Circular Letter CL17232-2021

irately
ACTION CODE: IMMEDIATELY

Fatigue Damage To Crosshead Bearings

Concerns:
Owners and Operators of MAN B&W Two-Stroke
Marine Diesel Engines

Type:
Type: G45ME-C9 and G50ME-C9
References:
Service letter SL2012-552
Operation Manual 2545-0100-0004: “Bearings”

Copenhagen, April 2021

Dear Sirs/Madams

We have become aware of incidents causing fatigue damage to the white metal linings of crosshead bearings in
G50ME-C9 engines. These damages and how to handle them are described in this letter.
Figure 1 shows two examples of crosshead bearings with fatigue damages. These damages are initiated by
cracks in the white metal linings in the centers of the lower crosshead bearing shells.

a) 6,300 running hours. b) 14,500 running hours.

Figure 1. Pictures of damaged bearings from two different vessels.
The cracks are caused by movement of the shells, where they are unsupported due to the longitudinal center oil
bore through the connecting rods. The oil bore diameter relative to the bearing shell thickness leads to bending
motion of shells center area, introducing stresses into the white metal lining of a size which then leads to a
reduced safety margin against fatigue damage. Figure 2 (next page) illustrates the oil bore of a connecting rod
and the unsupported area of the backside of a bearing shell.
 Circular Letter CL17232-2021

a) Illustration of center oil hole in connecting b) Back side of bearing shell with imprint of
rod. center oil hole.
Figure 2. Illustration of oil hole in the connecting rod and the corresponding unsupported surface of the bearing
Crosshead bearings for G50ME-C9 engines are available with either white metal lining (HM07) or tin-aluminum
lining (AlSn40). Only bearings with white metal lining are affected by this issue. The white metal and tin-
aluminum crosshead bearings for G50ME-C9 can be distinguished by their different appearances. The running
surfaces of white metal crosshead bearings are coated with tin-flash with a grey metallic appearance. The
running surfaces of tin-aluminum crosshead bearings have black synthetic coatings. Figure 3 (below) illustrates
the different appearances of the two lining materials. As such the actual installed bearing type cannot be
detected without an open-up inspection, but normally the delivered spare bearing will be of same type.

a) White metal bearing (grey metallic color). b) Tin-aluminum bearing (black color).
Normally marked with HM07. Marked with: AlSn40.
Figure 3. Pictures of white metal and tin-aluminum bearings.
 Circular Letter CL17232-2021

Fatigue damage of white metal linings are almost always detected by chips of white metal found in the
crankcase at routine inspections. However, if not identified through visual inspections in the crankcase, the
Bearing Wear Monitoring System (BWMS) will detect a developing fatigue damage at its later stage. When
detected by the BWMS the fatigue damage will often develop to cover a major part of the white metal surface,
and bearing debris will for sure be detectable in the crank case.
We want to draw your attention to regularly inspecting the crank case for white metal chips and assuring that
the BWMS system is functioning. Please refer to service letter SL2012-552 for general recommendations
concerning inspection and monitoring of bearings. We recommend inspecting the crankcases of G45ME-C9 and
G50ME-C9 for white metal chips every 1,000 running hours.
In accordance with SL2012-552, MAN ES do not recommend bearing open-up inspections not justified by
outside findings.
For the G45ME-C9 engines, we have no damage reporting, but we proactively inform owners of these engines,
as design and layout of specific components are comparable in dimensions.
In future G50ME-C9 / G45ME-C9 engines, the stresses are reduced to acceptable levels by reducing the
diameter of the center oil hole; this enhances safety margin and allows the use of white metal bearings.
In case of any abnormal condition observed from crank case inspections or other signs of crosshead bearing
damage, please contact MAN-ES ([email protected]) for advice on how to act. Damaged white metal
crosshead bearings should be replaced by bearings with tin-aluminum lining.
Recommended action plan for all G45ME-C and G50ME-C engines:
 Ensure that BWMS is operating.
 Frequent crankcase inspection for bearing debris. I.e. 1000 hours.
 In case of debris findings contact MAN ES for further info. ( [email protected] )

Yours faithfully
MAN Energy Solutions

Stig B. Jakobsen, Senior Manager

Low Speed Engineering, Operation Department
Service Letter SL12-552/HWC

Action code: WHEN CONVENIENT

Inspection and Monitoring

of Crank Train Bearings
SL12-552/HWC
January 2012

Concerns
Owners and operators of MAN B&W
two-stroke marine diesel engines.
Dear Sirs Type: MC/MC-C, ME/ME-C and ME-B.

This Service Letter gives recommendations about inspection of the Summary

main, crank pin and crosshead bearings, often referred to as “crank This Service Letter gives recommen-
train bearings”, by two different methods: dations about inspection of the main,
crank pin and crosshead bearings.
 External inspection without opening the bearing
 Open-up inspection where the bearing is dismantled Reference is made to SL08-498/AAB
and SL05-460/NHN.
Recommended inspection intervals are updated.

Furthermore, recommendations are given with regard to systems for

monitoring of the bearings and their working environment.

Yours faithfully

Mikael C Jensen Per Rønnedal

Vice President, Engineering Senior Manager, New Design

Crosshead bearing inspection and bearing

wear monitoring panel

Head office (& postal address) PrimeServ Production Forwarding & Receiving MAN Diesel & Turbo
MAN Diesel & Turbo Teglholmsgade 41 Teglholmsgade 35 Teglholmsgade 35 Branch of MAN Diesel & Turbo SE,
Teglholmsgade 41 2450 Copenhagen SV 2450 Copenhagen SV 2450 Copenhagen SV Germany
2450 Copenhagen SV Denmark Denmark Denmark CVR No.: 31611792
Denmark Phone: +45 33 85 11 00 Phone: +45 33 85 11 00 Phone: +45 33 85 11 00 Head office: Teglholmsgade 41
Phone: +45 33 85 11 00 Fax: +45 33 85 10 49 Fax: +45 33 85 10 17 Fax: +45 33 85 10 16 2450 Copenhagen SV, Denmark
Fax: +45 33 85 10 30 [email protected] [email protected] [email protected] German Reg.No.: HRB 22056
[email protected] Amtsgericht Augsburg
www.mandieselturbo.com
Service Letter SL12-552/HWC

