working instructions 32_40

8/15/2019 Working Instructions 32_40

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MAN B&W Diesel AG D-86135 Augsburg Postfach 10 00 80 Telefon (0821) 3 22-0 Telex 5 37 96-0 man d

B2--01 E 08.0512286 02101/

Technical DocumentationEngineWorking Instructions

Engine 12V 32/40. . . . . . . . . . . . . . . . . . . . . . . . . . .

Work No. 1 065 006 - 009. . . . . . . . . . . . . . . . . . . . . . . . .

Plant No. F 12286. . . . . . . . . . . . . . . . . . . . . . . . .

6632--3

B2


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1996 MAN B&W Diesel AG

All copyrights reserved for reprinting, photomechanical reproduction (photocoying/microcopying) and translation ofthis documents or part of it.


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Table of contents

1 Introduction

1.1 Preface

1.2 How the working instructions/work cards are organised, and how to use

them

2 Work cards, arranged by subjects/key words

3 Work cards, arranged by subassembly groups

Categories of information

Information

Description

Instruction

Data/formulas/symbols

Intended for ...

Experts

Middle management

Upper management


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Introduction

1 Introduction

2 Work cards,arranged by subjects/key words

3 Work cards,arranged by subassembly groups of the engine


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Table of contents

1 Introduction

1.1 Preface

1.2 How the working instructions/work cards are organised, and how to use

them


Information

Description

Instruction


Intended for ...

Experts

Middle management

Upper management


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Preface 1.1

The working instructions/work cards are closely related to the maintenanceschedule of the engine contained in Volume B1 of the technicaldocumentation. The latter briefly specifies the maintenance work to bedone, whereas this volume gives a step-by-step description, withillustrations, of the operating sequences required to maintain theoperational reliability and efficiency of the engine. The work cards have anintroductory part describing the purpose of the work, and containinformation also stating which tools and appliances are required. For mostof the jobs, several work cards have to be consulted.

Work cards serve the particular prupose of providing essential informationin concise form.

Work cards have in the first part been arranged by subjects/key words; inthe second part, the order follows the subassembly group system of theengine. Both parts contain indices giving the contents of work cards thatconcern your engine.

One standard paper sheet and one foil-sealed copy of each work card isavailable. The foil-sealed copies are insensitive to being soiled and can beused for information while the job is being done.

Work cards and maintenaceschedule

Ordinal system


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How the working instructions/work cardsare organised, and how to use them 1.2

Work cards contain the following information as a rule: Notes on the purpose of the jobs to be done, on the relevant work cards, i.e. those work cards containing further

essential or useful information, on the necessary tools and appliances, any supplementary details/technical data and the individual operating sequences, starting in each case with the

original condition and followed by the individual working steps.

Tools are marked with the tool number in illustrations and texts; other partsare marked with their item number.

The ordinal number of the work cards - on top at the right - is composed ofthe three-digit subassembly group number (or of a neutral numericalcombination) and a counting number, for example:

021. 02

Counting number

Subassembly group

(card 2)

(crankshaft)

The work cards are contained in the lists of Section 2 and 3. The list, Part1 is a summary of work cards by subjects/key words, the list, Part 2

contains working instructions arranged in an order following thesubassembly group system of the engine.

Access to the ordinal system of the list, Part 3 is ensured by thesubassembly group list. Illustrated by a cross section and a longitudinalsection of the engine, it lists the subassembly group numbers in tabulatedform, respresenting the order in which the work cards of this section havebeen arranged.

Text passages in italic type draw the attention to dangers sources offailure, technical necessities, supplementary information. The following areused:

▲▲▲ Danger! Imminent danger.Possible consequences: Death or most severe injuries, total damage to property.

▲▲ Caution! Potentially dangerous situation.Possible consequences: Severe injuries.

▲ Attention! Possibly dangerous situation.Possible consequences: Slight injuries, possible damage to property.

Important! For calling attention to error sources/handling errors.

Tip! For tips regarding use and supplementary information.

Structure

Numbering

How to find the work cardsrequired

Safety notes


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Clearances and tolerances, temperatures and pressures are contained inSection 2.5, Volume B1.

Values for the tightening of bolted connections and the appropriatelubricants are contained in work cards 000.29000.29, 000.30 and 000.31000.31.

Information concerning the ordering of tools or parts of these is given inSection 3.4 of Volume B1, or in the spare parts catalogue B3.

