page 1 of 21 report no. 41/5-11 of inspection …nanopro.no/docs/admiral makarov technical...

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REPORT No. 41/5-11

OF INSPECTION OF ADG No. 1 INTERNAL-COMBUSTION ENGINE

PARTS PARTIALLY DISASSEMBLED, AND PARTIALLY STRIPPED

treated on 24.04.2001 according to approved by the Shipowner Test Program agreed upon with the

Maritime Register of Shipping by SAIS Technology developed for reconditioning of worn-out parts

and wear protection of new parts of equipment and machinery, for fuel and lubrication oil

consumption reduction, - performed in place.

Commencement of inspection April 28, 2011

Completion of inspection: May 23, 2011 /Stamp/ TRUE COPY. OAO DV PRAKTIKA. 3А/113 Dzerzhinskogo str., c. of Nakhodka, 692918 Tel. /

fax: (4236) 64-47-05 / 69-09-40 /Signed/ Signature

/Seal/ OAO DV PRAKTIKA * PRACTEX * Russian Federation Primorsky Territory c. of Nakhodka * Reg.

No. 1022500702069

Item under inspection: Internal-combustion engine of auxiliary diesel generator No. 1 (hereinafter referred to as ADG No.

1). Model: 824Т8 “WARTSILA”, diesel, four-cycle.

Serial number: 1163, October 18, 1973 year built, machine-building corporation WARTSILA NSD

in Vaasa, Finland. Operating time since placed in service, engine hours: 89642.3.

Purpose of inspection: Comparative evaluation of technical condition of friction work surfaces registered in Ship Survey

Reports by the Russian Maritime Register of Shipping and in reports by the Engineering and

Technical Commission over a period from 24.04.2001 till 01.03.2006 “Before” and “After” SAIS

technology test completion, as compared with technical condition of the same as of May 2011.

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Location of the item under inspection: Diesel-powered icebreaker Admiral Makarov.

Vessel location during the inspection: Settlement of Slavyanka, Slavyansky Shipyard, dry dock, Primorsky Territory, Russia.

Shipowner: ОАО Far East Shipping Company, FESCO, c. of Vladivostok, Russia.

SAIS technology developer and owner: ОАО DV PRAKTIKA, c. of Nakhodka, Primorsky Territory, Russia.

SAIS abbreviation expansion: SAIS – Autonomous Selective Stage Structor.

Structor. Material able to organize structurization reaction (due to energy of friction and/or impact

loads arising on dynamically conjugated friction surfaces) – growing of crystals possessing antiwear

properties.

Autonomous. Structurization process does not depend on working characteristics of media: gases,

liquids, grease and solid lubricants. Structurization reaction begins and finishes automatically.

Selective. The reaction proceeds where friction and/or gaps and clearances are of values at which

energy is released enough for such reactions.

Stage – structurization reaction is conventionally divided into 4 stages:

1st stage: working surface preparation (cleaning) for structurization;

2nd stage: initial (basic) structurization phase;

3rd stage: working (reconditioning) structurization phase;

4th stage: final (completion) structurization phase.

INSPECTION PROGRAM. § 1. Generalized analysis of documents comprising data on work surfaces of ADG No.1 engine parts

before commencement of tests, during tests, after completion of tests of SAIS technology – during

engine inspection.

§ 2. Measurements of disassembled engine parts; compiling of table “Summarized data from logs of

measurements of main parts and clearances in ADG No. 1 marine engine components over a period

from April 2001 – May 2011”.

§ 3. Conclusion: comparative analysis of technical condition of engine parts work surfaces registered

in Ship Survey Reports by the Russian Maritime Register of Shipping dated 25.12.2004 as compared

with technical condition of friction work surfaces as of May 2011.

§ 1. GENERALIZED ANALYSIS OF DOCUMENTS COMPRISING DATA ON

ADG NO.1 ENGINE “BEFORE” AND “AFTER” SAIS TECHNOLOGY

TESTS. (During the period surveyed in this document all measurements were made with the use of the

same serviceable ship measurement instruments),

LIST OF EXAMINED BY THE COLLEGIAL ENGINEERING AND TECHNICAL

COMMISSION DOCUMENTS COMPRISING DATA ON ADG NO.1 ENGINE

“BEFORE” AND “AFTER” SAIS TECHNOLOGY TESTS.

1. Engine room log books of auxiliary diesel generator ADG No. 1 over a period April 2001 – May

2011 (Document storage location: icebreaker Admiral Makarov).

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2. Log of measurements of main parts and clearances in components of ADG No. 1 marine engine

made by BTO “BALHASH” Far East Shipping Company, FESCO in April 2001 before

commencement of SAIS technology tests. (Document storage location: icebreaker Admiral Makarov).

3. Ship Survey Report by the Russian Maritime Register of Shipping (hereinafter referred to as the

Maritime Register) dated 24.04.2001 on condition of friction work surfaces of ADG No.1 engine

parts before commencement of SAIS technology tests. (Document storage location: 1. Far Eastern branch of

the Russian Maritime Register of Shipping; 2. Technical department of Far East Shipping Company, FESCO, icebreaker

Admiral Makarov; 3. ОАО “DV PRAKTIKA”).

4. Report of the collegial Engineering And Technical Commission (hereinafter referred to as the

“Commission”) dated 24.04.2001 “Report No. 1 Inspection No. 1 of friction work surfaces of

disassembled ADG No.1 parts”: on condition of friction work surfaces of all cylinder-piston group

parts Nos. 1 – 8, combustion chamber surfaces, gas distribution mechanism parts, work surfaces of

camshaft lobes, drive gear teeth before commencement of SAIS technology tests. (Document storage

location: 1. Far Eastern branch of the Russian Maritime Register of Shipping; 2. Technical department of Far East

Shipping Company, FESCO, icebreaker Admiral Makarov; 3. ОАО “DV PRAKTIKA”).

5. Table of measurements No. 1 dated 14.05.2001 in the mode of certain basic operating parameters

of ADG No. 1 engine after assembling and running-in during 120 hours before commencement of

SAIS technology tests. (Document storage location: 1. Far Eastern branch of the Russian Maritime Register of

Shipping; 2. Technical department of Far East Shipping Company, FESCO, icebreaker Admiral Makarov; 3. ОАО “DV

PRAKTIKA”).

6. Ship Survey Report by the Register of Shipping dated 14.05.2001 on performance of

measurements in the mode of certain operating parameters of ADG No. 1 engine after assembling

and running-in during 120 hours before commencement of SAIS technology tests. (Report content is

stated on the second page of the Russian Maritime Register of Shipping Report dated 24.04.2001. Document storage



7. Table of measurements No. 2 dated 31.05.2001 in the mode of certain basic operating parameters

of ADG No. 1 engine after operating time of 300 hours from the commencement of SAIS

technology tests. (Document storage location: 1. Far Eastern branch of the Russian Maritime Register of Shipping; 2.

Technical department of Far East Shipping Company, FESCO, icebreaker Admiral Makarov; 3. ОАО “DV

PRAKTIKA”).

8. Ship Survey Report by the Register of Shipping dated 31.05.2001 after operating time of 300

hours from the commencement of SAIS technology tests: on registration of measurements of certain

operating parameters of ADG No. 1 engine in “Table of measurements No. 2”. (Document storage




hours from the commencement of SAIS technology tests: on inspection of friction work surfaces of

cylinder-piston group parts Nos. 2 and 8 of ADG No.1 engine. (Report content is on the same page as the

Register Report dated 31.05.2001).

10. Commission Report dated 06.06.2001 after operating time of 420 hours from the

commencement of SAIS technology tests “Inspection No. 2 of friction couples of disassembled

cylinder-piston group; assembled gas distribution mechanism drive gears and fuel system”. (Document

storage location: 1. Far Eastern branch of the Russian Maritime Register of Shipping; 2. Technical department of Far

East Shipping Company, FESCO; 3. ОАО “DV PRAKTIKA”).