generally recommended only to open bearings for inspec-

Contents tion if justified by observations from the outside.
Background page 2
External inspection of bearings page 2
Open-up inspection of bearings page 2 External inspection of bearings
Systems for monitoring and protection of bearings page 3 The following inspections are recommended to be carried
Recommendations and inspection intervals page 3 out at regular intervals.
WIOM (Water In Oil Monitoring) suppliers page 4
BWM (Bearing Wear Monitoring) suppliers page 4 Inside engine:
BTM (Bearing Temperature Monitoring) suppliers page 4  Bearing clearance measurements
 Bearing edge check
 Inspection of crankcase for bearing metal
 Crankshaft deflection measurement
Background
Normally, main, crank pin and crosshead bearings have Lubrication system:
very low wear rates. Wear rates up to 0.01 mm/10,000 hrs.  Inspection of oil filters
are considered acceptable, but lower values can be expect- O il analysis as described in the “Operation” section of
 
ed under normal running conditions. Conversely, abnormal the instruction book.
operating conditions, e.g. pollution of the lubricating oil,
scratches on journals or spark erosion may give rise to sig-
nificantly higher wear rates and ultimately to bearing failure. Open-up inspection of bearings
Continuous operation with an undetected bearing failure It is not recommended to open up bearings for inspections
may cause excessive heating, possibly damaging the shaft unless this is found justified by the above-mentioned exter-
and bearing housing. In particular, in case of a main bearing nal inspections or by other observations. The only excep-
failure, the repair work may become quite comprehensive. tion is the open-up inspection of crosshead bearings and
To minimise the risk of bearing damage, and possible con- crank pin bearings for every three piston overhauls on en-
sequential damage, inspection of the bearings is therefore gines not fitted with the monitoring systems recommended
recommended at regular intervals. in the following.

Dismantling of a bearing is time-consuming and costly due For a detailed description of the inspections inside the engine
to the work involved. Moreover, it involves the risk of dis- and open-up inspections of bearings, we refer to the “Com-
turbing a well-functioning bearing by entering foreign matter ponents and Maintenance” section of the instruction book.
or by mistakes made during reassembly. Therefore, it is

Seizure of main bearing shell. Initial cause: spark erosion.

Inspection and Monitoring of Crank Train Bearings. Page 2 of 4 pages

Service Letter SL12-552/HWC

Systems for monitoring and protection of bearings Recommendations and inspection intervals
Several on-line monitoring systems are available and MDT recommends fitting WIOM and SEDM with a separate
recommended by MAN Diesel & Turbo (MDT) to protect slip ring for monitoring connected to the alarm system, and
against bearing failure and consequential damage. BWM connected to the alarm system and safety system
(slowdown). If a BWM system is not fitted, MDT recom-
These can be categorised in two groups: mends installing temperature monitoring of at least the
Bearing protection systems serving to detect particular
  main bearings, as this will protect the bedplate against heat
conditions of the bearing environment that may cause distortion of the bearing housing. For engines fitted with
bearing damage. MDT recommends Shaftline Earthing WOIM, SEDM and BWM, the following intervals between
Device Monitoring (SEDM) and Water In Oil Monitoring external inspections of the bearings are recommended.
(WIOM).
Engine protection systems serving to detect a bearing
 
damage before it develops to cause damage to major Inspection intervals for engines with recommended
parts of the engine. MDT recommends Bearing Wear Mon- monitoring systems (WIOM, SEDM and BWM)
itoring (BWM) and Bearing Temperature Monitoring (BTM).
Running hours 2,000 h 4,000 h 8,000 h

SEDM. Shaftline Earthing Device Monitoring. A well-func-

tioning shaft line earthing system is necessary to avoid Inspection of crankcase ×
Inspection of oil filter ×
spark erosion in main bearings. Monitoring the electrical
Oil analysis ×
potential between shaft and hull by a separate slip ring con-
Clearance measurements ×
nected to the alarm system ensures correct function of the
Edge inspection ×
system. For detailed information, please see SL08-498/AAB.
Crankshaft deflection ×
Open-up inspections of bearings None None None
WIOM. Water In Oil Monitoring. In several cases, water in
the lubricating oil has resulted in poor bearing perform-
ance. The lead-based overlayer used in crosshead bear- For all other engines, the below intervals are recommended.
ings is sensitive to water (corrosion), but also main bear-
ings of both the White-Metal and Tin-Aluminium types have Inspection intervals for engines without recommended
been seen to suffer from water contamination. For detailed monitoring systems
information, please see SL05-460/NHN.
Running hours 2,000 h 4,000 h 8,000 h

BWM. Bearing Wear Monitoring is a system that detects

wear in any of the three crank train bearings, the main, Inspection of crankcase ×

crank pin or crosshead bearings, by measuring the posi- Inspection of oil filter ×
Oil analysis ×
tion of the crosshead assembly in the bottom dead centre.
Clearance measurements ×
The BWM system has threshold values for release of alarm
Edge inspection ×
and engine slowdown, respectively.
Crankshaft deflection ×
Open-up inspections of bearings Only crosshead and crank pin
BTM. Bearing Temperature Monitoring systems have been bearings as mentioned below *)
available for MAN B&W engines for several years. A va-
riety in measuring principles and executions exists, but * For engines without recommended monitoring systems,
all systems serve to release an alarm/slowdown when a it is recommended to open the crosshead and crank pin
bearing failure has developed to an extent where heat is bearings for inspection for every three piston overhauls of
developed. the cylinder in question because of the risk of dirt particles
entering the bearings during piston overhaul.
For suppliers of WIOM, BWM and BTM systems, approved
or recommended by MAN Diesel & Turbo, please see the
enclosed list. MAN Diesel & Turbo recommends that all data from the
above inspections are entered in a log system, computer-
Furthermore, you can contact our PrimeServ department ised or manually, giving the possibility of viewing trends in
([email protected]) for further informa- the data. Such trends can disclose slow wear in bearings
tion about retrofitting bearing monitoring systems. well before it becomes critical. Preferably, the log should
be able to refer to the data taken during sea trial when the
vessel was new.

Inspection and Monitoring of Crank Train Bearings. Page 3 of 4 pages

Service Letter SL12-552/HWC

Besides the earlier-mentioned scheduled inspections, BWM (Bearing Wear Monitoring) suppliers,
some observations of the lubricating oil system can con- approved by MAN Diesel & Turbo
veniently be made on a more frequent basis, preferably on
a daily basis: Amot
www.bearingwear.com
 A
visual check of an oil sample for appearance and smell BWM system: XTS-W+
can give early information about deterioration or con-
tamination by particles or water. A detailed description of Dr. E. Horn GmbH
these checks can be seen in the instruction book. www.dr-e-horn.de
BWM system: BDMS
 M
ost lube oil systems have a filter unit where back flush-
ing will be trigged by high differential pressure over the Kongsberg Marine
filter. In case of abnormal wear in one of the engine bear- www.km.kongsberg.com
ings, the back flushing frequency is likely to increase. BWM system: BWCM
Therefore, frequent observations of the back flushing
frequency are advisable. Rovsing Dynamics
www.rovsing-dynamics.com
BWM system: OPENpredictor