Clearances and tolerancestemperatures and pressures

Ordering tools


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Work cards,arranged by subjects/key words

1 Introduction

2 Work cards,arranged by subjects/key words

3 Work cards,arranged by subassembly groups of the engine


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Table of contents

001 Operating media systems/Pipes

000.03 Operating media systems

Flushing and cleaning

000.08 Cooling water system

Cleaning

000.15 Pipes

Replacement

000.16 Pipes

Cleaning, Acid Bath Treatment and Preservation

000.17 Solderless screwed pipe unions

Mounting

000.18 Solderless screwed pipe unionsAdditional parts

002 Operating media/Auxiliary agents

000.04 Lubricating oil

Assessing and treating

000.05 Lube oil/fuel

Carry out drop test

000.07 Cooling water

Checking

000.14 Engine or components

Preservation treatment

000.19 Loctite ProductsUse

003 Machine elements

000.11 Galvanized bearings

Assessing

000.11 Bimetal bearings (without a third layer)

Assessing


Information

Description

Instruction


Intended for ...

ExpertsMiddle management

Upper management


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000.21 Seals made from elastomer

Storage, cleaning, mounting

000.22 Threaded inserts

Use

000.29 Tightening of bolted connections

Tightening torques (illustrated)


Tightening torques (table)


Tightening torques (turning moment)

000.32 Tightening of bolted connectionsGeneral remarks

004 Hydraulic tensioning tools/ High--pressure pump

000.33 Working and safety regulations

Using high--pressure tools/ hydraulic tensioning tools

009.03 High--pressure pump

Use

009.05 High--pressure hoses

Use

009.01 Hydraulic tensioning toolUse

009.02 Hydraulic tensioning tool

Venting, checking, replacing of sealing rings


Use


Disassembling and assembling

009.06 Dial gauge (measuring device)

Checking the bolt elongation

005 Operating data/Operating results

000.25 Ignition and compression pressuresDetermination

000.40 Charge air cooler/crankcase

Measuring the differential pressure


Information

DescriptionInstruction


Intended for ...

Experts

Middle management

Upper management


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Operating media systems/Pipes

001 Operating media systems/pipes

002 Operating media/auxiliary agents


004 Hydraulic tensioning tools/high-pressure pump

005 Operating values/operating results


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Operating media systemsFlushing and cleaning 000.03000.03

Purpose of jobs to be done

Keep operating media systems free from contamination and residues,prevent operating problems/damage.

Brief description

Operating media systems are to be flushed prior to putting the engine intooperation, individual parts are to be cleaned. This applies to the systems

for lube oil, fuel, cooling water and compresssed air and includes,depending on the system:

Flushing of system(s) (step 1),flushing of system(s) (step 2),draining of system(s) andcleaning of components.

1. Lube oil system

The pipe section between the indicator filter and the engine admissionflange requires careful cleaning. To permit full visual inspection of the in-side of this pipe it should be interrupted at each pipe elbow by a pair offlanges. Any weld seams on the inside have to be ground smooth as amatter of principle.

As described in work card 000.16000.16, the individual sections of this pipe haveto be pickled, neutralized and treated with an anti-corrosion oil that is dis-solved by the lube oil to be filled in later on (e.g. Esso Rustban No. 335,Shell Ensis Oil, Valvoline Tectyl, Tecto 6 SAE 30). Unless installed immedi-ately, openings have to be closed by covers. Our personnel in charge ofcommissioning has been instructed to check this pipe for cleanliness priorto filling the system.

▲ Attention! Dirt particles penetrating into the engine interior may

cause serious damage to bearings!

1.1 Flushing the engine lubricating oil system

Despite careful installation and cleaning, some dirt particles will inevitablyremain in the pipelines. Therefore, the entire lubricating oil system has tobe thoroughly flushed prior to initial operation of the engine. On engineswith an engine-mounted lube oil pump, the electrical standby pump or thepriming pump has to be used for this purpose.

1.2 Flushing oil

For the flushing process, we recommend using a special flushing oil of alow viscosity of 45-70 cSt / 40 C (e.g. SAE 20) which, being highly fluid,need not be preheated.

Where flushing oil is not available, the SAE 40 oil intended to be later usedin operation can be used. In this case, the oil has to be preheated to40-50 C (preheating equipment, separator preheater). The engine cooling


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water has simultaneously to be heated to not less than 60 C so as to pre-clude condensed water formation (which means corrosion in the crank-case).

Continuous cleaning of the oil by means of a filter and separator is re-quired during and after the flushing process.

1.2.1 First stage of flushing process

In this operation only the piping system outside the engine is being

flushed.The lube oil admission on the engine has to be bypassed. A provisionalline is to be installed from the indicator filter to the crankcase which servesas the return pipe.

The filter rod elements of the automatic filter are to be removed, the filtercasing and the filter bypass lines are to be included in the flushing pro-cess.

The filter rod elements of the automatic filter are to be removed, the filtercasing and the filter bypass lines are to be included in the flushing pro-cess.In case an indicator filter is not connected in series, the filter rod elementsare not to be removed. In this case, precleaning by an indicator filter isnot possible so that the automatic filter is already to be used for cleaningduring the first flushing process. As the automatic filter routes the dirt par-ticles back to the tank, the separator alone, which is also in operation,causes the dirt particles to be removed from the oil circuit.

