AUX ENGINE CRANK SHAFT DAMAGE

28th Nov 2013Shanghai, ChinaMarcus TunAssistant Director, Technical ServicesSEACASTLE SINGAPORE PTE. LTDAux. Engine Crank Shaft Damage

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AgendaIncident HistoryCost of RepairAttention SeekerPrecautionary MeasuresGood Working Practices

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Seacastle Fleets Aux. Engines Damages History5th Mar 2008-No.2 AE -Maxine(Ex-APL Beijing)10th May 2008-No.1 AE -SCT Vietnam(Ex-APL Vietnam)17TH Sept 2009-No.2 AE -SCT Vietnam(Ex-APL Vietnam)27th Jan 2010-No.1 AE -Maxine(Ex-APL Beijing)8th Sept 2010-No.2 AE -SCT Peru(EX-Boxford)24th Mar 2013- No.3 AE -SCT Vietnam22nd Jun 2013- No.4 AE -Maxine19th Aug 2013-No.1 AE -Maxine11th Oct 2013- No.3 AE -Maxine

2 months16 months4 months8 months20133 months2 monthsLess than 2 months

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L.O Pump Worn Out

Next slide is fire photo4

Engine Frame Damaged

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Engine Frame Damaged

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Damaged Crankshaft

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Piston Seized Inside the Liner and Sheared off iwo Gudgeon Pin

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Broken Pieces Inside Crank Case

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Marine Head on Crank Pin Journal

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Damaged Big End Bearing Shell

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Broken Pieces on Deck

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Broken Pieces

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Fire in the Engine Room

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Soot on the Air Duct and Exh Uptake

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Lamp Melted

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What is the monetary losses?

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Aux. Engine Repair Cost and Insurance ClaimEngine/VesselTotal Repair CostRecovered from UnderwriterUn-claimableNo.2 AE / MaxineUSD450,000USD204,000USD246,000NO.1 AE / SCT VietnamUSD530,000USD290,000USD240,000No.2 AE / SCT VietnamUSD960,000USD720,000USD240,000NO.1 AE / MaxineUSD550,000USD230,000USD320,000No.2 AE / SCT PeruUSD1,162,000USD200,000No.3 AE / SCT VietnamUSD350,000USD350,000No.4 AE / MaxineUSD277,000USD277,000No.1 AE / MaxineUSD50,000 USD50,000No.3 AE / MaxineEst 500,000USD300,000IMPACTIncrease in Premium Increase deductibleUSD2,223,000

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Possible ConsequencesSomeone could be killedBurnt down engine room and accommodationVessel could be declared constructive total lossLimping with reduced quantity of generators and compromising vsls safety

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Possible ConsequencesIncreased workload for the crewsTarnish Ship Manager reputationOff-hire affecting owners revenue and reputationVessel schedule adversely affected and loss of cargo and reputation to charterers

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What Should We Do Now?Make and model of the enginePossible causes of these incidentsHow can we prevent them from recurrence?

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NO.1 A/EMAN 7L27/38NO.2 A/EMAN 7L27/38NO.3 A/EMAN 6L27/38NO.4 A/EMAN 6L27/38MAXINE(EX-APL BEIJING)Engine was manually stopped due to heavy vibration. No.2 unit piston crown detached from skirt, liner cracked, piston skirt broken off, crank pin and bearing damaged, rocker arm valve bridge dislocated. LO pump was also found badly worn out. Main bearing true run was out and line boring had to be done. Crankshaft was renewed.Engine tripped on LO low pressure after running for 18 minutes after oil change. All, main, big end, camshaft, gudgeon pin bearings were damaged. Crank shaft was also damaged which was renewed. LO safety filter found collapsed. Main bearing true run within acceptable limits. Engine boxed back with new crankshaft.Test run carried out after major overhaul and within 2 minutes, high crankcase temperature observed and engine was stopped. Upon inspection No.2 unit crankpin was found damaged. Crankpin was found with very high HB and marine head ovality was out of limit. Crankshaft ware renewed and main bearing line boring has to be carried out..After sump oil renewal, engine was started. L.O filter differential pressure high alarm activated followed by abnormal noise. Engine was stopped manually and opened up for inspection. No.4 crankpin bearing shell squeezed out, bearing nib damaged, multiple cracks and high hardness on crankpin. Main bearing true run within acceptable limits. LO pump was found worn out and beyond repair. LT & HT pump shaft were also found damaged iwo mech seal. Crankshaft was renewed.Engine manually stopped due to high exh gas inlet to T/C alarm. Upon inspection, found that water leaking into crankcase from No.1,2,3,4 units. No.4 unit liner crack, rocker arm bridge dislocated, injector holding bolt broken, cylinder cover, piston crown damaged, turbocharge rotor bent. Crankshaft was not damaged. Damaged parts renewed and engine boxed back. SCT VIETNAM(EX-APL VIETNAM)10th May 2008, Poor crankcase LO quality which vsl did not renew resulting in damage to bearings and eventual failure to crankshaft. Crankshaft, all main and big end bearings, L.O pump, all conn rod, piston pins were renewed.NO.1 unit piston, conn rod, counterweight, liner, cylinder block, rocker arm assembly, CC relief door were damaged. LO analysis result done in July indicate warning and suitable for limited use only. New crankshaft, cylinder frame were renewed.Running for 50 hours after major overhaul, T/C exh gas high temperature alarm and turning gear interlock alarm activated followed by hammer noise from T/C came. Engine was stopped manually and checked. No.4 unit liner, big end bearing found loose. Conn rod to marine head bolt found lose. Crankshaft was found damaged too. Main bearing porcket are out of true run and line boring carried out. Engine was boxed back with new crankshaft, new liner, piston and big end bearing.