WIOM (Water In Oil Monitoring) suppliers,

approved by MAN Diesel & Turbo BTM (Bearing Temperature Monitoring) suppliers,
recommended by MAN Diesel & Turbo
Kongsberg Maritime AS Kongsberg
www.km.kongsberg.com Kongsberg Marine
WIO monitoring system: MMT330 www.km.kongsberg.com

Dr. E. Horn GmbH Dr. E. Horn GmbH

www.dr-e-horn.de www.dr-e-horn.de
WIO monitoring system: FRG00032-2_AW BTM system: BTMS

Doosan Engine Co. Ltd. Head Office & Changwon Plant

www.doosanengine.com
WIO monitoring system: O-WACS

Vaisala Oyj Asiakaspalvelu

www.vaisala.com
WIO monitoring system: MMT330

E+E Elektronik Ges.m.b.H.

www.epluse.com
www.ee-elektronik.de
WIO monitoring system: EE36

PAJ Systemteknik
www.paj.dk
WIO monitoring system: WIO 200

Inspection and Monitoring of Crank Train Bearings. Page 4 of 4 pages

 MAN Energy Solutions 2545-0100-0004

1 General bearing requirements and criteria for evaluation

Bearings are vital engine components; therefore, bearing design and choice of
bearing metal is crucial for reliable engine performance.

Bearing design criteria depend on the bearing type and, in general, on:

1. Bearing load
- Static
- Dynamic
2. Bearing load direction
3. Journal Orbit
4. Revolutions
5. Cooling
6. Expected lifetime
7. Overhaul aspects
8. Space aspects

The compactness of engines and the engine ratings (gas pressure, engine
speed and stroke/bore) influence the magnitude of the specific load on the
bearing and make the correct choice of bearing metals, construction, produc-
tion quality and, in certain bearings, the application of overlayer necessary.
(See item 3., ‘Overlayers’).

2 Bearing metals

2.1 Tin-based white metal

Tin-based white metal is an alloy with minimum 88% tin (Sn), the rest of the
alloy composition is antimony (Sb), copper (Cu), cadmium (Cd) and small
amounts of other elements that are added to improve the fineness of the grain
structure and homogeneity during the solidification process. This is important
for the load carrying and sliding properties of the alloy. Lead (Pb) content in
2020-09-14 - en

this alloy composition is an impurity, as the fatigue strength deteriorates with

increasing lead content, which should not exceed 0.2 % of the cast alloy com-
position.

2.2 Tin-aluminium (AlSn40)

Bearings
Description

Tin aluminium is a composition of aluminium (Al) and tin (Sn) where the tin is
trapped in a 3-dimensional mesh of aluminium. AlSn40 is a composition with
40% tin. The sliding properties of this composition are very similar to those of

2545-0100-0004 1 (22)
2545-0100-0004 MAN Energy Solutions

tin-based white metal but the dynamic loading capacity of this material is
higher than tin-based white metals at similar working temperature. This is due
to the ideal combination of tin and aluminium, where tin provides good em-
beddability and sliding properties, while the aluminium mesh functions as an
effective load absorber.

3 Overlayers, coatings and running-in layers

Crosshead bearings are equipped with an overlay to ensure adequate con-

formability between the geometries of the bearing shell and of the pin. White
metal bearings are equipped with a lead (Pb) based galvanically applied over-
lay.

In tin-aluminium crosshead bearings the overlay can be either lead based or

synthetic (Flouroplastic or PAI based). When using a lead based overlay in tin-
aluminium bearings an intermediate layer of either silver (Ag) or Nickel (Ni) is
applied between the lead-overlay and the tin-aluminium bearing material.

Tin-aluminium main bearings are often equipped with a synthetic running-in

layer reducing the risk of seizing or scuffing.

4 Flashlayer, tin (Sn)

A flash layer is a 100% tin (Sn) layer which is applied galvanically; the thick-
ness of this layer is only a few μm. The coating of tin flash is applied all over
and functions primarily to prevent corrosion (oxidation) of the bearing. The tin-
flash also functions as a dry lubricant when new bearings are installed and
when the crankshaft is turned.

5 Bearing design

See drawings 2555-0100/0105/0110/0115.

Bearings for engines are manufactured as steel shells with a sliding surface of
white metal or tin-aluminium with or without overlayer/flash layer. Tin-alu-
minium bearings are always of the thin shell design while the white metal
2020-09-14 - en

bearings can either be of the thick shell or thin shell design.

The bearing surface is furnished with a centrally placed oil supply groove and
other design features such as smooth run-outs and/or bore reliefs.
Bearings
Description

5.1 Smooth runout of oil groove

See drawings 2555-0100/0105/0115, Fig. B-B.

2 (22) 2545-0100-0004
 MAN Energy Solutions 2545-0100-0004

A smooth runout is the transition geometry between the circumferential oil

supply groove and the bearing sliding surface. This special oil groove trans-
ition geometry prevents an oil scraping effect and enhances the hydrodynamic
build-up of the load-carrying oil film towards the loaded area of the bearing
(Main bearing drawings 2555-0100 and 2555-0105 and crankpin bearing
drawing 2555-0115).

5.2 Bore relief

See drawings 2555-0100/0105/0115, Fig. A-A.

The bearing sliding surface is machined near the mating faces of the upper
and lower shells to create bore reliefs. Their main objective is to compensate
for misalignments which could result in a protruding edge (step) of the lower
shell’s mating face to that of the upper shell. Such a protruding edge can act
as an oil scraper and cause oil starvation. (Main bearing drawing 2555-0100
and 2555-0105 and crankpin bearing drawing 2555-0115).

5.3 Axial oil grooves

See drawings 2555-0110 and 2555-0125.

Axial oil grooves in the bearing shells have the following functions:

1. To distribute oil to the load carrying surfaces.

2. To provide cooling by replacing the oil between the load carrying surfaces.

In order to perform these functions, the oil must flow freely from the lubricating
grooves and into the supporting areas - where the oil film carries the bearing
load.

5.4 Thick shell bearings

2020-09-14 - en

See drawing 2555-0100.

This type of bearing has a steel back with the required stiffness.
Bearings
Description

1. to ensure against distortion of the sliding surface geometry, and

2. to support the cast-on white metal in regions where the shell lacks support, for
example in the area of the upper shell mating faces.

2545-0100-0004 3 (22)
2545-0100-0004 MAN Energy Solutions

The top clearance in this bearing design is adjusted with shims, while the side
clearance is a predetermined result of the summation of the housing bore,
shell wall thickness, journal tolerances, and the influence of the staybolt and
bearing stud tensioning force which deforms the bedplate around the bearing
assembly.

Thick shell bearings are typically 30-60 mm thick and used for main bearings
only.

