – AH 80 – 85 90 °C
at turbocharger
Jacket cooling water outlet temp,
TE 8411 80 – 120 °C
exhaust valve
Jacket cooling water de-aerating tank Low
LS 8412 AL
device level
Jacket cooling water outlet common
PI 8413 2.7 – 3.1 Bar
pipe
PT 8421 Cooling water inlet to air cooler(s)
I – AH
Sea water cooling system
2.0 – 2.5 X 3.5 Bar
Central cooling water system
2.0 – 4.5 X 5.5 Bar
AL 1.0

TE 8422 I – AH
Cooling water inlet to air cooler(s)
Sea water cooling system >10 – 32 40 °C
Central cooling water system >10 – 36 40
PT 8401, PI 8413 If the expansion tank is located more than 5 m above the engine outlet, the resulting increase in the
static pressure must be added to the “normal service value” indicated here.
PS 8402 X = With stopped cooling water pump, the set point for the sensor is the static pressure plus the stated value.
PDT 8403 X = To be stated on sea-trial. Set point 0.2 and 0.4 bar lower.
PT 8421 X = To be stated on sea-trial

Compressed Air System

Sensor Normal Set
Function Designation Unit SLD SHD
Code Service Value point
PT 8501 I – AL Starting air inlet pressure 30 15 Bar
I-C-AH 0.5 X Bar
PT 8503 Control air inlet 6.5 – 7.5
AL 5.5 Bar
I-C-AH 0.5 X Bar
PT 8504 Safety air inlet 6.5 – 7.5
AL 5.5 Bar
PT 8505 I – AL Air inlet to air cy
PT 8503, PT 8504. X = AH at finished with engine.

Scavenge Air System

Normal
Sensor Code Function Designation Set point Unit SLD SHD
Service Value
PT 8601 I Scavenge air receiver pressure X – 3.65 Bar
C
PS 8603 Scavenge air receiver, auxiliary 0.55 – 0.7 Bar
blower control
PS 8604 AH Scavenge air receiver, auxiliary blower 0.56 Bar
AL control 0.45
TE 8605 I Scavenge air temp. before each cooler 170 – 210 °C
Scavenge air pressure drop across each
PDT 8606 I – AH X XX Bar
air cooler
PDT 8607 I – AH Scavenge air pressure drop across filter X XX Bar
Scavenge air temperature after each air
TE 8608 I X °C
cooler
TE 8609 Scavenge air temperature in receiver
I – AH
Sea water cooling system
>25 – 47 55 X °C
Central cooling water system
>25 – 51 55 X °C
Y °C 65 X

AH °C
TE 8610 Scavenge air box-fire alarm/cyl. 80 120
Y °C
LS 8611 AH Water mist catcher - water level High
Compressor inlet temperature/
TE 8612 I - 10 - + 45 °C
turbocharger
Compressor scroll housing, pressure at
PT 8613 I 0 – 3.0 Bar
outlet for each turbocharger (NA type)
Differential pressure across compressor
PDT 8614 I scroll housing/each turbocharger (NA 0 – 0.3 Bar
type)
PT 8601 The set point of scavenge air pressure depends on the engine load and shall be set during sea trial.
PS 8603 Makes at normal minimum. Breaks at normal maximum.
PS 8604 Alarm contact brakes at alarm minimum. Alarm contact makes at alarm maximum.
TE 8605 Value based on MCR, depending on engine load and ambient conditions.
PDT 8606, PDT 8607 X = According to shop-trial results. XX = at 50 % increase.
TE 8608 X = coolant inlet + 12 °C.
TE 8609 X = To be cut off during stop. To remain cut out until 3 – 5 minutes after start

Exhaust Gas System

Normal
Sensor Code Function Designation Set point Unit SLD SHD
Service Value
TC 8701 I – AH Exhaust gas temperature before 380 – 500 X °C
Y turbocharger X H
I – AH 320 – 390
TC 8702 Exhaust gas temperature after valves. 430 °C
Average.
Y
450 H
Deviation from average +/-50 +/-60