The lube oil cooler is also to be included in the flushing process. Manualoperation of the temperature control valve will alternately flush the cooleror its bypass line. The lube oil separator is to be taken into operation.During the entire flushing process, all the oil-carrying lines are to besounded by tapping, particularly in the region of weld seams.

When the maximum differential pressure has been reached in the indicator

filter, switch over to the other filter chamber and appropriately clean thestrainer elements. When filter contamination has been reduced to a mini-mum, this first flushing stage can be terminated.However, a minimum flushing period of 24 hours must be ensured.On completion of the flushing process, the strainer elements of the indica-tor filter have to be cleaned and checked for possible damage.

In this case, the filter rod elements remain in the automatic filter becausecleaning is only effected by the latter. Flushing is to be continued untilfilter contamination has been reduced to a minimum, i.e. until the flushingintervals of automatic filters without continuous flushing have been re-duced to one flushing cycle per hour at maximum and the indicated differ-ential pressure of automatic filters with continuous flushing has been re-duced to the minimum.However, a minimum flushing period of 24 hours must be ensured.

Important! In case a run-in filter is fitted on the engine, the differential pressure of this filter has to be monitored continuously and the filter cleaned, if necessary.

The inserts with filter rod elements are to be installed in the automatic filter(in case they have been removed), the slide for the bypass line is to beclosed.

1.2.2 Second stage of flushing process

Following installation of the filter element rods in the automatic filter, flush-

ing is to be continued for approx. 2 hours.Mounting the pipeline (in clean condition) from the indicator filter to thelube oil inlet on the engine results in the engine with its bearing points and

Automatic filter without continu-ous flushing

Automatic filter with continuousflushing

Oil circuit with indicator filter

Oil circuit without indicator filter


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spray nozzles being included in the flushing process. Moreover, the oiltank for run-down lubrication (if applicable) is to be included in the flushingcircuit.

To remove the dirt that may have collected in the run-down lube oil tank,the oil inlet/oil outlet pipelines should be crossed. Provisional, short hosesare to be installed for this purpose. The oil admission to the turbochargeris to be blocked. The orifice plate installed in the admission line is to beremoved. The pressure regulating valve is to be unloaded.

During flushing, the engine is to be turned by two revolutions each at30-minute intervals. The cylinder lube oil pump must not be switched onexcept during the turning cycles.

When there are but minor differential pressures building up in the auto-matic and indicator filters (one flushing cycle per hour), the flushing pro-cess may be terminated.However, a minimum flushing period of 12 hours must be ensured.

Important! In case a run-in filter is fitted on the engine, the differential pressure of this filter has to be monitored continuously and the filter cleaned, if necessary.

Reconnect the pipelines that were dismantled.Flushing processes are to be carried out under the supervision of person-nel of MAN B&W Diesel AG.

1.3 Draining and cleaning of system components

In case a special flushing oil was used, the entire lube oil system has to bethoroughly drained. The remainders in the cooler, the filter and the separa-tor preheater are to be drained via the drain pipes. Filter inserts have to beappropriately cleaned and checked for possible damage.

In case the lubricating oil also used for engine operation was used forflushing, draining of the system can be dispensed with provided the oilanalysis is satisfactory.

1.4 Run-in filter

If necessary, a run-in filter is mounted directly on the engine. The inserts inthe run-in filter are used for a period commencing when the test run at theengine manufacturer’s works is carried out and lasting until the commis-sioning period at the plant is terminated.

The filter insert is to be cleaned according to the manufacturer’s instruc-tions before it is used.

As the run-in filter does not have a change-over cock, a limited service lifewill result in operation (up to approx. 200 operating hours, depending onthe condition of the lube oil). The end of the service life is indicated by adifferential pressure transmitter on the run-in filter. Prolonged operation

with the contamination indication released may result in problems with thelubricating oil supply. For this reason, increased attention is to be paid tothe lube oil pressure before the engine if the differential pressure alarm ison, and the filter insert is to be cleaned as soon as possible, according tothe manufacturer’s instructions.

After the system-running-in period (after completion of commissioning as arule) -- in any case, before starting continuous operation of theplant -- the filter insert is to be removed. The filter casing remains on theengine. After removal of the filter insert, the run-in filter does no longerhave any effect. This is indicated by a corresponding notice on the filtercasing.

In case modifications are carried out in the lube oil system requiring flush-ing of the same, or if flushing the system becomes necessary for otherreasons, the filter insert has to be re-installed and has to remain in thefilter casing until the flushing process has been completed.


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2. Fuel delivery system

What has been specified for the lube oil pipe described under item 1 alsoapplies to the pipe fitted between the duplex filter to be installed immedi-ately upstream of the engine and the engine entry.

2.1 Flushing the fuel oil system

In order to remove all of the dirt accumulated in the pipelines during erec-tion, this system also has to be subjected to two-stage flushing, for whichgas oil or Diesel fuel oil has to be used.