5.5 Thin shell bearings

See drawing 2555-0105.

Thin shell bearings have a wall thickness of approximately 2 % of the journal

diameter. The steel back does not have the sufficient stiffness to support the
caston bearing metal alone. The bearing must therefore be supported rigidly
over its full length. This type of bearing is manufactured with a circumferential
oversize (crush/nip) which, when the shells are mounted and tightened up, will
produce the required radial pressure between the shell and the bearing hous-
ing.

Thin shell white metal main bearings are made as blended edge design, also
known as BE. The blended edge design is a smooth radius that allows the
main bearing shaft to incline without risking touching the bearing edge or
causing high oil film pressure at the edge. The blended edge is described by
two dimensions, length and depth. The actual values depend on the engine
size and configuration. Drawing 2555-0105 Fig. 2 shows an example of a
blended edge. With a good blended edge design, the high edge load can be
reduced and distributed over a larger area, thus resulting in a decreased max.
oil film pressure and increased safety against edge fatigue failure.

Different bearing shells

In old engine designs white metal main bearing shells can be with or
without blended edge (BE bearing shells or "plain" bearing shells). In
this situation a BE shell can replace a plain shell, but a plain shell may
not replace a BE shell. Present engine designs features only white
2020-09-14 - en

metal main bearing shells with blended edge. Tin-aluminium main

bearings are of plain design only.

The top and side clearance in this bearing is predetermined and results from a
summation of the housing bore, shell wall thickness, journal/pin diameter tol-
Bearings
Description

erances and, for main bearings, the deformation of the bedplate from the
staybolt and bearing stud tensioning force.

4 (22) 2545-0100-0004
 MAN Energy Solutions 2545-0100-0004

5.6 Top clearance

Correct top clearance in main bearings, crankpin bearings, and crosshead

bearings is a balance between sustaining the required oil flow through the
bearing, hence stabilising the bearing temperature at a level that will ensure
the fatigue strength of the bearing metal and having a geometry, which en-
hances a proper oil film build-up and maintenance.

Too high top clearance is often the cause of fatigue cracks.

The bearings are checked in general by measuring the top clearances.

In service, top clearance measurements can be regarded:

1. as a check of the correct reassembly of the bearing. For new bearings the clear-
ances should lie within the limits specified in the maintenance manual.

2. as an indicator to determine the condition of the bearing at a periodic check

without opening up, see item 7.1, ‘Check without Opening up’.

In both cases, it is vital that the clearance values from the previous check are
available for comparison. Therefore, it is necessary to enter clearances in the
engine log book with the relevant date and engine service hours (see for ex-
ample, drawing 2555-0140 page 5).

The initial clearances can be read from the testbed results.

5.7 Wear

Bearing wear is negligible under normal service conditions, see item 7.8,
‘Bearing Wear Rate’. Excessive wear is due to abrasive or corrosive contam-
ination of the system oil which will affect the roughness of the journal/pin and
increase the wear rate of the bearing. The so-called spark erosion phe-
nomenon (See item 6.2), will lead to highly increased main bearing wear rates,
particularly in case of AlSn main bearing type.
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5.8 Monitoring

The aim of monitoring engine bearings, is to avoid extensive damage to the

engine. Monitoring in a wider perspective, has numerous good side-effects.
Bearings

One in particular is that the well known fact of possible contamination of in-
Description

ternal engine parts, when opening up, is decreased. The systems described in
the following are designed to monitor the engine bearings continuously using
various techniques.

2545-0100-0004 5 (22)
2545-0100-0004 MAN Energy Solutions

5.8.1 Bearing Wear Monitoring (BWM)

The aim of the BWM system is to detect a bearing damage before the lining
(white metal or Tin-Aluminium) is worn away by lining scuffing (Tin-Aluminium),
wiping, abrasive wear, melting out or extensive fatigue of the lining (white
metal) and steel to steel contact occurs. However, the intended effect of the
system is not to protect the bearing shells as such, but mainly to prevent con-
sequential damage of the crankshaft and bedplate in case of severe bearing
failures.

The principle of the BWM system is to measure the vertical position of the
crosshead in bottom dead centre (BDC) (see drawing 2555-0136, projection
which shows the crosshead and BWM sensor on the guide plane). The BWM
system monitors all three principal crank-train bearings using two proximity
sensors forward/aft per cylinder unit and is placed inside the frame box.

Targeting the guide shoe bottom ends continuously, the sensors measure the
distance to the crosshead in BDC. Signals are computed and digitally presen-
ted to computer hardware, from which a useable and easily interpretable in-
terface is presented to the user. The measuring precision is more than ad-
equate to obtain an alarm well before steel-to-steel contact in the bearings
occur.

In case of wear in a main bearing, in a crankpin bearing or in a crosshead

bearing, this vertical position will reflect the wear. By appropriate signal pro-
cessing following a MAN Energy Solutions specification, the system delivers
alarm or slow down relay output in the case of abnormal wear of one or more
bearings. As such the system must be connected to the alarm and safety sys-
tems. Also refer to checking and maintenance schedule 0760-0301.

5.8.2 Bearing Temperature Monitoring System (BTM)

The BTM system continuously monitors the temperature of the bearings. The
monitoring is performed either by measuring the temperature on the rear side
of the bearing shell directly or by detecting the return oil from each bearing in
the crankcase. If there is a specified temperature is recorded, either a bearing
shell temperature or bearing oil outlet temperature, an alarm is raised. For
shell temperature in main, crankpin and crosshead bearings two high-temper-
ature alarm levels apply.
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The first-level alarm is indicated in the alarm panel while the second level ac-
tivates a slow down command. For oil outlet temperature in main, crankpin
and crosshead bearings two high temperature alarm levels including deviation
alarm apply. The first level of the high temperature/deviation alarm is indicated
in the alarm panel while the second level activates a slowdown command.
Bearings
Description

6 (22) 2545-0100-0004
 MAN Energy Solutions 2545-0100-0004

5.8.3 Water in Oil Monitoring (WIOM)

Water content in the lubricating oil can be extremely damaging to engine

bearings. If significantly exceeding the saturation point of a given system oil,
typically max. 0.2 vol.%; for a short period up to 0.5 vol.%. This is particularly
valid for Tin-Aluminium lined crosshead bearings featuring lead overlay as run-
ning layer. The higher the water content, the faster the wear rate.

The excessive water content will cause the lead overlay in crosshead bearings
to corrode away rapidly. Main and crankpin bearings lined with white metal or
Tin-Aluminium may also suffer irreparable damage from water contamination,
but the damage mechanism would be different and not as acute.