TC 8704 I Exhaust gas temperature in receiver 100 – 500 °C

PT 8706 I Exhaust gas pressure in receiver 3.45 Bar
Exhaust gas temperature after each
TC 8707 I – AH 220 – 300 350 °C
turbocharger
Exhaust gas pressure after each mm –
PT 8708 I – AH 300 450
T/C at MCR WC
Exhaust gas pressure drop across boiler mm –
PDI 8709 I 150
at MCR WC
Exhaust gas by-pass valve angle
ZT 8721 I 0 – 90
position
TC 8701 Normal exhaust gas temperatures depend on the actual engine load and ambient condition.
X = turbocharger dependent.
TC 8702 Normal exhaust gas temperatures depend on the actual engine load and ambient condition.
When operating below 200 °C average temperature deviation alarm is cut off.
PT 8706 Normal exhaust gas temperatures depend on the actual engine load and ambient condition.
TC 8707 The service values apply under the following conditions: Ambient temperature in engine room
25 °C. Scavenge air temperature in receiver 35 °C.
Measuring Instruments, Identification
Ident. number
Measured or indicating
The first two digits indicate the point of Function
variable
measurement, the next two are serial (Secondary letter(s))
(First letter(s))
numbers.
DS: Density switch 11. Manoeuvring system A: Alarm
DT: Density transmitter 12. Hydraulic power supply C: Control
GT: Gauging transmitter 14. Combustion pressure supervision H: High
(load/index transmitter) 20. ECS to/from safety system I: Indication
FT: Flow transmitter 21. ECS to/from remote control (remote)
FS: Flow switch system L: Low
LS: Level switch 22. ECS to/from alarm system R: Recording
LI: Level indication (local) 30. ECS Miscellaneous input/output S: Switching
LT: Level transmitter Values Y: Slow-down
PDI: Pressure difference 40. Tacho/crankshaft pos. system X: Unclassified
indication (local) 41. Engine cylinder components function
PDS: Pressure difference switch 50. VOC: supply system Z: Shut-down
PDT: Pressure difference 51. VOC: sealing oil system
transmitter 52. VOC: control oil system
PI: Pressure indication (local) 53. Other VOC related systems
PS: Pressure switch 54. VOC engine related components
PT: Pressure transmitter 80. Fuel oil system
ST: Speed transmitter 81. Lubrication oil system
TC: Thermo couple (NiCr-Ni) 82. Cylinder lub. oil system
TE: Temperature element (Pt- 83. Stuffing box drain system
100) 84. Cooling water system
TI: Temperature indication (local) e.g. central cooling water
TS: Temperature switch e.g. sea cooling water
WS: Vibration switch e.g. jacket cooling water
WT: Vibration transmitter 85. Compressed air supply system
VS: Viscosity switch e.g. control air
VT: Viscosity transmitter e.g. starting air
ZV: Position valve (solenoid 86. Scavenge air
valve) 87. Exhaust gas system
ZS: Position switch (limit switch) 88. Miscellaneous functions
ZT: Position transmitter e.g. axial vibration
(e.g. proximity sensor) 90. Project specific
XC: Unclassified control Note:
XS: Unclassified switch ECS: Engine control system
XT: Unclassified transmitter VOC: Volatile Organic Compound
2.2 Starting, Manoeuvring and Running.2

703-01 Preparations for Starting

See Section 705-03 regarding correct fuel oil temperature before starting
1. Air Systems
· Drain water, if any, from the starting air system.
See also Plate 70304.
· Drain water, if any, from the control air system at the receivers.
· Pressurise the air systems. Check the pressures.
See also Section 701-02.
· Pressurise the air system to the pneumatic exhaust valves.
Air pressure must be applied before the lube oil pump is started.
This is necessary to prevent the exhaust valves from opening too much.
See also Section 702-01.
· Engage the lifting/rotation check rod mounted on each exhaust valve, and check that the exhaust
valves are closed.

2. Lube Oil Systems

1). Start the lube oil pumps for:
– Engine
– Camshaft
– Engines without Unilub: camshaft lube oil pumps,
– Engines with Unilub: camshaft booster pumps.
– Turbochargers
If the turbochargers are equipped with a separate, built-in, lubrication system, check the oil levels
through the sight-glasses.
Check the oil pressures. See also Section 701-02
2). Check the oil flow, through the sight-glasses, for:
– Piston cooling oil
– Turbochargers
3). Check that the cylinder lubricators are filled with the correct type of oil.
See also Plate 70716.
4). Operate the cylinder lubricators manually.
Check that oil is emitted. See also Chapter 702, Check 4.5.
Check regularly during service that the Load Change
Dependent lubricators function properly.
See also the producer’s special instructions

3). Cooling Water Systems

The engine must not be started if the jacket cooling water temperature is below 20°C.
Preheat to minimum 20°C or, preferably, to 50°C. See also Sections 703-03 and 703-07.
· Start the cooling water pumps.
· Check the pressures. See also Section 701-02.

4). Slow-Turning the Engine

This must be carried out to prevent damage caused by fluid in one of the cylinders, and to check the
reversing mechanism.
Before beginning the slow-turning, obtain permission from the bridge.
Always carry out the slow-turning at the latest possible moment be-fore starting and, under all
circumstances, within the last 30 minutes.
Is the special slow turning device installed?
YES Follow Procedure 4.1
NO Follow Procedure 4.2

4.1) Slow-turn with Special Slow-Turning Device

2
703 Starting, Manoeuvring and Running
1. Disengage the turning gear.
Check that it is locked in the OUT position.
Check that the indicator lamp for TURNING GEAR ENGAGED extinguishes.
2. Lift the locking plate of the main starting valve to the SERVICE position. Check the indicator lamp.
– The locking plate must remain in the upper position during running.
– The locking plate must remain in the lower position during repairs.
3. Open the indicator valves.
4. Turn the slow-turning switch to SLOW-TURNING position.
5. Move the regulating handle to START position. Check to see if fluid flows out of any of the
indicator valves.
Check that the individual air cylinders reverse the displaceable rollers for each fuel pump to the outer
position.
6. When the engine has moved one revolution, move the handle back to STOP position.
7. Turn the reversing handle to the opposite direction of rotation. Repeat points 5 and 6.
8. Turn the slow-turning switch back to NORMAL position.
9. Close the indicator valves

4.2). Slow-turn with Turning Gear

1. Open the indicator valves.
2. Give REVERSING order by moving the reversing handle to the opposite direction of rotation.
3. Turn the engine one revolution with the turning gear in the direction indicated by the reversing
handle.
Check to see if fluid flows out of any of the indicator valves.
Check that the individual air cylinders reverse the displaceable rollers for each fuel pump to the outer
position.
4. Repeat points 2 and 3 in the opposite direction of rotation.
5. Close the indicator valves.
6. Disengage the turning gear.
Check that it is locked in the OUT position.
Check that the indicator lamp for TURNING GEAR ENGAGED extinguishes.
7. Lift the locking plate of the main starting valve to the SERVICE position. Check the indicator lamp.
– The locking plate must remain in the upper position during running.
– The locking plate must remain in the lower position during repairs

5). Fuel Oil System

Regarding fuel oil temp. before starting, see Section 705-03.
· Start the fuel oil supply pump and circulating pump. If the engine was running
on heavy fuel oil until stop, the circulating pump is already running.
Check the pressures and temperatures.
See also Section 701-02.