2.1.1 First stage of the flushing process

In this stage of the flushing process, the entire piping system, i.e. thatinstalled by the shipyard and the plant-related system, is being flushed viathe existing simplex or duplex filter.

The automatic filter and the viscosity control system are to be bypassedvia their bypass lines.

The shut-off valves of all the injection pumps are to be closed.

The fuel supply and return pipes are to be connected by a provisional pipe

section at the last cylinder. Switch-over of the three-way cock installed up-stream of the mixing tank provides for a return via the flushing line to theHFO service tank. For this reason, the tank should not yet contain anyheavy fuel oil at this stage. In this case, the three-way cock for fuel selec-tion may be switched to fuel supply from that tank, after the system hasbeen filled up with Diesel fuel oil or gas oil respectively, and an adequateamount of this fuel has returned to the HFO service tank. The Diesel fueloil or gas oil is in that way circulated through the entire system.

The flushing process is to be carried out as described under item 1.3.1.Based on experience, a flushing time of 24 hours is prescribed.

2.1.2 Second stage of the flushing process

The entire system including automatic filter and viscosity control systemare involved in this flushing operation.

Flushing has to be continued until but minor differential pressures arebuilding up in the filters.

On termination of this flushing operation, all the filter inserts are to becleaned and checked for possible damage. The shut-off valves of the in-

jection pumps are to be opened, the bypass line of the viscosity controlsystem is to be closed. All the pipelines that had been dismantled are tobe reconnected (in cleaned condition).

On completion of the second stage of the flushing process which, as pre-vious experience has shown, takes approx. 6 hours, the shut-off valves of

the fuel oil pumps are to be opened.The flushing operations are to be performed under the supervision of per-sonnel of MAN B&W Diesel AG.

2.2 Draining and cleaning of system components

The final preheater, the filter chambers and the mixing tank are to be emp-tied from sludge via their drain pipes. After a settling time of 24 hours,sludge is also to be removed from the service tank.


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3. Cooling water system

Prior to initial operation of the engine and injection valve cooling system itmust be ensured that the surfaces contacted by the cooling water are freefrom corrosion and other deposits.

Where spots of corrosion are found, the system has to be cleaned as de-scribed in work cards 000.08 and 000.16000.16.

The cooling water system is to be flushed with freshwater prior to initialoperation of the engine. A cleanser should be added to the water to en-sure that any traces of the preservation agent used are removed. Table 1lists some suitable cleansers in alphabetical order. Cleansers of othermakes may be used provided that they have properties equivalent to theagents listed. Following the cleansing operation, the system is to beflushed with plain freshwater.

For filtering out the coarse dirt particles, the provisional installation of dirttraps is indispensable. The mesh width has to be 1 mm for the high-temperature and low-temperature systems.

The smallest gap in the injection valve is 0.5 mm. To avoid that dirt par-

ticles can deposit there, resulting in a reduced heat dissipation, provisionalinstallation of a dirt trap having a mesh width of 0.4 mm is required forflushing of the cooling water system for the injection valves.

By installing two shut-off slide valves each, any leakage of water duringcleaning or the removal of the dirt traps is prevented.

Following the flushing operation, the freshwater is to be treated inaccordance with the quality requirements for cooling water (Operatinginstructions, sheet 3.3.7).

Supplier Product Concentration Duration of cleaning/temperature

Drew HDE - 777 2 - 5% 4 hrs at 50 - 60 C

Unitor Seaclean 0.5% 4 hrs at 50 - 60 C *

Vecom UltrasonicMulti Cleaner

4% 12 hrs at 50 - 60 C

* Can also be used for short-term engine operation.

Table 1. Cleansers for the removal of oil-containing residues

4. Compressed air system

4.1 Plant-specific system

The entire system has to be carefully cleaned prior to initial engine opera-tion. The inside of all the compressed-air and control pipes must be freefrom combustible media, slag, scale and corrosion.

▲▲ Caution! The presence of combustible media, i.e. anti-corrosion oil, constitutes an explosion hazard!

Cleaning the air pipes is effected by purging them three to four times,using the 30-bar compressed air from the starting air receivers.

The plant-specific pipeline has for this purpose to be disconnected fromthe main starting valve and the engine entry which then is exposed has tobe closed off. The control air pipe upstream of the engine is also to beremoved.

▲

Attention! Purging causes high-level noise! Make sure to wear ear muffs!

On completion of the cleaning procedure, all pipelines that have been dis-mantled must be reconnected.


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4.2 Engine-specific system

In case there are any doubts as to whether or not the pipelines are freefrom combustible media (e.g. anti-corrosion oil), the following steps are tobe carried out before the emergency start valve/main starting valve isactuated “live” for the first time:

1. Dismantle the starting pipe upstream of the first cylinder and check itin both directions for the presence of combustible media.