The above scenario can be prevented by continuously monitoring eventual

water contamination of the lubricating oil. For this purpose a Water In Oil Mon-
itoring System is implemented in the engine lube oil system, continuously
measuring the relative humidity in the system oil. A probe in the oil piping sys-
tem transmits a signal to a unit, which calculates the humidity as Water Activ-
ity (aw). This method of calculation has the advantage of being independent of
oil type, temperature or age. The system is connected to the alarm system.

5.8.4 Propeller Shaft Earthing Device

The Propeller Shaft Earthing Device, is a system designed to avoid so called

spark erosion in the engine bearings and journals. The spark erosion phe-
nomenon is a result of difference in electrical potential between metal parts.
The level of electrical potential lies generally between 200 - 600 mV on en-
gines without protection from a Propeller Shaft Earthing Device.

In some cases, it has been found that this difference in electrical potential
between the hull and the propeller shaft has caused spark erosion on the
main bearings and journals of the engine. To avoid this, a continuous electrical
earthing circuit between the propeller and the ships structure, must be estab-
lished. This circuit usually exists when the propeller is at rest, where a metal to
metal contact is made between the shaft and the stern tube liners, or main
engine bearings and journals.

However, while the shaft is turning the bearing oil film creates an intermittent
2020-09-14 - en

high resistance which effectively insulates the propeller from the hull structure.
Since the propeller presents a relatively large surface area of bare metal, it at-
tracts cathodic protection currents, which tend to discharge by arcing across
the bearing oil film. This can result in spark erosion which eventually leads to
pitting and ‘striping’ of white metal bearing surfaces.

In order to reduce the potential between the propeller shaft (crankshaft) and
Bearings
Description

the hull (engine structure), thus protecting the engine, an earthing device is in-
stalled on the intermediate shaft, see drawing 2555-0137. The plate shows
the principal components of a Propeller Shaft Earthing Device. As a Condition
Monitor a voltmeter is installed to ensure a continuous display of the shaft/hull
potential. The reading is not to exceed 50 mV. Readings in excess of this

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2545-0100-0004 MAN Energy Solutions

value (Alarm limit = 80 mV>) are indicative of worn bonding brushes or poorly
maintained brush gear and/or slip rings. The system is connected to the alarm
system.

5.8.5 Undersize Bearings

1. Crankpin bearings are thin shell bearings. Due to relatively long production time,
the engine builder has a ready stock of semi-produced shells (blanks) that covers
a range from nominal diameter to 3 mm undersize, see also item 6.4, ‘Undersize
Journals/Pins’. Semi-produced shells for journals with undersizes lower than 3
mm are not stocked as standard. Furthermore, undersizes lower than 3 mm can
also involve modification such as the bolt tension, hydraulic tool, etc.

For advice on the application of undersize bearings, it is recommended to contact

MAN Energy Solutions.

2. The main bearings for the engine series can be of the thick or thin shell type (see
drawing 2255-0100 and 2255-0105); the information under point 1 is also valid
here.

3. Crosshead bearings are only available as standard shells for engines, as the re-
conditioning proposal for offset grinding of the pin (refer to 6.4 2.b) facilitates the
use of standard shells, but not for AlSn40 crosshead bearings.

It is recommended to contact MAN Energy Solutions for advice on such recondi-

tioning.

6 Journals/Pins

6.1 Surface roughness

Journal/pin surface roughness is important for the bearing condition. In-

creased surface roughness can be caused by:
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1. Abrasive damage due to contamination of the system oil.

See also item 7.4.2.

2. Corrosive damage due to sea water or other contamination of the system oil
(acidic) or oxidation of the journals due to condensate.
Bearings

See also item 7.4.2.

Description

3. Spark erosion (only known in main bearings).

See also item 6.2, ‘Spark Erosion’.

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4. Scratches caused by manhandling.

With increasing journal/pin roughness, a level will be reached where the oil film
thickness is no longer sufficient, causing metal contact between journal/pin
and the bearing sliding surface. This will cause bearing metal to adhere to the
journal/ pin, giving the surface a silvery white appearance and roughening the
bearing surface at the same time. When such a condition is observed, the
journal/pin must be reconditioned by polishing, and the roughness of the sur-
face made acceptable. In extreme cases, the journal/pin must be ground to
an undersize (see item 6.4, ‘Undersize Journals/Pins’). The bearing shell con-
dition determines whether exchange of the shells are necessary or not.

6.2 Spark erosion

Spark erosion is caused by a voltage discharge between the main bearing

and journal surface.

The cause of the potential can be insufficient earthing of the engine and gen-
erator.

The oil film acts as a dielectric. The spark attack in the bearing depends on
the thickness of the oil film.

Since the hydrodynamic oil film thickness varies through a rotation cycle, the
discharge will take place at roughly the same instant during each rotation
cycle, i.e when the film thickness is at its minimum. The roughening will ac-
cordingly be concentrated in certain areas on the journal surface. However, as
the bearings wear, the position of the spark attack may shift and thus other
parts get damaged.

In the early stages, the roughened areas can resemble pitting erosion - but
later, as the roughness increases, the small craters will scrape off and pick up
bearing metal - hence the silvery white appearance.

Therefore, to ensure protection against spark erosion, the potential level must
be kept at maximum 50 mV, which is feasible with a high efficiency earthing
device. If an earthing device is installed, its effectiveness must be checked
regularly. (See also drawing 2555-0137).
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Spark erosion has only been observed in main bearings and main bearing
journals. Regarding repair of the journals, see item 7.11, ‘Repairs of Journals/
Pins’.

The condition of the bearings must be evaluated to determine whether they

can be reconditioned or if they have to be discarded. It is recommended to
Bearings
Description

contact MAN Energy Solutions if advice is required.

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6.3 Surface geometry

Surface geometry defects such as lack of roundness, conicity and misalign-

ment may give rise to operational difficulties. Such abnormal cases of journal/
pin geometry and misalignment may occur after a journal grinding repair.

It is recommended to contact MAN Energy Solutions for advice.

6.4 Undersize journals/pins

In case of severe damage to the journal, it may become necessary to recondi-

tion the journal/pin by grinding to an undersize.

1. Main and crankpin journals can be ground to 3 mm undersize; undersize journals

below this value require special investigations of the bearing assembly.

It is recommended to contact MAN Energy Solutions for advice.

2. In service, crosshead pins can be:

a. Polished to (Dnominal - 0.15 mm) as the minimum diameter.

b. Offset to a maximum of 0.3 mm and ground.

c. Undersize (AlSn40) or repaired by welding.

In both cases, since standard bearings are used, the bearing top clearance
will increase depending on the surface condition of the pin to be recondi-
tioned. The offset value used for grinding must be stamped clearly on the pin.

It is recommended to contact MAN Energy Solutions for advice.