6). Checking the Fuel Regulating Gear

· Close the shut-off valve of the starting air distributor to prevent the engine from
turning. Check the indicator lamp.
· Switch over to control from the engine side control console.
See description of the procedure on Plate 70302.
· Turn the regulating handwheel to increase the fuel pump index, and check that
all the fuel pumps follow to the FUEL SUPPLY position. With the regulating handwheel back in
STOP position, check that all the fuel pumps show zero-index.
· Switch back to NORMAL control by following Plate 70302.
· Open the shut-off valve of the starting air distributor. Check that the indicator
lamp extinguishes.

7). Miscellaneous
· Lubricate the bearings and rod connections in the regulating gear, etc., at the intervals stated in
Section 702-01.
· Switch on the electrical equipment in the control console.
· Set switch for the auxiliary blowers in AUTO position.
The blowers will start at intervals of 6 sec.
See the Warning of scavenge air box fire due to incorrectly working auxiliary blowers in Section 704-
01.
· Check that all drain valves from scavenge air receiver and boxes to drain tank are open and that test
cocks are closed. See Plate 70402.
The engine is now ready to start.

703-02 Starting-up

1. Starting
Start the engine as described under START-order in Section 703-10 for fixed pitch propeller plants
and in Section 703-11 for controllable pitch propeller plants.

If the engine has been out-of-service for some time, starting-up is usually performed as a quay-trial.
Prior to this, it must be ascertained that:
1. The harbour authorities permit quay-trial.
2. The moorings are sufficient.
3. A watch is kept on the bridge.

2. Starting Difficulties

3. Supplementary Comments

4. Checks during Starting

Make the following checks immediately after starting:
Check 1: Direction of Rotation
Ensure that the direction of propeller rotation corresponds to the telegraph order.
Check 2: Exhaust Valves
See that all exhaust valves are operating correctly.
Disengage the lifting/rotation indicators after checking the functioning. Check that the slide valve
spindles of the sealing air control units protrude through the covers to ensure sealing air supply.
Check 3: Turbochargers
Ensure that all turbochargers are running.
Check 4: Circulating Oil
Check that the pressure and discharge are in order
(main engine and turbochargers).
Check 5: Cylinders
Check that all cylinders are firing.
Check 6: Starting Valves on Cylinder Covers
Feel over the pipes. A hot pipe indicates leaking starting valve.
See also Vol. III, Chapter 911, “Safety Cap in Starting Air Line”
Check 7: Pressures and Temperatures
See that everything is normal for the engine speed. In particular: the circulating oil (bearing lubrication
and piston cooling), camshaft lubricating oil (engines without Unilub), fuel oil, cooling water, cavenge
air, and control and safety air.
Check 8: Cylinder Lubricators
Make sure that the lubricators are working, and with an even “drop height” level in all the sight
glasses.
Check that the actuators on the Load Change Dependent lubricators are in the position for increased
cyl. lub. oil dosage during starting and manoeuvring.
See the producer’s special instructions.
Check the oil levels in the centre glass, and the feeder tank.
See also Plate 70716.
The lubricator pump stroke should be occasionally checked by measuring the free movement of the
adjustment screw, which corresponds to the pump stroke.
See Maker’s instruction regarding pre-calculating the pump stroke.
703-05 Preparations PRIOR to Arrival in Port

Decide whether the harbour manoeuvres should be carried out on diesel oil or on heavy fuel oil. See
also Section 705-03.
Change-over should be carried out one hour before the first manoeuvres are expected. See Section
705-03.
2. Start an additional auxiliary engine to ensure a power reserve for the manoeuvres.
3. Make a reversing test (FPP-plants). This ensures that the starting valves and reversing mechanism
are working.
4. Blow-off any condensed water from the starting air and control air systems just before the
manoeuvres.

703-06 Stopping
Stop the engine as described under stop-order in Section 703-10 for fixed pitch propeller plants and in
Section 703-11 for controllable pitch propeller plants.
See also Section 703-13 ‘Crash-Stop (FPP-Plants and Reversible CPP-Plants)’.

