5 The Forgotten Parts of Main Engine PDF
5 The Forgotten Parts of Main Engine PDF
5 The Forgotten Parts of Main Engine PDF
We would like to bring to your kind attention an issue which may cause undesired incidents on
your main engine.
You may aware service letter SL2008-492 and relevant alerts from Swedish Club but after
personally witnessing same situation, we decided to share this experience with you and remind
the importance of the issue.
While we were opening main engine bearings for class inspection during vessel in drydock,
everything seems good such as appearance oil, cleanliness of crankcase etc.
Upon completing of job, we left vessel and come back a few days after launching. Once we open
crankcase door for deflection measurement, (which vessel already started lub oil pump before our
arrival) we have observed that lubrication oil deteriorated from excessive water in the lubrication
oil system, which result replacing whole lubrication oil in the system.
After further investigation, we found out reason as extreme water presence on tank top (between
main engine and sump tank) and teared diaphragm membrane. Since vessel at drydock and crew
busy for hectic jobs, ignored bilge alarm raised from M/E sunken part and could not realise water
accumulation below main engine.
1. Best way to follow service letter and inspect/replace the defective parts.
2. Emphasize importance to keep tank top dry and pay special attention to alarm raised from
M/E sunken area, especially during drydock period.
We aim to support technical managements by sharing our experience, if you do not want to
receive such kind of e-mails please replay our e-mail address as unsubscribe from the list.
The crankcase lubricating oil outlets guide the lubricating oil from the crankcase to the
bottom tank. A diaphragm at the outlet pipes prevents water and other liquids in the
area from contaminating the main engine lubricating oil system, which could lead to
fatal damage of the main engine bearings.
We draw your attention to the above-mentioned schedule and our procedure and
inform you as follows:
To avoid water entering the main engine sump tank through a defect crankcase oil
outlet, it is recommended to:
Inspect the diaphragm sealing in the crankcase oil outlet every 32,000 hours of
operation and replace the diaphragm if necessary. Always replace rubber
diaphragms.
HEAD OFFICE (& postal address) PrimeServ PRODUCTION FORWARDING & RECEIVING MAN Diesel A/S
MAN Diesel A/S Teglholmsgade 41 Teglholmsgade 35 Teglholmsgade 35 Denmark
Teglholmsgade 41 2450 Copenhagen SV 2450 Copenhagen SV 2450 Copenhagen SV Reg. No.: 39661314
2450 Copenhagen SV Denmark Denmark Denmark
Denmark Phone: +45 33 85 11 00 Phone: +45 33 85 11 00 Phone: +45 33 85 11 00
Phone: +45 33 85 11 00 Fax: +45 33 85 10 49 Fax: +45 33 85 10 17 Fax: +45 33 85 10 16
Fax: +45 33 85 10 30 [email protected] [email protected]
[email protected]
www.mandiesel.com MAN Diesel – a member of the MAN Group
Crankcase Oil Outlet 912-5.1
MAN B&W Diesel Checking
M912050201C01
Rubber diaphragm sealing
Note!
It is strongly recommended to always re-
place the diaphragms during inspection.
If unavailable, new diaphragms may be
made from three layers of 2 mm thick oil
and temperature resistant rubber.
3. Mount:
Rubber sealing diaphragms G
Steel ring F
Screws E
Cover plate D
Screws C
Grating B
Screws A.
Note!
Remember to fit new locking plates at
screws A.
When referring to this page, please quote Procedure M91205 Edition 0201 Page 1 (2)
912-5.1 Crankcase Oil Outlet
Checking MAN B&W Diesel
Note!
7. It is recommended to always replace the
metal bellow sealing during inspection.
10. Mount:
Screws E
Cover plate D
Screws C.
M912050201C07
Page 2 (2) When referring to this page, please quote Procedure M91205 Edition 0201
MEMBER ALERT
October 20th 2007
Background Consequence
Following a number of recent incidents the Club launched In both cases described above excessive quantities of
an investigation regarding “forgotten” parts of the ma- water on the tank top entered the main engine sump
chinery. The parts in question are the rubber membranes tank, and subsequently contaminated the main engine
connecting the main engine crankcase and sump tank. lubricating oil system, resulting in severe damage to the
main engine bearings.
Definitions: Wärtsilä/Sulzer & MAN Diesel A/S Weather it being the aging or the non-resistant to oil
The engine configurations concerned are all 2-stroke feature that triggers the failure of the membranes, is of
main engines from Wärtsilä/Sulzer, and MAN Diesel A/S. less importance. The mere fact that these “forgotten” parts
It should clearly be mentioned that during commis- of the machinery can result in serious losses to owners
sioning of the ship the parts in question are supplied by and underwriters is a fact and therefore serious enough to
the yard, and not by the engine manufacturers. promote steps being taken to prevent occurrence.