2. Remove the starting valves, and purge the air route towards the pipeopening.

3. After the main starting valve, provide a connection for compressedair, and purge the pipeline/spaces towards the cylinder, gently at thebeginning, for an extended period of time (using the contents of sev-eral air bottles).

▲ Attention! Purging causes high-level noise! Make sure to wear ear muffs!

▲▲ Caution! The presence of combustible media, i.e. anti-corrosion oil, constitutes an explosion hazard!

4. Leave the pipelines open for 24 hours so that the solvent residues

can evaporate.5. Install the starting valves, and restore the initial state.


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Cooling water systemCleaning 000.08000.08


Free operating media systems from contamination/residues,ensure/restore operational reliability.

Brief description

Cooling water systems that show contamination or deposits impedeeffective component cooling and may endanger a stable emulsion of waterand anti--corrosion oil. Contamination and deposits are to be removed at

regular intervals.This includes:cleaning of systems and, if necessary,removing calcareous deposits,flushing of systems.

Cleaning

The cooling water system has to be checked for contamination at thespecified intervals. If heavily fouled, immediate cleaning is necessary. Thiswork should preferably be done by a specialist firm which will provide the

cleansers suitable for the particular type of deposits and materials used inthe cooling system. Only in the event that procurement of the services of aspecialist firm is not possible, the cleaning should be performed by theengine operator.

Oil sludge produced by lube oil entering the cooling system or by anexcessive concentration of anti-corrosion agents can be removed byflushing with fresh water, with some cleaning agent being added. Table 1lists appropriate agents in alphabetical order. Products of othermanufacturers may be used provided their properties are comparable. Themanufacturer’s instructions for use are to be strictly observed.

Manufacturer Product Concentration Duration of cleaning procedure /

temperature Drew HDE - 777 4 - 5% 4 hrs at 50 - 60 CNalfleet Nalfleet 9 - 010 2 - 5% 4 hrs at 60 - 80 CUnitor Aquabreak * 0.05 - 0.5% 4 hrs at ambient temperatureVecom Ultrasonic

Multi Cleaner4% 12 hrs at 50 - 60 C

* Can also be used in case of short engine operating periods

Table 1. Cleaning agents for removing oil sludge

Calcareous and rust deposits may form if excessively hard water or toolow a concentration of anti-corrosion agent has been used in operation. Athin layer of scale need not be removed as, according to experience, this

provides protection against corrosion. Calcareous layers of > 0.5 mm inthickness, however, will impede the heat transfer to an extent whichresults in thermal overloading of the components to be cooled.

Oil sludge

Calcareous and rust deposits


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Rust in the cooling system adversely affects the stability of the emulsion incase anti-corrosion oil is being used for cooling water trreatment.Washed-off rust particles can act like an abrasive (e.g. on the sealingelements of the water pumps). Together with the water hardnessconstituents, they form so-called iron sludge which settles predominantlyin areas of low flow rates.In general, products used for dissolving calcareous scale deposits are alsosuitable for removing rust. Table 2 lists appropriate agents in alphabetical

order. Products of other manufacturers may also be used as long as theirproperties are comparable. The manufacturer’s instructions for use arelikewise to be strixctly observed. Prior to cleaning, check whether theagent concerned is suitable for the materials to be cleaned. The agentslisted in Table 2 are also suitable for stainless steel.

Manufacturer Product Concentration Duration of the cleaning procedure / temperature

Drew SAF-AcidDescale-ITFerroclean

5 - 10%5 - 10%

10%

4 hrs at 60 - 70 C4 hrs at 60 - 70 C

4 - 24 hrs at 60 - 70 CNalfleet Nalfleet 9 - 068 5% 4 hrs at 60 - 75 CUnitor Descalex 5 - 10% 4 - 6 hrs at approx. 60 CVecom Descalant F 3 - 10% approx. 4 hrs at 50 - 60 C

Table 2. Cleaning agents for removing calcareous and rust deposits

Only in exceptional cases, if none of the special agents the application ofwhich does not present problems is available, calcareous deposits may beremoved by using aqueous hydrochloric acid or amido sulphur acid as ameans of emergency. The following is to be observed for application:

Heat exchangers made of stainless steel must never be treated withaqueous hydrochloric acid.

Cooling systems containing non-ferrous metals (aluminium, red brass,brass, etc.) have to be treated with inhibited amido sulphur acid. Thisacid should be added to the water at a concentration of 3 - 5%. The

temperature should be 40 - 50 C. Aqueous hydrochloric acid may only be used for cleaning steel pipes.

The use of hydrochloric acid for system cleaning always involves therisk of acid residues remaining in the system even after thoroughneutralisation and flushing. Such residues promote corrosion pitting.We therefore recommend having the cleaning operation performed by afirm specialising in this field.