11. Table of measurements No. 3 dated 13.06.2001 after operating time of 420 hours from the

commencement of SAIS technology tests. (Document storage location: 1. Far Eastern branch of the Russian

Maritime Register of Shipping; 2. Technical department of Far East Shipping Company, FESCO, icebreaker Admiral

Makarov; 3. ОАО “DV PRAKTIKA”).


hours from the commencement of SAIS technology tests: on measurements of certain basic

operating

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parameters of ADG No. 1 engine in “Table of measurements No. 3”. (Document storage location: 1. Far

Eastern branch of the Russian Maritime Register of Shipping; 2. Technical department of Far East Shipping Company,

FESCO; 3. ОАО “DV PRAKTIKA”).


hours from the commencement of SAIS technology tests: on inspection of friction work surfaces of

disassembled cylinder-piston group parts Nos. 2 and 8. (Document storage location: 1. Far Eastern branch of

the Russian Maritime Register of Shipping; 2. Technical department of Far East Shipping Company, FESCO; 3. ОАО

“DV PRAKTIKA”).


commencement of SAIS technology tests “Inspection No. 3 of friction couple surface condition of

disassembled cylinder-piston group; assembled gas distribution mechanism drive gears and fuel

system” of ADG No. 1 engine. (Document storage location: 1. Far Eastern branch of the Russian Maritime

Register of Shipping; 2. Technical department of Far East Shipping Company, FESCO; 3. ОАО “DV PRAKTIKA”).

15. Table of measurements No. 4 dated 25.06.2001 after operating time of 610 hours from the

commencement of SAIS technology tests in the mode of certain basic operating parameters of ADG

No. 1 engine. (Document storage location: 1. Far Eastern branch of the Russian Maritime Register of Shipping; 2.

Technical department of Far East Shipping Company, FESCO; 3. Icebreaker Admiral Makarov; 4. ОАО “DV

PRAKTIKA”).

16. Ship Survey Report by the Register of Shipping dated 27.06.2001 on survey of cylinder-piston

group parts Nos. 1 and 2 after operating time of 610 hours from the commencement of SAIS

technology tests. (Document storage location: 1. Far Eastern branch of the Russian Maritime Register of Shipping; 2.

Technical department of Far East Shipping Company, FESCO; 3. ОАО “DV PRAKTIKA”).


commencement of SAIS technology tests “Inspection No. 4 of friction couple surface condition of

disassembled cylinder-piston group; assembled gas distribution mechanism drive gears and fuel

system” of ADG No. 1. (Document storage location: 1. Far Eastern branch of the Russian Maritime Register of

Shipping; 2. Technical department of Far East Shipping Company, FESCO; 3. ОАО “DV PRAKTIKA”).


hours from the commencement of SAIS technology tests: on survey of work surfaces of all cylinder-

piston group parts Nos. 1 – 8 of disassembled ADG No. 1 engine (Document storage location: 1. Far

Eastern branch of the Russian Maritime Register of Shipping; 2. Technical department of Far East Shipping Company,

FESCO, icebreaker Admiral Makarov; 3. ОАО “DV PRAKTIKA”).


hours on survey of friction work surfaces of camshaft and drive gear teeth; disassembled oil-pump

gear teeth; main bearings Nos. 1, 4, and 6 of ADG No. 1 engine (Report content is on the second page of the

Report dated 22.05.2002).

20. Ship Survey Report by the Register of Shipping dated 28.05.2002 on survey of friction work

surfaces of main bearings Nos. 3, 7, and 9 of ADG No. 1 engine after operating time of 6105 hours

from the commencement of SAIS technology tests.

21. Report on measurements dated 17.06.2002 of crank pin diameters and thickness of rod No. 2

lower half of ADG No. 1 engine after operating time of 6105 hours from the commencement of

SAIS technology tests.

22. Ship Survey Report by the Register of Shipping dated 16.08.2002 on comparative tests for fuel

consumption by ADG No. 1 engine after operating time of 6105 hours from the commencement of

SAIS technology tests, and ADG No. 5 engine not treated according to SAIS technology. (according

to Technical Maintenance Service’s estimate before test commencement ADG No. 1 was in a worse

technical condition, and ADG No. 5 – in a better one as compared with all other diesel generators

installed on the icebreaker Admiral Makarov).

23. Commission Report dated 27.05 – 06.06.2003 “Final examination results” after operating time

of 11752 hours: on collegial Engineering and Technical Commission’s recognition of

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SAIS technology as a tool successfully solving a problem of reconditioning (repair) of worn-out

work surfaces with protective coating, with the conclusion: “Recommend use of SAIS technology

for ships and vessels”.

24. Ship Survey Report by the Register of Shipping dated 25.12.2004 after operating time of

15794 hours from the commencement of SAIS technology tests: on survey of friction work surfaces

of disassembled cylinder-piston group parts Nos. 1 and 2.


made by BTO “BALHASH” Far East Shipping Company, FESCO on June 10, 2005 after

operating time of 17945 hours from the commencement of SAIS technology tests:

26. Summarized data from logs of measurements of main parts and clearances in ADG No. 1 marine

engine components during April 2001 and June 2005 registered on 01.03.2006 by the Head Office

of the Russian Maritime Register of Shipping.


made by Sailing Repair Brigades Co., Ltd. of the Russian Federation Transport Department in

August 2007 after operating time of 23947 hours from the commencement of SAIS technology

tests.


made by Sailing Repair Brigades Co., Ltd. of the Russian Federation Transport Department in May

2011 after operating time of 35210.3 hours from the commencement of SAIS technology tests:

29. Summarized data from Logs of measurements of main parts and clearances in ADG No. 1

marine engine components over a period from April 24, 2001 till May 23, 2011 prepared by the

Commission.

30. Photos of ADG No.1 engine parts over a period from the commencement of SAIS technology

tests on 24.04.2001 till May 23, 2011.

31. Ship Survey Report by the Register of Shipping dated May ___ , 2011 after operating time of

35210.3 hours from the commencement of SAIS technology tests.

STATISTICS. 1. Commencement of SAIS Technology tests, - diesel complete disassembly, - 24.04.2001

2. Completion of SAIS Technology tests, - diesel complete disassembly, - 27.05.2003

3. ADG No. 1 operating time since placed in service till test commencement, engine hours, -

=54432=

4. Test duration planned according to the Test Program, engine hours, - =8000=

5. Actual test duration, engine hours, - =11752=

6. ADG No. 1 complete disassembly after test completion, - August, 2007

7. Operating time from test commencement as of August 2007, engine hours, - =23947=

8. ADG No. 1 complete disassembly after test completion, - May, 2011

9. Operating time from test commencement as of May 2011, engine hours, - =3 5210=

10. Total ADG No. 1 operating time since placed in service as of 23.05.2011, engine hours, -

=89642=

11. Total ADG No. 1 operating time since SAIS introduction as of 23.05.2011, engine hours, -

=35210.3=

12. Summarized service life of ADG No.1 before repair from SAIS introduction into lubrication oil

system, as recommended by the Maritime Register basing on positive results of periodic inspections

of friction couple technical condition, engine hours, - =43210=

13. Fuel consumption reduction – residual retrenchment measure, (%), - =10=

Fuel consumption was measured in 6105 hours after test commencement in order to compare it with

consumption of ADG No. 5 condition of which before test commencement was estimated by the

Technical Maintenance Service as better in comparison with all other diesel generators. Technical

condition of ADG No. 1 submitted for tests was estimated as the worst.

14. Reduction in М10Г2-ЦС oil consumption through burning, (%), - =40=

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15. Reduction in М10Г2-ЦС oil consumption through change due to increase in integrity of operating

properties over 4 operating time periods, - according to laboratory analysis, (%), - =300=

16. Working life of М10Г2-ЦС oil before tests (without SAIS) in the operation mode according to

analysis of the fuel and lubrication material laboratory of FESCO,

engine hours, - =3000=

17. Working life of М10Г2-ЦС oil after tests (with SAIS) in the operation mode according to

analysis of the fuel and lubrication material laboratory of FESCO,

engine hours, =18774=

18. Lubricating oil М10Г2-ЦС, - topping-up due to burning for each 300 engine hours before test

commencement, liters, - =320.0=

19. Lubricating oil М10Г2-ЦС, - topping-up due to burning for each 300 engine hours after test

completion, liters, - =190.0=

SOME DIESEL OPERATING PARAMETERS “BEFORE” AND “AFTER” THE

TESTS.

Initial improvement of parameters under control was registered in 26 hours of operation from test

beginning. Stabilization was achieved in 2300 – 2600 hours.

1. EXTRACT from “Tables of measurements”.

Nos. Before tests there were installed new piston rings – all. After

assembly the diesel was run in during 120 hours and submitted for

measurements in operation.