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MAN L27/38 ENGINE

8 out of 9 incidents happened to this engine.23

Design feature

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Marine Head, Connecting Rod & Piston

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Engine Data

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Lub Oil Specification

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Lub Oil Viscosity

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Lub Oil Pressure Setting

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Lub Oil Pressure ComparisonMAN L27/38

MAN L28/32H

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Front End Frame Components

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Cylinder unit removal

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Cylinder unit removal

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Damages FoundL.O Pump damagedPiston broken iwo gudgeon PinRocker arm bridge dislocatedInlet/Exh valve brokenPush Rod bent

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Damages FoundCrankpin bearing wiped outMarine Head bolt slackenCrankshaft Damaged and surface hardness increasedMain journal out of true run

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Possible Causes of the DamageWorn out Lub oil pumpLub oil line chockedPoor lub oil qualityWater leakage into the crankcaseImproper fitting of bearing shellsIncorrect adjustment of tappet clearance or wrong fitting of rocker arm bridge

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Possible Causes of the DamageDamaged valve rotatorMarine head bolts slackenPiston rod bolt slackenPoor fuel injectionExcessive vibration

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Lub Oil Related Causes & Preventive Measures

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Lub Oil Specification

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Change of Alarm and Shut-down Setting

4.0 Bar3.5 Bar

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Lub Oil Pump Worn Out or DamagedLub oil pump to be overhauled during engine major overhaulLub oil pressure shall be monitored very closelyProper priming of Lub oil after oil change or/and filter cleaningRegular function test and overhaul of Lub oil priming pumpRegular testing of Lub oil low pressure alarm and trip

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Lub Oil Line ChockedProper cleaning of L.O filterSump oil renewal must be supervised by senior engineerAvoid using rags for cleaning the sump tank as far as practicable

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Lub Oil Filter Design

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Draw Back on Old Filter Design

Incorrect installation of filter cartridges is possible due to multiple filters elements

Incorrect installation of safety filter element is possible

Incorrect installation of gaskets and intermediate piece

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New Filter Design Improvement

Correct specified gaskets fixed to both ends of the filter cartridgeIncorrect mounting of the filter element is not possibleA nose is added on safety filter to eliminate incorrect mountingNo need to put intermediate piece between filter elements

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Important Points to Take NoteProper cleaning of the L.O filter housing is essentialCare must be taken to ensure that no foreign objects remain in the filter housingProper filling and air venting must be done before putting them into serviceNo cleaning of paper filter cartridge for reuseSafetly filter cleaning should be done with cleaning solvent and blown dry with air after cleaning

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L.O Filter Location

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Change Over Valve Position for Lub Oil Filter

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Air Venting After Filter Cleaning

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Poor Lub Oil QualityQuarterly Lub oil testing in the lab Sump oil change whenever result found unfit for further useL.O purifier operating temperature 950CWeekly Lub oil centrifuge filter cleaningOnboard weekly Lub oil water content testPermissible water content 0.2% by volumeLO pressure and LO consumption

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Lub Oil Consumption Data

6 Cylinders Engine18 to 35 Kg/Day19 to 37 Ltrs/Day

7 Cylinders Engine20 to 40 Kg/Day22 to 44 Ltr/days

6 Cylinders Engine18 to 35 Kg/Day19 to 37 Ltrs/Day

7 Cylinders Engine20 to 40 Kg/Day22 to 44 Ltr/days52

Bearing Damage due to Mechanical FailureRegular crankcase inspectionProper adjustment of valve gearRegular inspection of valve gear casingNo water carried over from air coolerNo water leaking into combustion chamberTime between major overhaul to 12,000 hrs.

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Excessive VibrationMonthly engine performanceEngine tuningResilient mounting for correct clearanceFuel pump and injector overhaul

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Check Resilient Mountings

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Check Resilient Mountings

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Check Resilient Mountings

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Marine Head and Bearing FailureRegular checking the tightness of connecting rod boltTo renew bearings which are worn out or damageMakers recommended limits must be followed

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Checks on Connecting Rod?

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Tightening Torque

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Marine Head to Connecting Rod Bolts

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Connecting Rod Bolts Tightening

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Connecting Rod Bolt Tightness Checked

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Connecting Rod Stud Measurement

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Measurement Taken for Connecting Rod Bolt

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Marine Head Bolt

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Turn the Engine till Marine Head Bolts are Accessible

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Fit the Hydraulic Jack

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Check the Tightness

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Connecting Rod Calibration

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Connecting Rod Calibration

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Connecting Rod Calibration

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Bearing Wear Down Limits

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Bearing Wear Down Limits

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Bearing Steel Backing Shell

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Bearing Failure due to Cavitation Erosion

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Metal to Metal Contact Bearing Failure

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Bearing Failure-Fatigue Overlay

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Bearing Failure-Lining Detachment

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Tell-tale Holes

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Charged Air Cooler Water Leakage Inspection Hole

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Charged Air Cooler Water Leakage Inspection Hole

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Charged Air Cooler Drain

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Charged Air Cooler Drain

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Water Mist Catcher Drain Trap

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HT and LT Pumps Mechanical Seal Leakage Inspection Holes

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HT and LT pumps mech. seal leakage holes

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HT and LT Pumps Mechanical Seal Leakage Inspection Holes

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H.T Pump Seal Leakage Inspection Hole

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L.T Pump Seal Leakage Inspection Drain

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Inspection Hole for Cylinder Head

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Inspection Hole for Cylinder Head

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Any questions?

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Thank you

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Abbreviation

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Engine cross sectional view

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Front End Box Components