7 Practical information
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7.1 Check without opening up

Follow the check list in accordance with the programme stated in the work
cards. Enter the results in the engine log book. See also item 7.12, ‘Inspection
of Bearings’.
Bearings
Description

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1. Stop the engine and block the main starting valve and the starting air distributor
and block the starting air reservoir valves.

2. Engage the turning gear.

3. Just after stopping the engine, while the oil is still circulating, check that uniform
oil jets appear from all the oil outlet grooves in the crosshead bearing lower shell
and the guide shoes.

4. Turn the crank throw for the relevant cylinder unit to a suitable position and stop
the lube oil circulating pump (it is recommended to turn the engine for 15 - 30
minutes with the pumps off to let the oil drip off).

5. Check the vertical clearance with a feeler gauge.

a.
The change in clearances must be negligible when compared with the readings
from the last inspection (overhaul). If the total increase in clearance as from new is
beyond the tolerance, the bearing should be inspected.

b.
For guide shoe and guide strip clearances and checking procedure, see work
card 2565-0201.

6. Examine the sides of the bearing shell, guide shoes and guide strips, and check
for squeezed-out or loosened metal; also look for bearing metal fragments in the
oil pan, See: 2565-0401, Wire Feeler Check.

7. In the following cases, the bearings must be dismantled for inspection, see item
7.2, ‘Open up Inspection and Overhaul’.

a.
Bearing running hot.
b.
Oil flow and oil jets uneven, reduced or missing.
c.
Increase of clearance since previous reading larger than 0.10 mm.
See also item 7.8, ‘Bearing Wear Rate’.
d.
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Bearing metal squeezed out, dislodged or missing at the bearing, guide shoe or
guide strip ends.
e.
The oil having been contaminated with e.g. water.

If item 7.a has been observed excessively in crosshead bearings or crankpin

Bearings
Description

bearings, measure the diameter of the bearing bore in several positions. If the
diameter varies by more than 0.06 mm, send the connecting rod complete to
an authorised repair shop.

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If items 7.a, 7.c or 7.d are observed when inspecting main bearings, we will
recommend to inspect the two adjacent bearing shells, to check for any ab-
normalities.

If item 7.e has been observed, check lead content in oil analysis. If high open
up the cross head bearing.

7.2 Open up inspection and overhaul

See drawing 2555-0140.

Record the hydraulic pressure level when the nuts of the bearing cap
go loose.

Carefully wipe the running surfaces of the pin/journal and the bearing shell
with a clean rag. Use a powerful lamp for inspection.

Assessment of the metal condition and journal surface is made in accordance

with the directions given below. The results should be entered in the engine
log book.

See also item 7.12, ‘Inspection of Bearings’.

7.3 Types of damage

The overlayer and bearing metal can exhibit the following types of damage.

1. Tearing of the overlayer (XH bearings) can be due to substandard bonding. The
damage is not confined to specific areas of the bearing surface. The bearing
metal/intermediate layer in the damaged area is seen clearly with a sharply
defined overlayer border. This defect is regarded mainly as a cosmetic defect, if it
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is confined to small areas of the bearing surface without interconnection.

Whether the intermediate layer is exposed can be determined, if the layer is of Ni,
with a knife test. The knife will leave only a faint or no cut mark in the intermediate
layer, since it is very hard.
Bearings
Description

For tin-aluminium bearings, the total area where the intermediate layer
is exposed due to overlayer tearing, wiping or wear must not exceed
the maximum limit given in the table on drawing 2555-0150.

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2. Wiping of the overlayer manifests itself by parts of the overlayer being smeared
out. Wiping of the overlayer can take place when running-in a new bearing; how-
ever, if the wiping is excessive, the cause must be found and rectified. One of the
major causes of wiping is pin/journal surface roughness and scratches.
See also the ‘'note’ above.
3. Bearing metal wiping is due to metal contact between the sliding surfaces which
causes increased frictional heat, resulting in plastic deformation (wiping) (see item
7.4, ‘Causes of Wiping’). See also item 7.10.2.
Moderate wiping during the running-in stage is normal, and is considered as a
“cosmetic” problem.

7.4 Causes of wiping

1. Hard contact spots, e.g. originating from:

a.
Defective pin/journal, bearing, or crosshead guide surfaces
b.
Scraped bearing or guide shoe surfaces
c.
Objects trapped between the housing bore and the back of the shell
d.
Fretting on the back of the shell and in the housing bore.

2. Increased pin/journal surface roughness. In most cases the increase in roughness

will have occurred in service, and is attributed to:
a.
Hard particle ingress: Hard particle ingress may be due to the malfunction of fil-
ters and/or centrifuges or loosened rust and scales from the pipings. Therefore,
always pay careful attention to oil cleanliness.
b.
Corrosive attack:
Water contamination of the system oil is by far the most found cause of corrosive
attack of bearings.
If the oil develops a weak acid.
If strong acid anhydrides are added to the oil which, in combination with water,
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will develop acid.

If salt water contamination of the lube oil is higher than 0.5%. The water will at-
tack the bearing metal, and result in the formation of a very hard black tin-oxide
encrustation (SnO) which may scratch and roughen the pin surface. The forma-
tion of tin oxide is intensified by rust from the storage tank. Therefore, keep the in-
ternal surface clean.
Bearings
Description

Ensure that no dirt enters the crosshead pin oil bores during piston
overhaul.

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3. Inadequate lube oil supply.

4. Misalignment.

7.5 Cracks

Crack development is a fatigue phenomenon due to high dynamic stress

levels in local areas of the bearing metal, typically in combination with
weakened bearing metal.

In the event of excessive local heat input, the fatigue strength of the bearing
metal will decrease, and thermal cracks are likely to develop even below the
normal dynamic stress level. This can typically be found in crankpin and
crosshead bearing shells, exceeding 50,000 running hours.

A small cluster of hairline cracks develops into a network of cracks. At an ad-

vanced stage, increased notch effect and the influence of the hydrodynamic
oil pressure will tear the white metal from the steel back and produce loose
and dislodged metal fragments.

7.6 Cause of cracks

1. Insufficient strength of the bonding between the white metal and the steel back
(tinning or casting error).
2. Crack development after a short working period may be due to a misalignment
(e.g. a twist between the bearing cap and housing) or geometric irregularities (e.g.
a step between the contact faces of the bearing shell, or incorrect oil groove geo-
metry).

3. High local loading: for example, if, during running-in, the load is concentrated on
a few local high spots of the white metal.

Bearings with cracks can only be repaired temporarily depending on

the extent of the damage.
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7.7 Repair of oil transitions

Bearings
Description

Axial oil grooves, tangential run out and bore relief.

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It is strongly recommended to contact MAN Energy Solutions for ad-

vice before starting any repairs.
(See also item 1., ‘General bearing requirements and criteria’.)