Рс (compression pressure) before SAIS, - kg/cm2

Numbers of cylinders

1 2 3 4 5 6 7 8

1 28.0 27.0 27.5 25.5 25.3 25.8 27.5 28.0

2 Рс (compression pressure) in 11752 h. after SAIS, - kg/cm2 33 32.5 33 33 32.5 33 32.5 33

3 Рz (compression pressure) кг/см2 before SAIS, -

kg/cm2

60.0 56.0 60.0 48.0 48.0 55.0 56.0 50.0

4 Рz (compression pressure) in 11752 h. after SAIS, - kg/cm2 74 73 74 72 72 72 73 71

5 Fuel without SAIS according to FESCO petrochemical laboratory analysis, Before tests, Normal, no

impurities

6 Fuel with SAIS (norm is increased by a factor of 10 in order to check in laboratory if there are impurities)

according to FESCO petrochemical laboratory analysis, during the tests,

Normal, no

impurities

7 Oil М10Г2ЦС in lubrication oil system according to FESCO petrochemical laboratory analysis, viscosity/

flash point / alkali neutralization number Before introduction of SAIS

9.2 / 190

/ 7.5

8 Oil М10Г2ЦС in lubrication oil system according to FESCO petrochemical laboratory analysis, viscosity/

flash point / alkali neutralization number After introduction of SAIS

10.9 / 218

/ 8.0

9 Oil, consumption (topping-up), for each 300 engine hours Before tests, liters, - 320.0

10 Oil, consumption (topping-up), for each 300 engine hours After tests, liters, - 190

11 Vibration.

In the area of bridge thrust and radial bearing No. 9 – in the area of diesel shaft connection with generator shaft vibration

measurements in displacement velocity point ftot5d with multiple repetition showed rigid, unstable chaotically pulsing vibration

providing for different indications. FESCO metrology and diagnostics laboratory specialists expressed an opinion on

impossibility of reducing arithmetic index of vibration and providing for stable character thereof without shaft alignment. This

point is got under control.

Vibration in the control displacement velocity point fTOT5D. Before tests, cm/sec., - 1.59

Vibration in the control displacement velocity point fTOT5D. After tests, cm/sec., - 0.50

12 Bearing temperature. Final result was obtained based on residual index, since before test commencement the

same was not measured, for the first time t was measured in 420 hours after introduction of SAIS. In average

value following reduction in temperature was additionally equal to, °С,-

2.0 – 6.0

2. DIESEL CARBON “Before” SAIS technology tests. (See Photo 3).

2.1. Carbon formed during 5000 engine hours with planned motocleaning in 8000 engine hours:

2.2. Carbon layer thickness, mm, - 1.0 – 5.0

2.3. Intensive hard carbon on cylinder covers, pistons, on timing valves, on gas exchange path walls;

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2.4. Plastic carbon – on surfaces of cylinder-piston group movable and fixed structures parts and on

dry oil crankcase walls;

2.5. Dense plastic carbon and residual bituminous deposits on drive gear deck, on gear shrouds.

3. DIESEL CARBON in 6105 engine hours, 11752 engine hours, 15794 engine hours from

SAIS technology test commencement.

3.1. In order to determine SAIS influence on carbon formation process under conditions of light loads for

which abundant carbon formation and engine overheating due to incomplete burning are typical, diesel

load was of 25%, and diesel operated under the load without a stop for over 300 hours. After

disassembling the following was established during inspection:

3.2. Pistons: thin friable carbon that can be scraped off with a nail, thickness, mm, - 0.2 – 0.5

3.3. Fire part: gas exchange paths friable carbon that can be easily scraped off with a nail or back side of

hacksaw blade, carbon thickness, mm, - 0.5 -1.0

3.4. Timing valves: carbon thickness, mm, - no carbon

3.5. Crankcase: surfaces of walls, movable parts and fixed structures – there are no residual

bituminous deposits, there is no need of motocleaning.

3.6. Drive gear deck: there is no dense plastic carbon detected before the tests.

3.7. In 23947 hours of operating time from SAIS test commencement: extract from technical report

to the “Log of measurements of main parts and clearances in components of ADG No. 1 marine

engine” during August 2007 made by Sailing Repair Brigades Co., Ltd. of the Russian

Federation Transport Department: “After disassembling and testing of diesel cylinder-piston

group the following was detected: cylinder covers, piston tops, gas exchange paths have no traces

of intensive carbon formation”.

3.8. In 35210 hours of operating time from SAIS test commencement (May 2011) extract from

technical report to the “Log of measurements of main parts and clearances in components of ADG

No. 1 marine engine” during August 2007 made by Sailing Repair Brigades Co., Ltd. of the

Russian Federation Transport Department: “After disassembling and testing of diesel cylinder-

piston group the following was detected: cylinder covers, piston tops, gas exchange paths have no

traces of intensive carbon formation”.

4. TIMING VALVES “BEFORE” TESTS.

4.1. Punctuate dimples are located over the surface of seal bands of all valves and valve tray seats.

4.2. On work surfaces of all valve stems there are abraded spots and scratches amenable to the touch with

finger-pads.

4.3. For the purposes of experiment before engine assembly valve stems were not grinded, seal bands of

valve trays and seats were not grinded in.

5. TIMING VALVES “AFTER” TESTS

WERE INSPECTED IN 6105 HOURS; 11752 HOURS; 15794 HOURS OF OPERATING TIME.

5.1. All work sealing surfaces of valves, valve trays and stems are smooth, shiny, as if polished.

5.2. Abraded spots and scratches amenable to the touch with finger-pads before SAIS test

commencement are visible, but not amenable to the touch.

5.3. TIMING VALVES IN 35210 ENGINE HOURS after introduction of SAIS into lubricating oil

system: operation condition without signs of wear.

6. CONTROLLED CYLINDER PISTON No. 2 in 120 hours of running-in with new rings

before test commencement. (See Photo 4)

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6.1. On heads and cylindrical section of all pistons there are abundant hard carbon, abraded spots and

scratches with sharpened edges amenable to the touch with finger-pads and when moving nail edge

across the scratches.

6.2. When moving nail edge across the scratches nails mesh with scratch deepenings.

6.3. Piston No. 2 is in worse condition. The Commission decided to get the piston under regular control.

6.4. For the purposes of experiment before assembly piston surfaces were not cleaned or grinded.

7. CONTROLLED CYLINDER PISTON No. 2 and other pistons in 300 hours, 11752 hours of

tests, and further. (See Photos 5, 6)

7.1. There is no carbon on all pistons. Head and trunk surfaces are smooth. Occasionally there are traces

of thin carbon easily removable from metal surface scraping off with a nail.

7.2. Scratches on heads and cylindrical section of all pistons are visible, but not amenable to the touch.

7.3. Piston No. 2. On the site of ex abraded spot on the head there are visible scratches. Small and

medium scratches are not amenable to the touch with finger-pads. Head and trunk surfaces are smooth,

look like polished.

7.4. The biggest scratches are amenable to the smooth touch when moving nail edge across the scratches.

There are no sharpened edges.

8. PISTON RINGS “BEFORE” TESTS. (See Photo 4)

8.1. Old rings were inspected. There are scratches on work surfaces of all compression rings: from small

ones to those amenable to the touch with finger-pads.

8.2. Uneven contact of surfaces of all compression and oil-scraper rings with cylinder walls both along

the perimeter of circle and throughout the height.

8.3. Piston No. 2 compression and oil-scraper rings are in the worst condition: wear manifests itself as

expressed uneven intensive wear marks along the whole perimeter of circle and vertical scratches

amenable to the touch both with finger-pads and when moving nail edge across the scratches.

8.4. New rings were placed in all pistons. Old piston rings were kept for comparison purposes of new

ring work surface during the tests.

8.5. The Commission decided to get piston No. 2 under regular control.

9. PISTON RINGS IN 300 HOURS FROM TEST COMMENCEMENT

9.1. Work surface contact area of controlled piston No. 2:

9.1.1. 1st compression = 55%;

9.1.2. 2nd compression = 30 – 35%;

9.1.3. Work surface narrow bands of the 1st and 2nd rings are uniformly mirror, without signs of

scratches;

9.1.4. 3rd compression = 0.0% - there is no load-carrying contact;

9.1.5. Oil-scraper ring: contact =100%. Bright uniform high luster along the whole perimeter of circle.

9.1.6. Piston No. 8. Load-carrying contact of all rings =100%. Bright uniform high luster. There are no

scratches or signs thereof.

10. PISTON RINGS DURING SUBSEQUENT INSPECTIONS.

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10.1 Work surfaces of all rings of controlled piston No. 2 and rings of other pistons are mirror smooth.

There are no scratches or signs thereof. Load-carrying contact is 100%.