703-07 Operations AFTER Arrival in Port

When the ‘FINISHED WITH ENGINE’ order is received in the control room:
1. Switch over to control room control.
2. Switch-off the auxiliary blowers.
3. Test the starting valves for leakage:
– Obtain permission from the bridge.
– Check that the turning gear is disengaged.
This is because a leaky valve can cause the crankshaft to rotate.
– Close the valve to the starting air distributor.
– Open the indicator valves.
– Change-over to manual control from engine side control console.
See Section 703-10 ‘Manual Control form Engine Side Control Console’, regarding the change-over
procedure.
– Activate the START button.
This admits starting air, but not control air, to the starting valves.
– Check to see if air blows out from any of the indicator valves.
In this event, the starting valve concerned is leaky.
– Replace or overhaul any defective starting valves.
4. Lock the main starting valve in its lowest position by means of the locking plate.
Engage the turning gear.
Check the indicator lamp.
Check that the valve to the starting air distributor is closed.
5. Stop the camshaft lube oil pump/booster pumps.
6. Close and vent the control air and safety air systems.
Check that the action of the springs causes the slide valve spindles of the sealing air control units to
move inwards, thus stopping the sealing air supply.
Do not stop the air supply to the exhaust valve air cylinders, as air draught through an open exhaust
valve may cause the turbocharger shaft to rotate, thus causing bearing damage, if the lube oil supply to
the turbocharger is stopped.
7. Wait minimum 15 minutes after stopping the engine, then:
– stop the lube oil pumps
– stop the cooling water pumps.
This prevents overheating of cooled surfaces in the combustion chambers, and counteracts the
formation of carbon deposits in piston crowns.
8. Fuel oil pumps:
Did engine run on heavy fuel oil until STOP?
YES:
· Stop the fuel oil supply pumps.
· Do not stop the circulating pumps.
· Keep the fuel oil preheated.
The circulating oil temperature may be reduced during engine standstill, as described in Section 705-
03 ‘Fuel Preheating when in Port’.
Cold heavy fuel oil is difficult or even impossible to pump
NO
· Stop the fuel oil supply and circulating pumps.
9. Freshwater preheating during standstill:
Will harbour stay exceed 4-5 days?
YES
· Keep the engine preheated or unheated.
However, see Items 1.3 and 3.1
NO
· Keep the engine preheated to minimum 50°C.
This counteracts corrosive attack on the cylinder liners during starting-up.
· Use a built-in preheater or the auxiliary engine cooling water for preheating of the engine.
See also Section 709-03 ‘Jacket Water Cooling System’
10. Switch-off other equipment which need not operate during engine standstill.
11. Regarding checks to be carried out during engine standstill, see Chapter 702

703-10 Engine Control System, FPP Plant, 50-70MC-Engines

1. General
For plants equipped with fixed pitch propeller, the following modes of control are available:
– Remote control from control room
– Remote control from bridge (option)
– Manual Control from engine side control console.
On Plate 70306, the pneumatic STOP signal is indicated in red and control air is indicated in green.

The safety air system, which is indicated in purple, is only pressurised after valve 127-C6 during
engine shut-down.
See Chapter 701, ‘Alarm Limits’.

The manoeuvring system is shown with the following status:

– STOP
– Latest direction of rotation ordered: AHEAD
– Remote control from control room
– Power on (pneumatic + electric)
– Main starting valve on SERVICE.
– In this condition the engine is ready to start.

2. Remote Control from Control Room

The change-over valve (100-E2) must be in its ‘Remote Control’ position.
STOP, START, reversing (AHEAD or ASTERN) and speed-setting orders are given manually by
moving the regulating handle, corresponding to the order from the bridge.
STOP order
STOP order The STOP signal is indicated in red on Plates 70306, 70307
Move the regulating handle to STOP position
The following items are
Function:
actuated:
63-K1 Activates valve 84-K4 and subsequently valve 38-D4, which activates:
(STOP switch) 25-C4: Leads control air to the puncture valve on each fuel pump
This prevents the injection of high-pressure fuel oil into the cylinders.
117-B8: Activates the starting air distributor so that it is ready when
the starting signal is given.
Adjusts the fuel pumps to maximum VIT-index by means of educing
valve 59-C1. The consequent early fuel oil injection facilitates start
40-B2
ing and running in ASTERN direction.
(Via 151-A4)
The STOP signal is kept as long as the regulating handle is in STOP position, in START position and
in the range in between.

START order
The START signal is indicated in dotted red on Plates 70307.
START order The AHEAD signal is indicated in blue, and the ASTERN signal
is indicated in dotted blue on Plate 70307.
Note: Regarding slow-turning, see ‘Slow-Turning (Optional)’
Acknowledge the telegraph. Move the regulating handle into START position, in the required
direction of rotation. The following describes the sequence for START AHEAD.
The following items are
Function:
actuated:
63-K1 Maintains the STOP-signal, see ‘STOP-order’, above.
The following items are
Function:
actuated:
176-K1
• Activates valve 86-K4, which:
(AHEAD switch)
– Activates valve 10-G11 which supplies air to reversing cylinders 13-C11
and 57-E9.
This causes reversing of the starting air distributor and the roller guides for
the fuel pumps, provided that they are not already in the required position.
Note: The roller guides are only able to reverse when the engine rotates.
– Leads air to interlock valve 55-E8.
When the starting air distributor has reached the required position, air is
supplied to valve 37-E5.
This prevents the engine from starting if the starting air distributor is in an
incorrect position
64-K1 • Activates valve 90-K5 and subsequently valve 37-E5.
(START switch) Provided interlock valve 55-E8 is released:
– Leads pilot air to valve 33-D5.
Provided the turning gear is disengaged (115-G7):
– Activates valves:
14-E9: Blocks reversing of the starting air distributor to prevent damage.
15-E10: See 14-E9, above.
26-B8: Admits air supply to the starting air distributor.
27-D9: Opens the main starting valve and the (Optional) slow-turning
valve which leads air to:
– Starting air distributor
– Starting valves
Note: If slow-turning is installed, valve 28-C9 is inserted to prevent
opening of the main starting valve until the crankshaft has rotated at least
one revolution.
The engine will now rotate on starting air. When the RPM-detector, H7, detects the AHEAD motion,
valve 40-B2 is deactivated, enabling regulating valve 53-C2 to control the fuel pump VIT-index via
valve 52-A2 during running AHEAD.
When START-
LEVEL 8 – 12% of MCR speed, see Plate 70305
RPM is reached:
Move the regulating handle to the ordered position. (However, see Section 703-03).
The following items are
Function:
actuated:
63-K1 Deactivates valve 84-K4 and subsequently valve 38-D4, which deactuates:
(STOP switch) 25-C4: Vents puncture valves (A3), causing high-pressure fuel oil to be
injected into the cylinders.
 117-B8: Cuts-off the pilot air supply to the starting air distributor. The
memory function causes those starting valves which are already activated
to stay open during the remaining opening period.
64-K1 Deactivates valve 90-K5 and subsequently valve 37-E5, causing
(START switch) deactivation of valve 33-D5, and with one second’s delay (32-D5)
deactivates:
14-E9: Vents the blocking of the starting air distributor.
15-E10: See 14-E9, above.
26-B8: Closes the air supply to the starting air distributor.
27-D9: Closes the main starting valve and the (optional) slow-turning
valve,
This one second’s delay causes the main starting valve to remain open, so
as to supply air to those cylinders that are in START position.
176-K1 With six seconds’ delay, valve 86-K4 deactivates valve 10-G11 which
(AHEAD switch) vents reversing cylinders 13-C11 and 57-E9.
This six seconds’ delay is to ensure that the fuel roller guides change their
position.
Set the speed with the regulating handle. See also Section 703-03.
In case of START-FAILURE, i.e. if the engine stops after the starting sequence is finished:
• Cancel the limiters in the governor by activating switch 79-H2.
This allows the governor to give more fuel during the starting sequence.
• Make a new start attempt as described under ‘START order’, above.