Carbon dioxide bubbles which form in the dissolution process of thecalcareous deposits may obstruct the access of the cleaning agent to thewater scaling. It is, therefore, absolutely necessary to circulate the watercontaining the cleaning agent so that the gas bubbles are carried awayand can escape. The duration of the cleaning process depends on the

thickness and composition of the deposits. For guide values, please seeTable 2.

Following the cleaning of cooling spaces using cleaning agents, thesystem has to be flushed several times. In doing so, make sure to replacethe water. Where acids have been used for cleaning, subsequentlyneutralise the cooling system with appropriate chemicals, and then flush it.When this has been done, the system can be refilled with appropriatelytreated water.

▲ Attention! Do not start the cleaning process before the engine has dooled down. Hot engine components are not allowed to be charged with cold water. Prior to proceeding to refilling the cooling water system, make sure that the venting pipes are open. Clogged

venting pipes obstruct the excape of air and involve the danger of thermal overloading of the engine.

The relevant regulations have to be observed for the disposal of cleaningagents or acids.

In case of emergency

After cleaning


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PipesReplacement 000.15000.15


Insert/replace components,proper processing and installation.

Brief description

Pipes are to be replaced/supplemented if necessary. In this connection,materials are to be selected in accordance with the requirements, and

processed properly.This includes:selection of suitable materials,proper processing andproper installation.

Preliminary remarks

When pipes of the fuel, lube oil, cooling water or starting air system orpneumatic controls are to be repaired, modified or replaced, the notesstated below should be obeserved so as to avoid trouble in later operation.

Instructions

Seamless mild steel pipes as to DIN 2391 made of St 35 GZF material toDIN 1629, or seamless copper pipes to DIN 1754 made of C-Cu F25 orF30 respectively as to DIN 17671 and/or pipes made of high-grade steelX6 CR Ni Ti 1810 as to DIN 2462 are to be used as replacements forpipes on the engine or engine control system. Normally, the replacementpipes to be mounted on the engine should be of the same dimensions asthe ones installed originally.

Pipes of small diameter can be bent while they are cold, usingcommercially available standard pipe bending equipment. If solderlesspipe joints as to DIN 2353 are used, heat treatment can be dispensedwithin the majority of cases (please refer to work card 000.17000.17).

In the air duct systems of the pneumatic controls or starting system,non-corroding, i.e. chrome-plated, galvanized or brass pipe joints are to beused exclusively. Since, depending on the point of installation either metricor Whitworth threads of cylindrical or conical shape are required, particularattention should be paid to the type of thread required.

In case, due to the use of other pipe qualities or larger dimensions,hot-bending is necessary or if soldering or welding work is carried out on

the pipes, the pipes have afterwards, by all means, to be treated in an acidbath, in caustic solution and water (please refer to work card 000.16000.16).

Pipe sizes/materials

Manufacture


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Larger-diameter lube oil pipes and the pipe/s behind the lube oil filter/s inparticular have to be manufactured by bending. Connecting flanges andsockets are to be joined to the pipes by gas welding.

Gas welding does not produce the slag of the filler rod covering, which isof particular importance, since the weld seam root has to reach the insideof the pipe, i.e. the gap of the joint must be completely filled. Unfilled gapsof joints at the inside of pipes are not admissible because particles offoreign matter could accumulate there, which are difficult to be removed or

would not be cleaned away by the pipe cleaning operation. Duringoperation these particles might be carried to the bearings of the enginecausing damage to the bearings and thereby endangering operationalreliabilty. Where prefabricated pipe bends have to be welded intopipelines, adapter flanges have to be provided in adequate number andappropriately positioned to permit unimpeded inspection, trimming andchecking of the weld seams at the inside of the pipes.

The aforementioned welded connections can also be made by the WIGwelding process.

No matter whether using the gas welding or the WIG welding method, thetack welding and the finish welding seams of welded conncetions have ineach case to be produced by one and the same welding method.

Pipeline installations should be fitted and mounted in such a way thatvibrations are reduced to a minimum. Pipes must not be mounted onvibrating or oscillating parts. Even soft copper pipes will by the vibrationaleffect become hard and brittle and ultimately tend to cracking.

Manufacturing lube oil piping

Installation/mounting


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PipesCleaning, Acid Bath Treatment andPreservation 000.16000.16


Keeping operating systems free from contamination and residues,ensuring/restoring of operational reliability.

Brief description

Pipes, which are replaced or supplemented, must aftermanufacture/processing be cleaned mechanically or chemically and, ifnecessary, preserved.

Depending on the actual situation, this includes:mechanical cleaning of components,chemical cleaning of components,carrying out of pressure test, andpreservation.

Preliminary remarks

All pipes to be mounted on the engine as replacements require mechanicalor chemical cleaning on completion of manufacture. If there is a longerperiod between cleaning and mounting (replacement pipes), the pipesmust be preserved and their ends must be closed. Plastic plugs or caps invivid colours are most suitable for this purpose because they will not beoverlooked.