11. DRIVE GEARS. (See Photo 8)

11.1. Governor drive gear (bronze) “Before” tests.

Uneven teeth wear from 20 – 25%. Wear lines are raised, arc-shaped. Work surface metal color

is yellow, monotonously uniform. Surfaces are roughened to the touch.

11.2 Governor drive gear (bronze) “After” tests.

Raised, arc-shaped wear lines are visible, but not amenable to the touch. There are visible

contact spots 15 mm in length throughout the 2/3 tooth height in the middle of width. Color of

contact surface is light wet asphalt.

11.3. Camshaft drive gear (steel) “Before” tests.

Light wear in the form of narrow, equally spaced deepening stripes in parallel with the bottom

line of tooth. Smooth corrugation to the touch. Good condition. Work surface color is uniform, quiet.

11.4. Camshaft drive gear, (steel) “After” tests.

Wear lines are visible, but not amenable to the touch. Work surface teeth color is lead gray,

shiny, polished.

12. DATA OBTAINED FROM OPERATING AND TECHNICAL MEASUREMENT

REGISTERED AFTER COMPLETION OF OFFICIAL TESTS ПОСЛЕ ЗАВЕРШЕНИЯ

THAT LASTED 11752 HOURS IN THE NORMAL MODE OF DIESEL OPERATION.

12.1 “Summarized data from logs of measurements of main parts and clearances in ADG No.

1 marine engine components over a period from April 2001 – June 2005”:

All measurements were taken using the same serviceable ship measurement instruments.

Before the fraction bar: “Before” test data; after the fraction bar: “After” test data:

12.1.1. GAPS IN PISTON RING JOINTS 24.04.2001 \10.06.2005 (see photo 20)

Location of the rings from the top downward: three compression rings, the 4th one is oil-scraper

ring.

1 2 3 4 5 6 7 8

2.3/1.4 2.3/1.2 3.2/1.2 2.2/1.2 2.8/1.4 2.2/1.4 2.6/1.2 2.2/1.4

2.0/1.3 2.3/1.1 2.7/1.5 2.0/1.4 2.2/1.3 1.8/1.3 2.2/1.4 2.0/1.6

2.5/1.4 2.4/1.3 2.5/1.5 2.3/1.4 2.8/1.5 2.0/1.5 2.5/1.3 2.7/1.7

1.7/1.5 1.8/1.0 1.7/1.1 1.3/1.1 1.7/1.2 1.8/1.1 1.8/1.3 1.7/1.5

12.1.2 VALUES OF REDUCTION OF GAPS in piston ring joints, (mm). 1 2 3 4 5 6 7 8

(-) 0.9 (-) 1.1 (-) 2.0 (-) 1.0 (-) 1.4 (-) 0.8 (-) 1.4 (-) 0.8

(-) 0.7 (-) 1.2 (-) 1.2 (-) 0.6 (-) 0.9 (- 0.

(-) 0.8 (-) 0.4

(-) 0.9 (-) 1.1 (-) 1.0 (-) 0.9 (-) 13 (-) 0.5 (-) 1.2 (-) 1.0

(-) 0.2 (-) 0.8 (-) 0.6 (-) 0.2 (-) 0.5 (-) 0.7 (-) 0.5 (-) 0.2

TOTAL: average value of gap reduction, (mm), =0.98=

12.1.3 CLEARANCES IN ROD BEARINGS 24.04.2001 \10.06.2005

Counting from the bow to the stern.

1 2 3 4 5 6 7 8 (-) 0.05 (-) 0.03 (-) 0.01 (-) 0.02 (-) 0.07 (-) 0.06 (-) 0.04 (-) 0.04

TOTAL: average value of clearance reduction, (mm), =0.04=

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12.1.4 CLEARANCES IN HEAD BEARINGS, 24.04.2001 \ 10.06.2005, (mm)

1 2 3 4 5 6 7 8

0.18 \ 0.09 0.18 \ 0.06 0.15 \ 0.08 0.18 \ 0.08 0.20 \ 0.07 0.18 \ 0.05 0.18 \ 0.08 0.15 \ 0.05

REDUCTION OF DIAMETRAL CLEARANCES in head bearings, (mm).

1 2 3 4 5 6 7 8 (-) 0.09 (-) 0.12 (-) 0.07 (-) 0.10 (-) 0.13 (-) 0.13 (-) 0.10 (-) 0.10

TOTAL: average value of clearance reduction, (mm), =0.10=

1 2 3 4 5 6 7 8

(-) 0.09 (-) 0.12 (-) 0.07 (-) 0.10 (-) 0.13 (-) 0.13 (-) 0.10 (-) 0.10

12.1.5 CRANKPIN DIAMETER (See Photo 9) 24.04.2001\10.06.2005 Ø 2nd oversize 174.470.03; oval < 0.02 (0.05) – max.; cone < 0.02 (0.04) – max., mm. Crankpin measurements were taken with crank in the upper dead center, Ø 174, __

1 2 3 4

vertically across ellipse vertically across ellipse vertically across ellipse vertically across ellipse

0.45\0.46 0.46\0.46 0.01\0.00 0.47\0.47 0.46\0.47 0.01\0.00 0.48\0.49 0.47\0.49 0.01\0.00 0.47\0.46 0.46\0.46 0.01\0.00

0.46\0.46 0.45\0.46 0.01\0.00 0.47\0.47 0.46\0.47 0.01\0.00 0.47\0.49 0.47\0.49 0.00\0.00 0.47\0.46 0.47\0.46 0.00\0.00

0.46\0.46 0.46\0.46 0.00\0.00 0.47\0.47 0.47\0.47 0.01\0.00 0.47\0.49 0.46\0.49 0.01\0.00 0.47\0.46 0.48\0.46 0.01\0.00

5 6 7 8

0.47\0.47 0.47\0.47 0.00\0.00 0.46\0.47 0.47\0.47 0.01\0.00 0.47\0.47 0.47\0.47 0.00\0.00 0.47\0.48 0.47\0.48 0.00\0.00

0.47\0.47 0.47\0.47 0.00\0.00 0.46\0.47 0.47\0.47 0.01\0.00 0.46\0.47 0.47\0.47 0.01\0.00 0.47\0.48 0.46\0.48 0.01\0.00

0.47\0.47 0.46\0.47 0.01\0.00 0.46\0.47 0.46\0.47 0.00\0.00 0.46\0.47 0.47\0.47 0.01\0.00 0.46\0.48 0.46\0.48 0.00\0.00

VALUES OF CRANKPIN DIAMETER CHANGES, mm. (+) – thickness of overgrown repair coat to the diameter, (–) – wear of the working layer to the diameter, (mm).

CPG Nos. 1 2 3 4 5 6 7 8

Dimensions А 0.01 (+) 0.00 0.01 (+) 0.01 (-) 0.00 0.01 (+) 0.00 0.01 (+)

verti- Б 0.00 0.00 0.01 (+) 0.01 (-) 0.00 0.01 (+) 0.01 (+) 0.01 (+)

cally В 0.00 0.00 0.02 (+) 0.01 (-) 0.00 0.01 (+) 0.01 (+) 0.02 (+)

Dimen- А 0.01 (+) 0.01 (+) 0.02 (+) 0.00 (0) 0.00 0.00 0.00 0.01 (+)

sions Б 0.00 0.01 (+) 0.02 (+) 0.01 (-) 0.00 0.00 0.00 0.02 (+)

across В 0.00 0.00 0.03 (+) 0.02 (-) 0.00 0.01 (+) 0.00 0.02 (+)

Crankpin No. 4: wear of 0.01 mm, other crankpins: diameter increase by 0.01 – 0.02 mm.

12.1.6 CYLINDER DIAMETERS 24.04.2001 \ 10.06.2005 (See Photo 8) Ø 24.04.2001 \ 10.06.2005, mm, Ø 240,+0.046 (241.2) max., oval < 0.10; Ø 240,_ _; Cylinders are counted from the control station.