Reversing and START in a new direction

Regarding reversing and start in a new direction when the ship’s speed is high, see Section 703-13
‘Crash-Stop (FPP-Plants and Reversible CPP-Plants)
• Stop the engine, as described under ‘STOP order’, above.
• Start the engine in the opposite direction, as described under ‘START order’, above.
• During starting and running in ASTERN direction, valve 40-B2 is activated, hereby leading the pre-
set air signal for maximum VIT-index from valve 59-C1 to the VITactuators (52-A2). The onsequent
early fuel injection facilitates starting and running in ASTERN direction.
2.3 706 Performance Evaluation & General Operation3

706-01 Observations during Operation

3. Symbols and Units

Parameter Symbol Unit 1 Unit 2
Effective engine power Pe bhp kW
Engine speed speed speed speed
Indicated engine power pi ihp ikW
Fuel pump index Index No. %
Specific fuel oil consumption SFOC g/bhph g/kWh
Fuel oil lower calorific value LCV kcal/kg kJ/kg
Turbocharger speed T/C speed speed speed
Barometric pressure pbaro mmHg mbar
Pressure drop across T/C air filters ∆pf mmWC mbar
Pressure drop across air cooler ∆pc mmWC mbar
Scavenge air pressure pscav mmHg bar +)
Mean indicated pressure pi bar +) bar +)
Mean effective pressure pe bar +) bar +)
Compression pressure pcomp bar +) bar +)
Maximum combustion pressure pmax bar +) bar +)
Exhaust receiver pressure pexhrec mmHg bar +)
Pressure after turbine patc mmWC mbar
Air temperature before T/C filters tinl °C °C
Air temperature before cooler tbcoo °C °C
Cooling water inlet temp., air cooler tcoolinl °C °C
Cooling water outlet temp., air cooler tcoolout °C °C
Scavenge air temperature tscav °C °C
Temperature after exhaust valve texhv °C °C
Temperature before turbine tbtc °C °C
Temperature after turbine tatc °C °C
Conversion factors:
1 bar= 1.02 kp/cm2 = 0.1 MPa = 105 Pa = 105 N/m2
1 kg/cm2 = 0.9807 bar
1 kW = 1.3596 hp
1 mbar = 10.2 mmWC = 0.75 mm
π = 3.14159
+) Pressure stated in bar is the measured value, i.e. read from an ordinary pressure gauge.
Note: the official designation of bar is Absolute Pressure.

3. Performance Observations

3.1 General
During engine operation, several basic parameters need to be checked and evaluated at regular
intervals.
The purpose is to follow alterations in:
· the combustion conditions,
· the general cylinder condition,
· the general engine condition
in order to discover any operational disturbances.
This enables the necessary precautions to be taken at an early stage, to prevent the further development
of trouble.
This procedure will ensure optimum mechanical condition of the engine components, and optimum
overall plant economy.

3
706 Performance Evaluation & General Operation
3.2 Key Parameters
The key parameters in performance observations are:
– Barometric pressure
– Engine speed
– Ships draught
– Mean indicated pressure
– Compression pressure
– Maximum combustion pressure
– Fuel pump index
– Exhaust gas pressures
– Exhaust gas temperatures
– Scavenge air pressure
– Scavenge air temperature
– Turbocharger speed
– Exhaust gas back pressure in exhaust pipe after turbocharger
– Air temperature before T/C filters
– ∆ p air filter (if pressure gauge installed)
– ∆ p air cooler
– Air and cooling water temperatures before and after scavenge air cooler.

3.3 Measuring Instruments

The measuring instruments for performance observations comprise:
– Thermometers,
– Pressure gauges,
– Tachometers,
– PMI – On/Off-line Cylinder pressure measurring equipment
– Eventually the engine diagnosis system CoCos-EDS
– Indicator and planimeter
It is important to check the measuring instruments for correct functioning.
Regarding check of thermometers and pressure gauges, see Section 706-04.