Pipes for cooling water, heating, exhaust gas and combustion air systemsare normally cleaned mechanically. Pipes for lube oil, fuel oil, compressedair, gas, steam and condensation systems must be cleaned mechanicallyand chemically. Shut--off and regulating elements as well as other units arenot to be fitted to the individual systems before the latter have beencleaned.

Pipes to be bent in the hot state must be filled with fine--grained sandexclusively, which must be completely dry. If the sand used is damp,

steam can develop involving accident hazards. Either the entire pipesystems or parts of them are to be subjected to a pressure test. The entirelube oil, fuel oil and compressed air systems must be thoroughly flushedbefore the engine is put into operation.

Mechanical cleaning

Scale and welding pearls must be carefully removed from the welds withthe aid of a chisel, file or grinding wheel. The entire pipe section is to betapped with a hammer and, if possible, compressed air is to be passedthrough simultaneously so that even minor particles (sand filled in for hotbending) are removed.

All pipe conncetions must be closed and must stay closed until they areinstalled.


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An acid bath is required for pipes that have to be cleaned mechanicallyand chemically. The acid bath equipment essentially consists of:

a hydrochloric acid bath for steel pipes a water bath for washing off the acid a caustic bath for neutralizing and phosphating treatment, a sulphuric acid bath for copper pipes.The acid fumes developing from the hydrochloric acid bath and sulphuric

acid bath have to be exhausted by ventilators and diverted via wetseperators. The caustic bath fume, too, has to be exhausted into the openby means of a ventilator. The local safety regulations have to be observed.

The water bath needs a connection for water and compressed air. Thecaustic bath requires a heating system for heating up to 80 C.

▲ Attention! According to the safety regulations for the handling of acids and lyes, all persons working with acids and lyes have to wear acid - resistant overalls, rubber boots, rubber gloves and saftey goggles. A water hose connected ready for use must be available in the immediate vicinity of the acid and caustic baths.

Acid bath treatment of steel pipes

First pickle in the hydrochloric acid bath, subsequently treat in trisodiumphosphate bath for neutralizing the acid and for simultaneously providingtemporary preservation.

The hydrochloric acid (HCl) is commercially available with a concentrationof 31--33 % and an arsenic content of less than 1 %.Mixing ratio for the HCl:H20 bath= 3:2 (parts by weight).

▲ Attention! Pour the acid into the water and not vice versa!

The temperature of the bath should not be below 20 C. The duration of

treatment has to be determined by visual observation.If threads have already been cut into the pipes, care is to be taken that thetips of the threads do not suffer damage from acid attack. This is thedecisive point determining the duration of treatment in such cases.

After completion of the pickling process, acid solution adhering to thepipes has to be washed off in the water bath.

Any further remainders of acid solution left in the scores and pores of thesurface structure are to be neutralized in a trisodium phosphate bath in thecourse of which the pipes are provided with a phosphate layer givingshort--time protection against oxidation.The mixing ratio for the Na3 PO4:H20 bath= 1:8 (parts per weight).Treatment temperature: 80 C.

Important! Copper piping should not be treated in the hydrochloric acid bath if subsequently steel piping is to be treated again. The reaction of copper (Cu) with aqueous hydrochloric acid (HCl) leads to the formation of copper chloride (CuCl 2 ) which is dissociated in the aqueous solution. If subsequently a steel pipe is immersed in the bath again the less noble iron in the steel will oxidize because its positive charge is discharged and the ferric ions enter the solution whereas the metallic copper is separated out.The steel pipe material is then covered with a layer of copper which is not very adhesive. Copper depositing on the inner walls of fuel conducting pipes is undesirable. Copper particles that come loose by the action of the

flowing fuel oil would produce adverse effects in the injection elements such as pumps and nozzles.


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Treating copper pipes

First pickle in sulphuric acid bath, possibly followed by trisodiumphosphate bath to neutralize acid and to achieve phosphatization.

Sulphuric acid (H2SO4) is commercially available at a concentration of98 % (concentrated acid). It has to be transported in closed containers.

Mixing ratio of the H2SO4:H2O bath = 1:8 (parts by weight).▲ Attention! Again, pour acid into the water and not vice versa!

Once the acid bath has been prepared, it should be allowed to settle for24 hours before it is used.

Duration of treatment: At the beginning, copper piping is to be treated for15 minutes, and correspondingly longer as the bath is getting older.

When the pipes have been taken out of the sulphuric acid bath, they haveto be submitted to thorough flushing with water and drying by a low flame.

Neutralization in the trisodium phosphate bath is not absolutely necessary.However, it is recommended in case of long--term storage to prevent

formation of verdigris.

Pressure testing of pipes

Water pipes are pressure--tested with water; lube oil, fuel oil and air pipesare pressure--tested with slushing oil. For the testing pressures requiredplease refer to section 2.