1 2 3 4

along the

axis

along the

path

ellipse along the

axis

along the

path

ellipse along the

axis

along the

path

ellipse along the

axis

along the

path

ellipse

0.09\0.04 0.15\0.06 0.06\0.02 0.10\0.05 0.15\0.06 0.05\0.01 0.08\0.03 0.16\0.20 0.08\0.17 0.08\0.01 0.12\0.08 0.04\0.07

0.06\0.07 0.10\0.09 0.04\0.02 0.05\0.08 0.10\0.11 0.05\0.03 0.04\0.06 0.09\0.10 0.05\0.04 0.06\0.16 0.10\0.10 0.04\0.05

0.04\0.02 0.05\0.05 0.01\0.02 0.03\0.04 0.06\0.04 0.03\0.00 0.02\0.04 0.06\0.04 0.04\0.00 0.01\0.07 0.05\0.04 0.04\0.03

0.02\0.01 0.02\0.02 0.00\0.02 0.01\0.02 0.02\0.01 0.02\0.01 0.0\ (-)0.01 0.02\0.02 0.02\0.03 0.02\ (-)0.01 0.02\0.01 0.00\0.02

5 6 7 8

0.12\0.02 0.19\0.11 0.07\0.09 0.12\0.13 0.13\0.07 0.01\0.06 0.11\0.06 0.16\0.10 0.05\0.04 0.13\0.06 0.13\0.06 0.00\0.02

0.08\0.05 0.14\0.14 0.06\0.09 0.06\0.06 0.06\0.11 0.00\0.05 0.06\0.10 0.09\0.12 0.03\0.02 0.07\0.01 0.07\0.11 0.00\0.10

0.05\0.04 0.09\0.10 0.04\0.06 0.03\0.11 0.04\0.03 0.01\0.08 0.04\0.03 0.06\0.07 0.02\0.04 0.03\0.04 0.04\0.05 0.01\0.01

0.03\ (-)0.04 0.04\0.06 0.01\0.10 0.02\0.05 0.02\0.02 0.00\0.04 0.01\0.01 0.03\0.03 0.02\0.02 0.01\0.02 0.02\0.00 0.01\0.02

VALUES OF CYLINDER DIAMETER CHANGES, mm. Counting from the bow to the stern. (+) – thickness of overgrown repair coat to the diameter, (–) – wear of the working layer to the diameter, (mm). Cylinders Nos. 1 2 3 4 5 6 7 8

Dimensions 1-1 0.05 (+) 0.05 (+) 0.05 (+) 0.07 (+) 0.10 (+) 0.01 (+) 0.05 (+) 0.07 (+)

along 2-2 0.01 (+) 0.03 (+) 0.02 (+) 0.00 0.03 (+) 0.00 0.04 (-) 0.03 (-)

the 3-3 0.02 (+) 0.01 (+) 0.01 (+) 0.06 (+) 0.01 (+) 0.08 (-) 0.01 (+) 0.01 (-)

axis 4-4 0.03 (+) 0.01 (+) 0.01 (+) 0.03 (+) 0.07 (+) 0.03 (-) 0.02 (+) 0.01 (-)

Dimensions 1-1 0.09 (+) 0.09 (+) 0.04 (+) 0.04 (+) 0.08 (+) 0.06 (+) 0.04 (+) 0.05 (+)

along 2-2 0.01 (+) 0.01 (-) 0.01 (-) 0.00 0.00 0.05 (-) 0.03 (-) 0.04 (-)

the 3-3 0.00 0.02 (+) 0.02 (+) 0.01 (+) 0.01 (-) 0.01 (+) 0.01 (+) 0.01 (-)

path 4-4 0.00 0.02 (+) 0.00 0.01 (+) 0.02 (-) 0.01 (+) 0.00 0.02 (+)

Maximum diameter reduction is in the upper cylinder bands.

Minimum diameter reduction is in the lower cylinder bands.

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13. BEARING HALVES. (See Photo 13)

13.1. All bearing halves except for lower half of main bearing No. 8 are in operating condition. All have

circular scratches from small to amenable to the touch with finger-pads; “comb” of varying degree of

manifestation when moving nail edge; r.b. 4, 5, 7 are worse than other by 20 – 25%. Surface between the

scratches is semibright, aluminum color. Working contact spots are lighter than inactive areas – micro-

deepenings formed due to local wear by friction where with engine in operation hydrodynamic

vibrovacuum loads make tear oscillations of bearing working layer. Contact spot area is from 45 to 70%.

13.2. CONTROLLED BEARING HALF: lower half of rod bearing No. 2. “Before” test thickness of

inactive half end near oil cooler, the same is maximum for the whole bearing half, is equal to = 5.12mm.

(See Photo 14).

13.3. CONTROLLED BEARING HALF: lower half of rod bearing No. 2. Bearing half thickness in

6105 hours from test commencement is equal to = 5.14 – 5.18 mm.

13.4. CONTROLLED BEARING HALF: lower half of main bearing No. 8 made by "Miba".

(See Photo 15)

13.4.1. Prior to test commencement the Maritime Register considered this bearing half unsuitable

for further operation. Work surface was found damaged with pitting, fretting and corrosion:

13.4.2. One cavitation spot 9 х 12 mm;

13.4.3. The second spot 3.7 х 5.5 mm;

13.4.4. Pitting and spore corrosion from 0.25 mm over the surface;

13.4.5. Copper color scratch along the whole surface length 0.75 mm wide;

13.4.6. Three scratches along medium length of the bearing half 0.4 mm wide each;

13.5. In view of each mentioned characteristic bearing half replacement was required.

13.6. In 6105 hours work surface of the controlled lower half of main bearing No. 8 was

restored (see Photo 16): cavitation spots were two thirds of depth filled up with dark-lead

color material with overgrown coat coming to basic surface.

13.6.1. Working contact spot area increased from 70 to 85 – 90%.

13.6.2. Bearing half thickness increased by 0.01 – 0.02 mm.

13.6.3. The Maritime Register found the restored bearing half serviceable for further operation for

another 8000 hours.

13.7. In 11752 hours from test commencement deepening spots were completely filled up. Working

contact spot area increased up to 100%.

13.8. In total from test commencement bearing half operated 15794 hours without signs of wear on

work surface and was replaced owing to end of official part of SAIS technology tests for ship

Technical Maintenance Service not having special instructions has to comply with requirements of

the Technical Maintenance Rules taking into consideration operating time of parts regardless of

serviceability of the same for further operation.

13.9. Obtained data point out a possibility of safe operation of bearing halves and other parts

having similar defects of friction work surface subject to presence of SAIS preparation in

lubrication oil system.

14. BUSHING CYLINDERS BEFORE TESTS. (See Photo 1)

14.1. The border between cylinder upper working section and cylinder upper inactive (fire) section is

well amenable to the touch.

14.2. On work surfaces of all cylinder there are numerous small, medium and large scratches with

sharpened edges easily amenable to the touch with finger-pads. When moving nail edge across the large

and medium scratches the nail meshes with scratch edges.

14.3. Throughout the height of cylinders of all eight bushings there were detected corrosion marks in the

form of blurred runs and spots of indefinite shape formed due to ingress of

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water in cylinder during long-term engine shutdowns. Surface and borders of corrosion spots are easily

amenable to the touch with finger-pads.

14.4. In bushing No. 2 cylinder, apart form above listed defects there was detected an abraded spot with

dimensions of 45 mm х 360 mm with scratches up to 0.7 mm deep and numerous traces of dimples due

to small objects of various shapes 1 – 2 mm in diameter, 5 – 15 mm long.

14.5. The commission put bushing No. 2 cylinder work surface condition under permanent control.

14.6. For the purpose of experiment before assembly work surfaces of all eight cylinders were not

polished.

15. CYLINDERS AFTER TESTS. (See Photo 2) (Operating time 15794 h.).

15.1. The border between cylinder upper working section and cylinder upper inactive (fire) section is not

amenable to the touch.

15.2. Extensive corrosion marks due to ingress of water in cylinders are visible, but not amenable to the

touch.

15.3. On work surface under bright transparent coating there are well seen scratches large and medium in

size.

15.4. Abraded spot in bushing No. 2 cylinder is visible, but not amenable to the touch. Numerous traces

of dimples due to small objects of various shapes 1 – 2 mm in diameter, 5 – 15 mm long are not

amenable to the touch.

15.5. Scratch deepenings and sharpened edges are not detected. No roughness is amenable to the touch

with finger-pads or nail edge moved across small, medium and the largest scratches noticeable under

transparent coating.

15.6. Corrosion blurred runs are visible, but not amenable to the touch. Color of corrosion spots changed

toward light-gray colors.

15.7. The greater part of large and medium scratches is well seen with the naked eye both breadthwise

and to the deep. Since cylinder work surface is perceived to the touch with finger-pads as polished one

can assume that nearly invisible small and medium scratch grooves and other defects of cylinder walls

are filled up with transparent material over the whole depth, with the material coming above scratch

edges and spreading over the work surface.