3.4 Intervals between Checks

Constantly: Temperature and pressure data should be constantly monitored, in order to protect the
engine against overheating and failure.
In general, automatic alarms and slow-down or shut-down equipment are installed for safety.
Guiding values of permissible deviations from the normal service data are given in Section 701-02.
Daily: Fill-in the Performance Observation record, Plate 70603.
Every two weeks: Take indicator cards and fill in the complete Performance Observations record, Plate
70603.

3.5 Evaluation of Observations

Compare the observations to earlier observations and to the testbed/sea trial results.
From the trends, determine when cleaning, adjustment and overhaul should be carried out.
See Chapter 701, regarding normal service values and alarm limits.
Not all parameters can be evaluated individually.
This is because a change of one parameter can influence another parameter.
For this reason, these parameters must be compared to the influencing parameters to ensure correct
evaluations.
A simple method for evaluation of these parameters is presented in Section 706-02.

706-02 Evaluation of Records

1. General
Record the performance observations as described in the previous Section 706-01.
Use the synopsis diagrams to obtain the best and most simple method of plotting and evaluating the
parameters:
Engine: Plates 70605, 70606, 70607
Turbocharger: Plates 70608, 70609
Air cooler: Plate 70610
Plates 70605, 70606 and 70607 are sufficient to give a general impression of the overall engine
condition.
The plates comprise:
Model curve: shows the parameter as a function of the parameter on which it is most dependent (based
on the testbed/sea trial results).
Time based deviation curve: shows the deviation between the actual service observations and the
model curve, as a function of time. The limits for max. recommended deviation is also shown. The
limits are based on the MAN B&W CAPAsystem. (Computer Aided Performance Analysis).
From the deviation curves, it is possible to determine what engine components should be overhauled.
From the slope of the curves, it can be determined approximately when the overhaul should be carried
out.
Blank sheets: Blank ‘Time based deviation’ sheets which can be copied. Use these sheets for plotting
the deviation values for the specific engine.
The following Items describe the evaluation of each parameter in detail

2. Engine Synopsis
A 6L60MC has been used in these examples

2.1 Parameters related to the Mean Indicated Pressure (pi)

Plates 70605 and 70606 (engine synopsis diagrams) show model curves for engine parameters which
are dependent upon the mean indicated pressure (pi).
Plate 70605 also includes two charts for plotting the draught of the ship, and the average mean
indicated pressure as a function of the engine running hours.
For calculation of the mean indicated pressure, see Section 706-05.
For engines without indicator drive or PMI-system, the estimated mean indicated pressure is read from
Plate 70606.

2.1.A Mean Draught

The mean draught is depicted here because, for any particular engine speed, it will have an influence
on the engine load.

2.1.B Mean indicated Pressure (pi)

The average calculated value of the mean indicated pressure is depicted in order that an impression of
the engine’s load can be obtained.
Load balance: the mean indicated pressure for each cylinder should not deviate more than 0.5 bar from
the average value for all cylinders.
The load balance must not be adjusted on the basis of the exhaust gas temperatures after each exhaust
valve.
The fuel index must be steady. Unbalances in the load distribution may cause the governor to be
unstable.
It is recommended to apply PMI-system for easy access to P-V-diagrams (work diagram), if the
indicator drive is not installed.

2.1.C Engine Speed (pi)

The model curve shows the relationship between the engine speed and the average mean indicated
pressure (pi).
The engine speed should be determined by counting the revolutions over a sufficiently long period of
time.
Deviations from the model curve show whether the propeller is light or heavy, i.e. whether the torque
on the propeller is small or large for a specified speed. If this is compared with the draught (under the
same weather conditions), see remarks
in Section 706-01, then it is possible to judge whether the alterations are owing to:
· changes in the draught,
· or an increase in the propulsion resistance, for instance due to fouling of the hull, shallow water, etc.
Valuable information is hereby obtained for determining a suitable docking schedule.
If the deviation from the model curve is large, (e.g. deviations from shop trial to sea trial), it is
recommended to plot the results on the load diagram, see Section 706-01, and from that judge the necessity
of making alterations on the engine, or to the propeller.

2.1.D Maximum Combustion Pressure (pmax – pi)

The model curve shows the relationship between the average pmax (corrected to ISO reference
ambient conditions) and the average pi.
For correction to reference conditions, see Section 706-06.
Deviations from the model curve are to be compared with deviations in the compression pressure and
the fuel index (see further on).
At loads lower than 85-90% of specified MCR-power, the pmax will increase in proportion to the fuel
pump index. At loads higher than 85-90%, the pmax is kept constant.
If an individual pmax value deviates more than 3 bar from the average value, the reason should be
found and the fault corrected.
The pressure rise pcomp-pmax must not exceed the specified limit, i.e. 35 bar.