In a recent case the repair cost alone exceeded USD
Sequence of Events 3,000,000. This obviously does not take into account
It has come to the Club’s attention during the launched owners’ deductible, loss of time and other commercial
investigation in one of the cases, that the rubber mem- embarrassments connected with the casualty.
branes were not oil resistant, which eventually caused
complete failure of the membranes. In other cases the How to avoid a casualty
rubber membranes failed due to natural aging process. It is rather clear that the design of Wärtsilä/Sulzer and
MAN Diesel A/S in this respect are similar, and as a
consequence they are both potentially exposed.
We would like to emphasize that the actual parts in
question, during commissioning of the ship, are sup-
plied by the yard, and not by the engine manufacturers.
www.swedishclub.com
VAT No SE557206526501
Grate
Membrane
Tank top
The Swedish Club and MAN rekommend you to replace the membrane at each dry-docking and also keep extra mem-
branes on board.
MAN Diesel A/S, Copenhagen, has recently issued a Finally, it is recommended to owners currently in the
more comprehensive recommendation to replace all process of commissioning a ship, or taking delivery of
membranes in connection with each dry-docking of the one, to check whether or not the relevant material com-
vessel. position of the rubber membranes is oil resistant and
otherwise suitable for its intended purpose.
MAN Diesel A/S, Copenhagen, recommends: in or- Given what was mentioned above, there is no guar-
der to avoid water entering the main engine sump tank antee that a fairly new ship does not have defective
through a defect in the crankcase oil outlet: membranes. A new ship could very well have defective
• Inspect the diaphragm sealing in crankcase oil membranes if it turns out that the composition of the
outlet every 32,000 hours of operation and replace rubber in the membranes is not oil resistant.
the diaphragm if it is indicated by the observation.
Always replace in case of a rubber diaphragm. Critical Situations
Obviously all situations encompassing free flowing wa-
• Inspect the diaphragm sealing at the earliest op- ter on the tank top in connection with defective mem-
portunity after delivery of a new-building. In case branes are critical. One of the situations identified by
of a rubber diaphragm make sure the material is oil The Swedish Club which typically is more conspicuous
resistant and replace if this is not the case. in this respect is the dry-docking. During a dry-docking
• Inspect the diaphragm sealing at the earliest op- it is more common to have water on the tank top.
portunity when taking delivery of an existing ship
and replace the diaphragm if it is indicated by the Cost of Replacement
observation. Always replace in case of a rubber The cost is approximately USD 1,000 – 3,000 depending
diaphragm. on the number of outlets. Adding some extra in respect
of labour cost, it is easily ascertained that this minor
In line with the recommendation issued by MAN Diesel investment in planned maintenance is well spent money
A/S, Copenhagen, we recommend that all membranes when comparing with what could otherwise happen.
are replaced in connection with every relevant sched-
uled inspection of the ship. For further information and details please contact:
In addition, it is recommended to owners that they The Swedish Club head office in Göteborg, Wärtsilä/
check the status of the membranes at earliest opportu- Sulzer or MAN Diesel A/S Copenhagen, Denmark,
nity, unless they are certain that the membranes meet
the required specifications.
Marine Installation.
.
We would recommend to owners
that spare membranes are kept
onboard at all times.
October 2015
www.swedishclub.com
October 2015
Observations
It should be stated that during construction of
Obviously all situations with excessive water on
the ship, the parts in question are supplied by
the tank top in connection with defective dia-
the yard, and not by the engine manufacturers.
phragms are critical. During a dry-docking it is,
for various reasons, more common to have water
on the tank top than during normal operations.
Loss Prevention
In the recent incidents we have noted that
All situations with excessive water on the tank none of the vessels had enough lubrication oil
top in connection with defective diaphragms are onboard to completely replenish the system.
critical. During a dry-docking it is, for various The cost of inspection/replacement is mini-
reasons, more common to have water on the tank mal compared to the consequences if it’s left
top than during normal operations. unattended.
In line with the recommendation issued by MAN We would recommend to owners that spare
Diesel A/S, Copenhagen, we recommend that all diaphragms are kept onboard at all times.
diaphragms are replaced in connection with every
relevant scheduled inspection of the ship.
If heavy contamination of water is present in
the system: (1) the lube oil in the sump tank must
For further information and details please contact
be transferred to a settling tank, (2) the sump
The Swedish Club’s head office in Gothenburg.
tank and crank case should be cleaned, and (3)
Phone: +46 31 638 400
fresh oil filled to the level recommended by the
Mail: [email protected]
engine maker.
www.swedishclub.com