Formation of sharp ridges or incorrect inclination of the transition to the bear-

ing surface will seriously disrupt the flow of oil to the bearing surface, causing
oil starvation at this location.

Oil transitions are reconditioned by carefully cleaning for accumulated metal

with a straight edge or another suitable tool.

Check the transition geometries before installing the bearings,

see item 13., ‘Check of bearings before installation’.

7.8 Bearing wear rate

The reduction of shell thickness in the loaded area of the main, crankpin and
crosshead bearing in a given time interval represents the wear rate of the
bearing. Average bearing wear rate based on service experience is 0.01
mm/10,000 hrs. As long as the wear rate is in the region of this value, the
bearing function can be regarded as normal. See also item 7.1, ‘Check
without Opening up’, point 7.c.).

For tin-aluminium crosshead bearings, see the ‘'note’ in item 7.3.1.

For further advice, please contact MAN Energy Solutions.

7.9 Surface roughness (journal/pin)

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Limits to surface roughness

The surface roughness of the journal/pin should always be within the specified
limits.

a For main bearing and crankpin bearing journals:

Bearings
Description

• New journals: AlSn40 0.4 Ra

HMO7 0.8 Ra

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• Recondition if higher than: AlSn40 0.8 Ra

HMO7 1.6 Ra

b. For crosshead pins: ★

• New or repolished 0.05 Ra

• Acceptable in service: 0.05 - 0.1 Ra

• Repolishing if higher than: 0.1 Ra

Determination of the pin/journal roughness

Measure the roughness with an electronic roughness tester, or evaluate the

roughness with a RUGOTESTER®, by comparing the surface of the pin/
journal with the specimens on the RUGOTESTER®. When performing this
test, the pin surface and the RUGOTESTER® must be thoroughly clean and
dry. Hold the tester close to the surface and compare the surfaces. If neces-
sary, use your finger nail to run over the pin/journal surface and the RUGO-
TESTER ® specimens to compare and determine the roughness level.

7.10 Repairs of bearings on site

It is recommended to contact MAN Energy Solutions for advice before

starting any repairs.

(See also item 1., ‘General Bearing Requirements and Criteria’).

1. Overlayer wiping
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a. Overlayer wiping and moderate tearing in crosshead bearing lower shells is not
serious, and is remedied by careful use of a scraper.
However, see the ‘note’ in item 7.3.1.

b. Hard contact on the edges of crosshead bearings is normally due to galvanic

build-up of the overlayer. This is occasionally seen when inspecting newly in-
Bearings
Description

stalled bearings and is remedied by relieving these areas with a straight edge or
another suitable scraping tool.
2. Bearing metal squeezed out or wiped:

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a. The wiped metal can accumulate in the oil grooves, run-out or bore reliefs
where it forms ragged ridges. Such bearings can normally be used again,
provided that the ridges are carefully removed with a suitable scraping tool and
the original geometry is re-established (see item 7.7, ‘Repair of Oil Transitions’).
High spots on the bearing surface must be levelled out by light cross-scraping (90
by 90 degrees).

b. In cases of wiping where the bearing surface geometry is to be re-established,

it is important:

- to assess the condition of the damaged area and, if found necessary, to check
the bearing surface for hairline cracks under a magnifying glass and with a pen-
etrant fluid, if necessary.

- to check the surface roughness of the journal/pin and polish if necessary.

c. In extreme cases of wiping, the oil grooves in the crosshead bearing shell may
disappear. In that event, the shell should be replaced.
3. For evaluation and repair of spark erosion damage, refer to item 6.2, ‘Spark
Erosion’.
4. Cracked bearing metal surfaces should only be repaired temporarily. The bearing
must be replaced (see items 7.5, ‘Cracks’ and 7.6, ‘Cause for Cracks’).

7.11 Repairs of journals/pins

Crosshead pins

Pin surface roughness should be better than 0.1 Ra (see item 7.9, ‘Surface
Roughness (journal/pin)’). If the Ra value is higher than 0.1 μm, the pin can of-
ten be repolished on the spot, as described below. If the pin is also
scratched, the position and extent of the scratched areas must be evaluated.
If there are also deep scratches, these must be levelled out carefully with
hardbacked polishing paper, or similar, before the polishing process is star-
ted.
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Use a steel ruler, or similar, to support the polishing paper, as the fin-
gertips are too flexible.
Bearings
Description

The surface roughness not counting in scratches after polishing should be

better than 0.1 Ra in the 120° crown. The upper 240° can be accepted up to
an average roughness of 0.2 Ra including scratches.

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The following methods are recommended for repolishing on site.

1. Polishing with microfinishing film

The polishing process is carried out with a “microfinishing film”, e.g. 3M alu-
minium oxide (30 micron, 15 micron and 5 micron), which can be recommended
as a fairly quick and easy method, although to fully reestablish the pin surface it
will often be necessary to send the crosshead to a repair shop for regrinding/pol-
ishing in an appropriate machine.
The microfinishing film can be slung around the pin and drawn to and fro by hand
and, at the same time, moved along the length of the pin, or it is drawn with the
help of a hand drilling machine; in this case, the ends of the microfilm are connec-
ted together with strong adhesive tape or glued together.
2. Braided hemp rope method
This method is executed with a braided hemp rope and jeweller’s rouge.
Before the rope is applied all front end scratches must be removed with fine
emery cloth as per 7.11.1.
A mixture of polishing wax and gas oil (forming an abrasive paste of a suitably soft
consistency) is to be applied to the rope at regular intervals. During the polishing
operation, the rope must move slowly from one end of the pin to the other.
The polishing is continued until the roughness measurement proves that the sur-
face is adequately smooth (see item 7.9).
This is a very time-consuming operation and, depending on the surface rough-
ness in prior, about three to six hours may be needed to complete the polishing.

Journals (Main and crankpin journals)

1. The methods for polishing of crosshead pins can also be used here, and method
a) Polishing with microfinishing film, will be the most suitable method. A 30 micron
microfinishing film is recommended here or 220-270 grade emery cloth of a good
quality.
2. Local damage to the journal can also be repaired. The area is to be ground care-
fully and the transitions to the journal sliding surface are to be rounded carefully
and polished. We recommend to contact MAN Energy Solutions for advice before
such a repair is carried out. But as temporary repair, any ridges must be filed or
ground to level.
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7.12 Inspection of bearings

Regarding check of bearings before installation, see item 13., ‘Check of Bear-
ings before Installation’.
Bearings
Description

For the ship’s own record and to ensure the correct evaluation of the bearings
when advice is requested from MAN Energy Solutions, we recommend to fol-
low the guidelines for inspection, which are stated in drawing 2555-0140,

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page 3 to 7.
See the example of an Inspection Record on drawing 2555-0140, page 6.