2.1.E Fuel Index (pi)

The model curve shows the relationship between the average index and the average pi.
Deviations from the model curve give information on the condition of the fuel injection equipment.
Worn fuel pumps, and leaking suction valves, will show up as an increased fuel index in relation to the
mean pressure. Note, however, that the fuel index is also dependent on:
a. The viscosity of the fuel oil, (i.e. the viscosity at the preheating temperature). Low viscosity will
cause larger leakages in the fuel pump, and thereby necessitate higher indexes for injecting the same
volume.
b. The calorific value and the specific gravity of the fuel oil.
These will determine the energy content per unit volume, and can therefore also influence the index.
c. All parameters that affect the fuel oil consumption (ambient conditions, pmax, etc.)
Since there are many parameters that influence the index, and thereby also the pmax, it can be
necessary to adjust the pmax from time to time.
It is recommended to overhaul the fuel pumps when the index has increased by about 10%.
In case the engine is operating with excessively worn fuel pumps, the starting performance of the
engine will be seriously affected.

2.2 Parameters related to the Effective Engine Power (Pe)

Plate 70607 shows model curves for engine parameters which are dependent on the effective power
(Pe).
Regarding the calculation of effective engine power, see Section 706-05.
For engines without indicator drive, the estimated effective engine power is found by using the fuel
pump index and T/C revolutions as parameters, see Section 706-08.
It is recommended to apply PMI-system for easy access to P-V-diagrams (work diagrams) and thereby
the effective engine power.

2.2.A Exhaust Temperature (texhv – Pe)

The model curve shows the average exhaust temperatures (after the valves), corrected to reference
conditions, and drawn up as a function of the effective engine power (Pe)

For correction to ISO reference ambient conditions, see Section 706-06

Regarding maximum exhaust temperatures, see also Section 706-06.

The exhaust temperature is an important parameter, because the majority of faults in the air supply,
combustion and gas systems manifest themselves as increases in the exhaust temperature level.
The most important parameters which influence the exhaust temperature are listed in the table on the
next page, together with a method for direct diagnosing, where possible.
Increased Exhaust Temperature Level – Fault Diagnosing
Possible Causes Diagnosing
a. Fuel injection equipment:
– Leaking or incorrectly working fuel As these faults occur in individual cylinders,
valves (defective spindle and seat) compare:
– Worn fuel pumps. If a high wear rate
occurs, the cause for this must be found
· fuel indexes
and remedied. · Indicator and draw diagrams
Note: Inadequate cleaning of the fuel oil See Section 706-05.
can cause defective fuel valves and worn Check the fuel valves:
fuel pumps. · visually
· by pressure testing
b. Cylinder condition: These faults occur in individual cylinders.
– Blow-by, piston rings
See also Chapter 703, Item ‘4.1, Run
· Compare the compression pressures from
the indicator and draw diagrams.
ning Difficulties’, point 7.
See Section 706-05.
– Leaking exhaust valves
See also Chapter 703, Item ‘4.1, Run · During engine standstill:
ning Difficulties’, point 6. Carry out scavenge port inspection.
See Section 707-01.
Check the exhaust valves.
c. Air coolers: Check the cooling capability.
– Fouled air side See Section 706-02.
– Fouled water side
d. Climatic conditions: Check cooling water and engine room temper
– Extreme conditions atures.
Correct Texhv to reference conditions.
See Section 706-06.
e. Turbocharger: Use the turbocharger synopsis methods for
– Fouling of turbine side diagnosing.
– Fouling of compressor side See Section 706-02.
f. Fuel oil: Using heavy fuel oil will normally increase
– Type Texhv
– Quality by approx. 15°C, compared to the use of gas
oil.
Further increase of Texhv will occur when using
fuel oils with particularly poor combustion
properties. In this case, a reduction of pmax can
also occur.

2.2.B Compression Pressure (pcomp – Pe)

The model curve shows the relationship between the compression pressure pcomp (corrected to ISO
reference ambient conditions) and the effective engine power Pe.
For correction to reference conditions, see Section 706-06

Deviation from the model curve can be due to:

a. a scavenge air pressure reduction,
b. – mechanical defects in the engine components (blow-by past piston rings, defective exhaust valves,
etc. – see the table on the next page).
– excessive grinding of valve spindle and bottom piece.
It is therefore expedient and useful to distinguish between ‘a’ and ‘b’, and investigate how large a part
of a possible compression reduction is due to ‘a’ or ‘b’.
This distinguishing is based on the ratio between absolute compression pressure (pcomp + pbaro) and
absolute scav. pressure (pscav + pbaro) which, for a specific engine, is constant over the largest part of
the load range (load diagram area).
Constant pmax in the upper load range is achieved by a combination of fuel injection timing and
variation of the compression ratio (the latter by varying the timing of closing the exhaust valve).
The ratio is first calculated for the “new” engine, either from the testbed results, or from the model
curve.
See the example below regarding:
· Calculating the ratio
· Determining the influence of mechanical defects.
It should be noted that, the measured compression pressure, for the individual cylinders, can deviate
from the average, owing to the natural consequence of air/gas vibrations in the receivers. The
deviations will, to some degree, be dependent on the load.
However, such deviations will be “typical” for the particular engine, and should not change during the
normal operation.
When evaluating service data for individual cylinders, comparison must be made with the original
compression pressure of the cylinder concerned, at the corresponding load.
Example:
The following four values can be assumed read from the model curves:
The barometric pressure was: 1.00 bar
The scavenge pressure was: 2.25 bar
This gave an absolute scavenge pressure (pscav abs) of: 3.25 bar
The average (or individual) compression pressure was: 115 bar
which gave an absolute compression pressure (pcomp abs) of 115 + 1.00 = 116 bar

pcomp abs /pscav abs = 116 /3.25 = 35.7

This value is used as follows for evaluating the data read during service.
Service Values
pcomp : 101 bar (average or individual)
pscav : 2.0 bar
pbaro : 1.02 bar
Calculated on the basis of pscav and pbaro, the absolute compression pressure would be expected to
be:
pcomp abs = 35.7 × (2.0 + 1.02) = 107.8 bar
i.e. pcomp = 107.8 – 1.02 = 106.8 bar
The difference between the expected 106.8 bar and the measured 101 bar could be owing to
mechanical defects or grinding of exhaust valve spindle and bottom piece.
Concerning the pressure rise pcomp-pmax,
see Item 2.1.D, ‘Maximum Combustion Pressure (pmax – pi)’.