15.8. In order to CHECK this assumption let us compare cylinder bushing diameter values measured

“Before” and “After” tests using data of “Extract from logs of measurements over April 2001 –

June 2005”:

(+) – cylinder diameter reduction, (mm); (-) – cylinder diameter increase, (mm). Cylinders Nos. 1 2 3 4 5 6 7 8 Dimen- 1-1

sions 2-2

along 3-3

the axis 4-4

0.05 (+)

0.01 (-)

0.02 (+)

0.03 (+)

0.05 (+)

0.03 (+)

0.01 (-)

0.01 (-)

0.05 (+)

0.02 (-)

0.02 (-)

0.01 (+)

0.07 (+)

0.00

0.06 (-)

0.03 (+)

0.10 (+)

0.03 (+)

0.01 (+)

0.07 (+)

0.01 (-)

0.00

0.08 (-)

0.03 (-)

0.05 (+)

0.04 (-)

0.01 (+)

0.02 (+)

0.07 (+)

0.03 (-)

0.01 (-)

0.01 (-) Dimen- 1-1

sions 2-2

along 3-3

the path 4-4

0.09 (+)

0.01 (+)

0.00

0.00

0.09 (+)

0.01 (-)

0.02 (+)

0.02 (+)

0.04 (-)

0.01 (-)

0.02 (+)

0.00

0.04 (+)

0.00

0.01 (+)

0.01 (+)

0.08 (+) 0.00

0.01 (-)

0.02 (-)

0.06 (+) 0.05 (-)

0.01 (+)

0.01 (+)

0.04 (+) 0.03 (-)

0.01 (+)

0.00

0.05 (+) 0.04 (-)

0.01 (-)

0.02 (+)

1. Cylinder No. 1 section “1 – 1”

in the direction of measurements along the axis the diameter is reduced, mm: =0.05=


in the direction of measurements along the axis the diameter is reduced, mm: =0.01=


in the direction of measurements along the path the diameter is reduced, mm: =0.09=


in the direction of measurements along the path the diameter is reduced, mm: =0.01=

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Since the difference in values measured with serviceable instruments at the same time in the same cylinder exceeds several times the greatest possible measurement error equal to 50% of minor scale division this fact in full substantiates the assumption on filling-up of scratch depth

with repair material, with the material coming above scratch edges and monotonously

spreading over cylinder work surface.

§ 2. INSPECTION OF PARTS; COMPILING OF TABLE “SUMMARIZED

DATA FROM LOGS OF MEASUREMENTS OF MAIN PARTS AND

CLEARANCES IN ADG NO. 1 MARINE ENGINE COMPONENTS DURING

A PERIOD FROM APRIL 2001 – MAY 2011”

REPLACEMENT OF PARTS.

■ – before test commencement new rings were installed in all pistons.

16.08.2002 – rod bearing No. 2; main bearings Nos. 2, 5, 6, 8, 9 – replaced due to operating time

limit (except for bearing lower half No. 8 kept for the purpose of test completion).

■ – replacement of bushings Nos. 3, 5, 6, 7, 8 – due to corrosion damage of outer seal bands. In table

bushing dimensions are given as of prior to replacement.

■ – replacement of rod bearing halves Nos. 2, 3, 5, 6, 7, 8 due to maximum operating time.

■ – replacement of controlled bushings No. 2 – due to corrosion damage of outer seal bands. In table

bushing dimensions are given as of prior to replacement.

1. CYLINDERS AFTER OPERATING TIME OF 35210 hours from test commencement. (See

Photo 12)

1.1. There were inspected cylinders of bushings Nos. 1, 2 and 4 not replaced since test

commencement. As a result of the inspection the following was established:

1.2. On the upper third of cylinder work surface there are detected fresh traces of coarse emery cloth

amenable to the touch with finger-pads.

1.3. The border between cylinder upper working section and cylinder upper inactive (fire) section is

not amenable to the touch.

1.4. On work surfaces of inspected cylinders there are well seen with the naked eye traces of

corrosion runs, abraded spots, large and medium scratches. Any sharpened or other scratch edges,

numerous traces of dimples due to small objects of various shapes 1 – 2 mm in diameter, 5 – 15 mm

long, which are mentioned during inspection before test commencement, are not amenable to the

touch.

1.5. The largest scratches not amenable to the touch when inspected in 11752 hours of operating

time from SAIS preparation introduction into lubrication oil system, at present time are amenable to

the smooth touch with nail edge moved across traces of such scratches.

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1.6. CYLINDER No. 1 Ø 240.+0.046

(241.2) max., oval < 0.10; Ø 240.__ (mm)

along the axis along the path ellipse

Section 11752 hours 11752 hours 11752 hours

OPERATING TIME CYLINDER DIAMETER REDUCTION (Average values)

(engine hours) Along the axis Along the path

=11752= =0.02(75)= =0.02(50)=

=35210= =0.02(50)= =0.05(25)= -

1.7. CYLINDER No. 2 Ø 240.+0.046

(241.2) max., oval < 0.10; Ø 240.__ (mm)





=11752= =0.00= =0.03=

=35210= =0.02(50)= =0.04(50)=

1.8. CYLINDER No. 4 Ø 240.+0.046

(241.2) max., oval < 0.10; Ø 240.__ (mm)





=11752= =0.133= =0.0150=

=35210= =0.0400= =0.0550=

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1.9. REDUCTION OF GAPS IN PISTON RING JOINTS, (MM) (Location of the rings from the top downward: first three are compression rings, the 4th one is oil-scraper ring)

■ – replacement of bushings Nos. 3, 5, 6, 7, 8 – due to corrosion damage of outer seal bands. Ring joint gaps are measured prior to bushing replacement.

CYLINDER NUMBER

11752 hours 11752 hours 11752 hours 11752 hours

1.9.1. Gaps in ring joints of cylinders Nos. 1, 2 and 4 not replaced since test commencement till

present time measured during this inspection are smaller than in cylinders No. 3, 5, 6, 7, 8 installed

new in August 2007.

1.9.2. MEASURED ARE GAPS IN NEW BUSHING CYLINDER RING JOINT, the bushing is

among spare parts of the icebreaker Admiral Makarov. (See Photo 7) Measurements from top

downward: 1) = 1.20 mm; 2) = 1.23 mm; 3) = 1.20 mm. Gaps in the new bushing are bigger than in

cylinders Nos. 1, 2, and 4 not replaced since test commencement till present time, but smaller (generally)

than in cylinders Nos. 3, 5, 6, 7 and 8 installed new in August 2007.

2. ANALYSIS. (All indicated values are average).

2.1 CYLINDER No. 1.

Cylinder diameter in the direction of measurements “Along the axis” at the moment of test

completion (27.05.2003 operating time is 11752 hours) is reduced by 0.02(75) mm. During this

inspection (06 – 23.05.2011 – operating time after introducing SAIS is 35102 hours) diameter reduction

value is almost the same: 0.0255 mm. Cylinder diameter in the direction of measurements “Along the

path” is reduced as compared with measurements at the moment of test completion by another 0.03 mm,

which in total equals to cylinder diameter reduction by 0.05 mm.

2.2. CYLINDER No. 2.

Cylinder diameter in the direction of measurements “Along the axis” is additionally reduced as

compared with measurements at the moment of test completion by another 0.02 mm. In the direction of

measurements “Along the path” cylinder diameter is additionally reduced as compared with

measurements at the moment of test completion by another 0.02 mm, which in total equals to cylinder

diameter reduction by 0.04 mm.

2.3. CYLINDER No. 4.

Cylinder No. 4 diameter in the direction of measurements “Along the axis” is additionally reduced

of 21

as compared with measurements at the moment of test completion by another 0.03 mm, which in total

equals to overgrown repair coat 0,05 mm thick. In the direction of measurements “Along the path”

cylinder diameter is additionally reduced as compared with measurements at the moment of test

completion by another 0.015 mm, which in total equals to cylinder diameter reduction by 0.05 mm.

2.4. Let us assume than when measuring there were made faults due to measuring instrument

error or insufficient skills of specialists that took measurements.

2.5. Let us test the assumption on possible measuring instrument error basing on well-known data set

forth in various technical manuals.

2.6. Maximum error of serviceable measuring instrument equipped with dial pointer indicator ranges

within the limits of 1/2 of minor scale division, i.e. such value is maximum value of measurement error.

Since minor scale division of this instrument is equal to 0.01 mm, maximum possible error in absolute

magnitude is equal to (±) 0.005 mm. Therefore, difference in measured values from 0.01 mm and more

cannot be measurement error in view of technical parameters of such measuring instrument.