8 Crosshead bearing assembly

8.1 Bearing type

See also plate 1472-0300

The type of bearing used in the crosshead assembly is a thin shell (insert)
bearing (see item 5.5, ‘Thin Shell Bearings’). The lower shell is a trimetal shell,
i.e. the shell is composed of a steel back with cast-on white metal and an
overlayer coating.

See also item 3, ‘Overlayers’. The upper shell is a bimetal shell, as it does not
have the overlayer coating; both the upper and lower shells are protected
against corrosion with tin flash (see item 4, ‘Flashlayer, Tin (Sn)’). The upper
part can also be cast into the bearing cap.

8.2 Bearing function and configuration

Because of the oscillating movement and low sliding speed of the crosshead
bearing, the oil film generated can be rather thin. This makes the demand for
pin surface roughness an important parameter for the assembly to function. A
further requirement is effective cooling which is ensured by the transverse oil
grooves. The pin surface is super-finished (see item 7.9 1.b). The lower shell is
coated with an overlayer (see item 3., ‘Overlayers’), which enables the pin
sliding geometry to conform with the bearing surface.

9 Main Bearing Assembly

The engine can be equipped with “Thick shell bearings” (item 5.4) or “Thin
shell bearings” (item 5.5).

The bearing type, i.e. “thick shell” or “thin shell” determines the main bearing
housing assembly described below (see table of installed bearing types, draw-
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ing 2555-0100, and housing assemblies, drawing 2555-0120).

9.1 Thick shell bearing assembly

See drawing 2555-0120, Fig. 1.

Bearings
Description

The tensioning force of a thick shell bearing assembly (Fig. 1) is transferred

from the bearing cap (pos. 1) to the upper shell (pos. 2) and via its mating
faces to the lower shell (pos. 3).

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The bearing bore is equipped with the following geometry:

1. Central oil supply groove and oil inlet in the upper shell which ends in a sloping
run-out (item 5.1) in both sides of the lower shell, see drawing 2555-0100.
2. The bearing bore is furnished with a bore relief (item 5.2) at the mating faces of
the upper and lower shell, see drawing 2555-0100.

9.2 Thin shell (insert bearing) bearing assembly

See drawing 2555-0120, Fig. 2.

This forms a rigid assembly (Fig. 2). The bearing cap (pos. 1) which has an in-
clined vertical and horizontal mating face, is wedged into a similar female geo-
metry in the bedplate (pos. 2), which, when the assembly is pre-tensioned, will
ensure a positive locking of the cap in the bedplate.

The lower shell can be positioned by means of screws (pos. 3) (note: some
engines do not have locking screws). During mounting of the lower shell, it is
very important to check that the screws are fully tightened to the stops in the
bedplate. This is to prevent damage to the screws and shell during tightening
of the bearing cap. See also work card 2565-0401.

See also item 5.5, ‘Thin Shell Bearings’ earlier in this section. For information
regarding inspection and repair, see item 7, ‘Practical Information’.

10 Crankpin bearing assembly

See also plate 1472-0300.

This assembly is equipped with thin shells, and has two or four tensioning
studs, depending on the engine type. Crankpin bearing assemblies with four
studs must be tensioned in parallel, for example first the two forward studs
and then the two aftmost studs; the tensioning may be executed in two or
three steps. If four hydraulic jacks are available only one step is necessary
plus check-step. This procedure is recommended in order to avoid a twist
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(angular displacement) of the bearing cap to the mating face on the connect-
ing rod.

The oil supply groove transition to the bearing sliding surface is similar to that
of the main bearing geometry. For information regarding inspection and repair,
see item 7, ‘Practical Information’.
Bearings
Description

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11 Guide shoes and guide strips

See drawing 2555-0125.

(See also plate 1472-0300.)

The guide shoes, which are mounted on the fore and aft ends of the
crosshead pins, slide between guides and transform the translatory move-
ment of the piston/piston rod via the connecting rod into a rotational move-
ment of the crankshaft.

The guide shoe is positioned relative to the crosshead pin with a positioning
pin screwed into the guide shoe, the end of the positioning pin protrudes into
a hole in the crosshead pin and restricts the rotational movement of the
cross-head pin when the engine is turned with the piston rod disconnected.

The guide strips are bolted on to the inner side of the guide shoes and ensure
the correct position of the piston rod in the fore-and-aft direction. This align-
ment and the clearance between the guide strips and guide is made with
shims between the list and the guide shoe.

The sliding surfaces of the guide shoes and guide strips are provided with
cast-in white metal and furnished with transverse oil supply grooves. (see item
5.3, ‘Axial Oil Grooves’'.

For inspection of guide shoes and guide strips, see item 7.1, 7.3.3 and 7.4.1
a) and b) and chapter 2565.

12 Thrust bearing assembly

See drawing 2555-0130.

The thrust bearing is a tilting-pad bearing of the Michell type. There are eight
pads (segments) or more placed on each of the forward and aft sides of the
thrust collar. They are held in place circumferentially by stoppers. The seg-
ments can be compared to sliding blocks and are pivoted in such a manner
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that they can individually take up the angle of approach necessary for a hy-
drodynamic lubricating wedge. The lubricating/cooling oil is sprayed directly
on to the forward and aft sides of the thrust collar by means of nozzles posi-
tioned in the spaces between the pads. The nozzles are mounted on a semi-
circular delivery pipe.
Bearings
Description

For clearances and max. acceptable wear, see work cards.

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13 Check of bearings before installation

See drawing 2255-0185.

Clean the bearing shells thoroughly before inspecting.

13.1 Visual inspection

1. Check the condition of the bearing surfaces for impact marks and burrs. Repair
by scraping if necessary.

2. Check that the transition between the bore relief and the bearing sliding surface is
smooth.

13.2 Check measurements

Place the shell freely, as illustrated in drawing 2555-0185, Fig. 1.

Measure the crown thickness with a ball micrometre gauge. Measure in the
centre line of the shell, 15 millimetres from the forward and aft sides.

Record the measurements as described in item 7.12, ‘Inspection of Bearings’

and drawing 2555-0140 page 3 to 7.

This will facilitate the evaluation of the bearing wear during later overhauls.

13.3 Cautions

As bearing shells are sensitive to deformations, care must be taken during

handling, transport and storage, to avoid damaging the shell geometry and
surface.
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The shells should be stored resting on one side, and be adequately protected
against corrosion and mechanical damage.

Preferably, keep new bearing shells in the original packing, and check that the
shells are in a good condition, especially if the packing shows signs of dam-
age.
Bearings
Description

During transport from the store to the engine, avoid any impacts which could
affect the shell geometry.

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