Mechanical Defects which can influence the Compression Pressure

Possible Causes Diagnosis / Remedy
. Piston rings:
Diagnosis: See Table Increased Exhaust Tem
– Leaking
perature Level – Fault Diagnosing
Remedy: See Section 703-04.
. Piston crown:
Check the piston crown by means of the tem
– Burnt
plate. See Vol. II, Procedure 902-3.
. Cylinder liner: Check the liner by means of the measuring
– Worn tool. See Vol. II, Procedure 903-2.
. Exhaust valve: Remedy: See Section 703-04.
– Leaking Check:
– The exhaust temperature rises. – Cam lead
– A hissing sound can possibly be – Hydraulic oil leakages, e.g. misalignment
heard at reduced load. of high pressure pipe between exhaust
– Timing valve actuator and hydraulic cylinder.
– Damper arrangement for exhaust valve
closing.
 Small leakages may occur due to erosion of
. Piston rod stuffing box: the bronze segments of the stuffing box, but
– Leaking this is normally considered a cosmetic phe
– Air is emitted from the check nomenon.
funnel from the stuffing box. Remedy: Overhaul the stuffing box, see Vol. II,
Chapter 902.

5. Specific Fuel Oil Consumption

Calculation of the specific fuel oil consumption (g/kWh, g/bhph) requires that engine power, and the
consumed fuel oil amount (kg), are known for a certain period of time.
The method of determining the engine power is illustrated in Section 706-05. For engines without
indicator drive, see Section 706-08.
The oil amount is measured as described below.
To achieve a reasonable measuring accuracy, it is recommended to measure over a suitably long period
– dependent upon the method employed i.e.:
· If a day tank is used, the time for the consumption of the whole tank contents will be suitable.
· If a flow-meter is used, a minimum of 1 hour is recommended.
The measurements should always be made under calm weather conditions.
Since both of the above-mentioned quantity measurements will be in volume units, it will be necessary
to know the oil density, in order to convert to weight units. The density is to correspond to the
temperature at the measuring point (i.e. in the day tank or flow-meter).
The specific gravity, (and thus density) can be determined by means of a hydrometer immersed in a
sample taken at the measuring point, but the density can also be calculated on the basis of bunker
specifications.
Normally, in bunker specifications, the specific gravity is indicated at 15°C/60°F.
The actual density (g/cm3) at the measuring point is determined by using the curve on Plate 70611,
where the change in density is shown as a function of temperature.
The consumed oil quantity in kg is obtained by multiplying the measured volume (in litres) by the
density (in kg/litre).
In order to be able to compare consumption measurements carried out for various types of fuel oil,
allowance must be made for the differences in the lower calorific value (LCV) of the fuel concerned.
Normally, on the testbed, gas oil will have been used, having a lower calorific value of approx. 42,707
kJ/kg (corresponding to 10,200 kcal/kg). If no other instructions have been given by the shipowner, it
is recommended to convert to this value.
Usually, the lower calorific value of a bunker oil is not specified by the oil companies. However, by
means of the graph, Plate 70611, the LCV can be determined with sufficient accuracy, on the basis of
the sulphur content, and the specific gravity at 15°C.
The corrected consumption can then be determined by multiplying the “measured consumption”, by
either:

LCV1 /42,707
LCV1 = the specific lower calorific value, in kJ/kg, of the bunker oil concerned
Or
LCV2/10,200
LCV2 = the specific lower calorific value, in kcal/kg, of the bunker oil concerned
Example: (6L60MC)
Effective Engine
Effective Engine
Power, Pe : 15,600 bhp
Consumption, Co : 7.125 m3 over 3 hours
Measuring point temperature : 119°C
Fuel data : Specific gravity: 0.9364 g/cm3 at 15°C, 3% sulphur
Density at 119°C (see Plate 70611), ρ 119: 0.9364 – 0.068 = 0.8684 g/cm3.

Specific consumption:
(Co × ρ 119 × 106) / (h × Pe) (g / bhph)
where:
Co = Fuel oil consumption over the period, m3
ρ 119 = Corrected gravity, g/cm3
h = Measuring period, hours
Pe = Brake horse power, bhp
(7.125 × 0.8684 × 106) / (3 × 15,600) = 132.2 g/bhph

Correction to ISO reference conditions regarding the specific lower calorific value:
LCV1 = 40,700 kJ/kg, derived from Plate 70611.
Consumption corrected for calorific value:
(132.2 × 40,700) / 42,707 = 126.0 g/bhph

The ambient conditions (blower inlet temperature and pressure and scavenge air coolant temperature)
will also influence the fuel consumption. Correction for ambient conditions is not considered important
when comparing service measurements.
Plate 70603. Performance Observations record.
Plate 70605. Synopsis Diagrams - for engine
Plate 70606. Synopsis Diagrams - for engine
Plate 70607. Synopsis Diagrams - for engine
Plate 70611. Specific Fuel Oil Consumption.