2.7. Let us test the assumption on insufficient skills of specialists that took measurements by

analyzing values obtained from measurements of the same part in the same direction of

measurements, at the same sections, taken by different specialists of different companies in

different years.

Let us take several cylinders by way of example.

2.8 Cylinder No. 1.

2.8.1 Measurements in April 2001 section “4-4” along the path =240.02 mm

2.8.2 Measurements in May 2003 section “4-4” along the path =240.02 mm

2.8.3 Measurements in April 2001 section “1-1” along the axis =240.09 mm

2.8.4 Measurements in August 2007 section “1-1” along the axis =240.09 mm

2.8.5 Measurements in August 2007 section “1-1” along the path =240.08 mm

2.8.6 Measurements in May 2011 г. section “1-1” along the path =240.08 mm

2.9 Cylinder No. 2.

2.9.1 Measurements in May 2001 section “2-2” along the axis =240.05 mm

2.9.2 Measurements in August 2007 section “2-2” along the axis =240.05 mm

2.9.3 Measurements in August 2007 section “1-1” along the path =240.11 mm


2.10 Cylinder No. 4.



2.10.3 Measurements in April 2001 section “2-2” along the path =240.02 mm


2.12. Since the above examples of equal results of measurements were obtained in different years by

different specialists there is no objective basis to call in question professional skills of specialists that

took measurements.

2.13. High accuracy of measurements also discovers substantiation through other numerous examples.

2.14. Since the above analysis of assumptions on made faults connected with measuring instrument

error or insufficient skills of specialists showed complete groundlessness of the same, one should

recognize that the difference in measured values of diameters of cylinders and other engine parts

Before and After

of 21

SAIS technology tests is due to overgrown repair coat on friction work surfaces.

2.15. Data registered in Logs of measurements clearly demonstrate constant algorithms of more active

reactions of repair coat growth in the directions of the highest operating loads, and less active in the

directions of the lowest operating loads. With an example of cylinders it is well observable at upper and

medium sections where reactions of protective crystal formation proceed in the most active way both

along the path and along the axis, achieving repair coat growth thickness, at separate sections, from

0.01 to 0.10 mm and, in contrast, in inexpressive developing of similar processes in the area of lower

cylinder sections.

2.16. It was noted that more intensive coat growth in cylinders appeared exactly in the loading direction

along the path, and exactly in the upper, the most loaded by friction forces part, reducing two-tree times

while approaching to the lowest dead point where operating load is considerably lower. This fact points

out the direct relation between protective layer crystallization reaction and size of load on the principle

of the most active development of reaction in places of the highest loads.

2.17. The above fact contradicts classic notion of mechanism of friction wear of work surfaces, but

corresponds in full to basic pattern of structurization reaction development. “Structurization reaction is

an autonomous mechanical and physical and chemical reaction of formation of polymineral heat-

resistant rubbing hard crystals of damper type, highly resistant to friction wear. Crystals form on surface

and in subsurface layers of metals and non-metals of joint friction couples under abnormal mechanical

loads caused by friction forces and/or vibrations of hammer impact nature deforming (partially

destroying) molecular crystal lattice, which is accompanied by release of energy sufficient for SAIS

particles to organize structurization reaction – birth of fundamentally new molecular structures. As far

as abnormal loads reduce reactions diminish, and with load activation recommence according to activity

rate of such loads”.

2.18. Since repair coat growth in the operating mode of mechanisms contradicts to theoretical and

practical notions of mechanism part friction wear process the possibility of an increase in diameter of,

for example, crankpin or reduction in working cylinder diameter under conditions typical for wear,

arouses obvious mistrust of many specialists. In view of the above, let us provide some more examples

of repair coat growth in the operating mode.

2.18. CRANKPINS. (See Photo 9)

2.18.1. Before test commencement dimensions of crankpins of second oversize were 174.46 –

174.mm. After test completion in 11752 hours from commencement, dimensions of crankpins were

174.48 – 174.49 mm, except for crankpin No 4 that reduced in diameter by 0.01 mm equaling to 174.46

mm. Measurements of this crankpin in all directions in another 12195 hours (23947 h. from test

commencement) showed an increase in diameter over all sections in the vertical direction of

measurements by 0.03 mm, which amounted to 174,49 mm, and in the horizontal direction of

measurement by 0.04 mm, which amounted to 174.50 mm.

2.18.2. During this inspection in another 9359 hours of operating time (35210 hours from SAIS

introduction into lubrication oil system), dimension of all crankpins at all sections and in all

directions of measurements is 174.50 mm. Such even measurement pattern meets maximum

nominal (theoretical) diameter of crankpins of second oversize, but is not found in everyday

practice for uneven loads cause uneven wear.

2.18.3. Similar measurement pattern is obtained after measurements of piston pins: at nominal

(theoretical) maximum diameter of 105 mm dimension of all piston pins at all sections and in all

directions of measurements is 104.99 mm.

of 21

2.19 There are registered facts of reduction in inner diameters of new bushings of cylinders

Nos. 3, 5, 6, 7 and 8 and those installed on 15.08.2007 (in 25851 hours after SAIS introduction

into lubrication oil system) instead of cylinders with damaged by corrosion outer seal bands.

2.19.1 CYLINDER No. 3 Ø 240.+0.046 (241.2) max., oval 0.10; Ø 240._ _ (mm) Section Diameter along the axis Diameter along the path CYLINDER DIAMETER

REDUCTION ALONG THE AXIS THE PATH

Operating time

00.00 hours

Operating time

=23155= hours

Operating time

00.00 hours

Operating time

=23155= hours

1-1 0.02 0.00 0.02 0.01 0.02 0.01

2-2 0.02 0.00 0.02 0.01 0.02 0.01

3-3 - 0.00 - 0.00 - 0.02

4-4 0.02 0.00 0.02 0.00 0.02 0.02

2.19.2 CYLINDER No. 5 Ø 240.+0.046 (241.2) max., oval 0.10; Ø 240._ _ (mm) Section Diameter along the axis Diameter along the path CYLINDER DIAMETER


Operating time

00.00 hours

Operating time

=23155= hours

Operating time

00.00 hours

Operating time

=23155= hours

1-1 0.03 0.00 0.02 0.01 0.03 0.01

2-2 0.03 0.00 0.02 0.00 0.03 0.02

3-3 - 0.00 - 0.00 0.03 0.02

4-4 0.03 0.00 0.02 0.00 0.03 0.02

2.19.3 CYLINDER No. 6 Ø 240.+0.046 (241.2) max., oval 0.10; Ø 240._ _ (mm),

Section Diameter along the axis Diameter along the path CYLINDER DIAMETER REDUCTION ALONG

THE AXIS THE PATH Operating time

00.00 hours

Operating time

=23155= hours

Operating time

00.00 hours

Operating time

=23155= hours

1-1 0.03 0.01 0.03 0.01 0.02 0.02

2-2 0.03 0.01 0.03 0.01 0.02 0.02

3-3 - 0.01 - 0.01 0.02 0.02

4-4 0.02 0.00 0.03 0.00 0.02 0.03

2.19.4 CYLINDER No. 7 Ø 240.+0.046 (241.2) max., oval 0.10; Ø 240.__ (mm)

Section Diameter along the axis Diameter along the path CYLINDER DIAMETER REDUCTION ALONG

THE AXIS THE PATH Operating time

00.00 hours

Operating time

=23155= hours

Operating time

00.00 hours

Operating time

=23155= hours

1-1 0.03 0.00 0.03 0.00 0.03 0.03

2-2 0.03 0.00 0.03 0.00 0.03 0.03

3-3 - 0.00 - 0.00 - -

4-4 0.03 0.00 0.03 0.00 0.03 0.03

2.19.5 CYLINDER No. 8 Ø 240.+0.046 (241.2) max., oval 0.10; Ø 240.__ (mm) Section Diameter along the axis Diameter along the path CYLINDER DIAMETER


Operating time

00.00 hours

Operating time

=23155= hours

Operating time

00.00 hours

Operating time

=23155= hours

1-1 0.03 0.01 0.03 0.02 0.02 0.01

2-2 0.03 0.01 0.03 0.02 0.02 0.01

3-3 - 0.00 - 0.00 0.02 0.03

4-4 0.03 0.00 0.03 0.00 0.02 0.03

2.20 INSPECTED ARE BEARING HALVES AND CYLINDERS OF ADG No. 4 NOT

TREATED ACCORDING TO SAIS TECHNOLOGY IN ORDER TO COMPARE

FRICTION WORK SURFACES OF THE SAME WITH ADG No. 1 CYLINDERS.

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2.20.1. As a result of ADG No. 4 the following was established:

2.20.2. On work surfaces of inspected bearing halves and cylinders of ADG No. 4, as well as in

ADG No. 1 cylinders there are well seen with the naked eye numerous scratches and abraded spots,

not amenable to the touch with finger-pads, except for traces of the largest scratches amenable to the

smooth touch with nail edge when moving it across such traces. (See Photos 18, 19)

2.20.3. The border between cylinder upper working section and cylinder upper inactive (fire) section

is not amenable to the touch, as in the case of ADG No. 1 cylinders.

2.20.4. Measurements of gaps in piston ring joints of ADG No. 1 cylinder No. 2 and ADG No. 4

cylinder No. 4 taken with the use of a new ring showed identical values. (See Photo 20)

2.20.5. On painted inner surfaces of ADG No. 1 crankcase, as well as in ADG No. 1 crankcase, there

is observed silvery film reminding thinnest aerosol sputtering for the first time detected during ADG

No. 1 inspection in three hundred hours from test commencement.

2.20.6. The above mentioned facts point out that once there was SAIS preparation in lubrication oil

system of ADG No. 4.

2.20.7. When investigating reasons of similar technical conditions of non-treated friction work

surfaces of ADG No. 4 and ADG No. 1 treated according to SAIS technology the following was

established. After operating time of 11500 hours from test commencement, two hundred and fifty

hours prior to actual test completion, leak appeared in the area of junction of oil piping and ADG

No. 1 lubricating-oil tank. For which reason, at the direction of chief engineer М.N. Kononenko,

22nd

engineer А.N. Zabelin transferred oil containing SAIS preparation from ADG No. 1 tank to

ADG No. 4 lubricating-oil tank that at that moment was empty and prepared for oil filling after

repair operations of that diesel.

3. CONCLUSION. 1. In the course of analysis of the materials considered above, members of the commission came to a

conclusion that all measurements taken with the use of the same serviceable ship measuring

instruments comply with all requirements for measurement procedure and techniques of

measurement instrumentation use, which, in turn, exclude the possibility of distortion of

measurement results reasonable enough to consider them questionable. Therefore, the difference

between values measured “Before” and “After” SAIS technology tests is due to change in

geometrical dimensions of parts of this engine as a result of overgrown repair coat on friction work

surfaces.

2. Measurements taken in the cylinder of new bushing located in spare parts store of the icebreaker

Admiral Makarov (see Photo 21) showed that gaps in ring joints of the new bushing are bigger than

in ring joint of cylinders Nos. 1, 2, 4 not replaced since test commencement to the present day, but

smaller than (in some equal to) in new cylinders Nos. 3, 5, 6, 7, 8 installed in August 2007.

(Measurements in the new cylinder from top downward: 1) = 1.20 mm; 2) = 1.23 mm; 3) = 1.20

mm).

3. At the same time it was noted that on walls of cylinders Nos. 1, 2, 4, bushings of which were not

replaced to the present day, as well as on all crankpins and main bearing journals there was detected

slight ripples amenable to the smooth touch with nail edge when moving it across visible traces

(grooves) of deep scratches, which was not observed during all previous inspections. This fact points

out significant compaction relative to “friable” repair coat: “bottom” of such scratch grooves was, up

to complete filling-up thereof, only under gas hydraulic loads, that are considerably lower than loads

appearing in case of “metal – metal” contact, which was the reason of formation of relatively

“friable” repair coat. Since after completion of treatment technological cycle SAIS preparation was

not added to lubrication oil system of the diesel during more than 30000 hours of operation the

repair coat not having substantial “supply” with SAIS particles “collapsed” little-by-little under the

action of operation pressure forces.

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4. The detected fact of repair coat “collapse” according to traces of the largest existing scratches did

not influence, in compliance with measurement results, in cylinder inner diameter increase,

reduction in outer diameters of crankpins, piston pins and other moving parts.

5. It was noted growth of protective coat on friction work surfaces of cylinders of new bushings installed in August 2007 after their operating time of 11263 hours. Reduction in cylinder diameters was equal to, for different cylinder bushings, from 0.01 to 0.03 mm.

6. The fact of new cylinder diameter reduction is connected with indirect relation of new cylinder work surfaces and grown repair coat microelements supplied to lubrication oil from already treated friction work surfaces under conditions of the hardest metal-metal contact due to a total absence of joint surface wear. Any other strictly logical conclusion contradicts to known for modern science and practice wear mechanism according to which friction work surface wear begins immediately from the moment of new part grinding, making progress, to a greater or lesser degree, with the increase in operating time.

7. There was noticed a fact of crankpin diameter increase from 174.46 – 174.47 mm before test commencement to 174.50 mm at all sections, which corresponds to maximum dimension of crankpins of second oversize. Similar pattern is observed according to measurements piston pins: with maximum diameter of 105 mm all piston pins at all sections showed dimension of 104.99 mm, which is not observed in everyday practice; gaps in piston ring joints and clearances in rod and head bearings are considerably reduced.

8. In general, analysis of difference in values of main operation parameters before and after SAIS technology application, visual and tactile evaluation of condition of joint friction work surfaces, technical measurements made according to data from logs of measurements of parts and clearances in maritime engine components over a period from April 2001 till May 2005 as compared with technical condition of the same as of present time, May 2011, point out absence of friction wear.

Appendix.

“APPENDIX to Report No. 41/5-11 dated 28.04.2011 – 23.05.2011 of inspection of ADG No. 1 internal-combustion engine parts installed in the icebreaker Admiral Makarov: photo comments, research and practice investigations, reports of technical measurements of certain main operational parameters of various internal-combustion engines “Before” and “After” SAIS technology application”.

SHIPOWNER

FAR EAST SHIPPING COMPANY (FESCO)

This is to confirm measurements and data on replacement of parts listed in this Report No.

41/5-11 dated 28.04.2011 – 23.05.2011. Deputy Director /signed/

Superintendent of

icebreaker group /signed/ Senior engineer instructor of expert examination and operation department /signed/ Chief engineer of the icebreaker Admiral Makarov /signed/

/Seal/ Russian Federation. Open Joint Stock Company Far East Shipping Company. Technical

Department. City of Vladivostok

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FAR EASTERN BRANCH

OF THE MARITIME REGISTER OF SHIPPING

SLAVYANSKY REGION INSPECTION

- This is to confirm measurements and data on replacement of parts listed in this Report No.

41/5-11 dated 28.04.2011 – 23.05.2011. According to results of visual examination and measurements of

parts diesel of ADG No.1 is serviceable for further operation during 8000 hours till next disassembly for

maintenance repairs in compliance with operating and maintenance instructions.

Senior engineer inspector /signed/

/Seal/ Russian Maritime Register of Shipping.

SAIS TECHNOLOGY OWNER

ОАО “DV PRAKTIKA” Summarized data set forth in this Report No. 41/5-11 dated 28.04.2011 – 23.05.2011 correspond to the

content of documents kept in the company archive.

Director General /signed/ V.D. ILONSKY

Production Manager, inventor /signed/ I.V. NIKITIN

Director of Research /signed/ N.G. TSYGANENKO

Senior Principal Manufacturing Engineer /signed/ V.K. MATVEEV

/Seal/ OAO DV PRAKTIKA * PRACTEX * Russian Federation Primorsky Territory c. of Nakhodka *

Reg. No. 1022500702069

Maritime State University

named after Admiral G.I. Nevelskoi

Approved by

Pro-rector for Research

Doctor of Physical and Mathematical Sciences

Professor /signed/ О.А. BUKIN

/Official seal/ Federal Agency for Marine and River Transport. Federal State Educational Institution

of Higher Professional Education Maritime State University named after Admiral G.I. Nevelskoi

/illegible/

- This is to confirm presence of repair and protection material formed on joint surfaces of

friction couples of ADG No.1 installed onboard the icebreaker Admiral Makarov.

Department of Ship boiler turbine plants

and auxiliary power-generating equipment

Professor /signed/ V.Е. KURENSKY

Professor V.Е. Kurensky took part in undertakings related to technical surveillance over ADG No. 1 installed in the icebreaker Admiral Makarov after being treated according to SAIS technology: over a period from April 2001 till May 2005 as senior engineer inspector of the Russian Maritime Register of Shipping; further and to the present day – as professor of the Maritime State University named after Admiral G.I. Nevelskoi.

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