Preservation of pipes

For short--term storage in shelterd places and/or in dry warehouses,

Phosphatin and oil film are considered to be sufficient as corrosionprotection. For long--term storage for product support service purposes,Phosphatin offers an appropiate basic preservation prior to thepreservation properly using slushing oil, paint or grease. Pipe ends andconnections have to be sealed with colour plastic caps. Plastic caps insignal colours offer the advantage to be recognized more easily when thepipes are fitted to the engine. It is most important that they are removedbefore the pipes are installed.


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Solderless screwed pipe unionsMounting 000.17000.17


Insert/replace components,proper processing and installation.

Brief description

Solderless screwed pipe unions are preferably used where pipes of minordiameters can be bent in cold state. In this case, the pickling and

neutralising process can be dispensed with.The work/steps include:proper processing andproper installation.

Tools/appliances required

Quant Denomination No. Availability

1 Tools, basic scope 000.002 Standard

1 Pipe cutter -- Inventory

1 Spot facer -- Inventory1 Machinery oil -- Inventory

Advantages of solderless screwed pipe unions

Solderless screwed pipe unions are preferably used where pipes of minordiameters can be bent in cold state, i.e. which have not to be submitted toheat treatment for this purpose. In this case, the pickling and neutralizingprocess which otherwise is usually necessary can be dispensed with.

Copper pipes have to be provided with reinforcing sleeves on the inside.Please refer to work card 000.18000.18.

Sequence of operations

1. Cut off the pipe at right angles and deburr it.Pipe cutters (as shown in the figure) are most suitable for such work.The pipe is cut through using a cutting wheel. The inner edge of thepipe can then be deburred by means of the three blades inside thehandle, or by using a spot facer. The chips must be carefullyremoved by passing air through it.

2. The thread as well as the cutting and wedge ring (4) are to be oiled

(not greased). Then push the nut and the ring over the pipe as shownin the illustration.If the cutting and wedge ring cannot be pushed over the end of the


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pipe, or if this is only possible with difficulty, do not expand the ringbut rather reduce the pipes diameter by grinding/filing.

Figure 1. Tools required -- Spot facer, pipe cutter (left) and pipe bender (right)

3. Screw on the union nut by hand until it can be felt to contact thecutting and wedge ring. The pipe is then to be pressed against thestop in the inner cone and the union nut is to be tightened byapproximately 1/2 to 3/4 turn. In that way, the cutting and wedge ringwill engage the pipe, and there is no need to press the pipe anyfurther. Finally, tighten the union nut by one further turnapproximately. The ring then cuts into the pipe, building up a visiblecollar (6) in front of its cutting edge.A marking line (7) will facilitate adherence to the correct tightening.

1 Union nut 2 Stop

3 Pipe 4 Cutting and wedge ring

5 Inner cone 6 Visible collar

Figure 2. How screwe d pipe unions work and how to check them. Initial condition illustrated on top on the left, after tightening -- at the bottom on the left, checking -- on the right

4. Pipes with smaller outside diameters can be secured in screwed

unions without having to be preassembled if they are firmly screwedin on the engine.Pipes with a larger outside diameter, and all the connections in free


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pipes should be preassembled in a vice.The spanner should be about15 times as long as its opening is wide (if necessary extend by apipe). The other operations are as described above. Final tighteningis easier if the union nut has been loosened a few times so that newoil can enter between the friction faces.

Important! It is to be made sure that every pipe end comes into the same inner cone in which it had been fitted before.

5. After final tightening unscrew the union nut and check if a visiblecollar (6) has been produced and fills the space in front of the cuttingedge; if not, tighten slightly more. It does not matter whether thecutting and wedge ring can be turned on the pipe end.On completion of the joint and whenever the joint has been released,the cap nut of the union is to be tightened with a spanner that has notbeen extended; for this purpose no excessive force is to be used.

7 Marking

Figure 3. Assembly of screwed pipe u nions. Assembly on site -- left, preassembly in vice -- right.

Supplementary notes

The straight pipe end that extends into the screwed joint should be at leasttwice as long as the union nut’s height (H).

Longer pipelines or pipes subjected to higher stresses require pipesupports.

An appliance equiped with exchangeable rolls (as shown in figure 1) isrecommended for the bending of steel and copper pipes. The bendingradius (R) should not be less than twice the pipes outside diameter(R = 2D).

H= Height of the union nut (1)

2H= Minimum distance of a bend

R= Bending radius D= Outside diameter

Figure 4. Minimum distances/bending radii


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Solderless Screwed Pipe UnionsAdditional parts 000.18000.18


Use/replacement of components,proper processing and installation.

Brief description

Additional parts for solderless screwed pipe unions extend their range ofuse. The following parts can be used: reinforcement sleeves, insert

nozzles and screwed hose connections.The work/steps include:proper processing andproper installation.

Preliminary remarks

Reinforcing sleeves , insert nozzles and screwed hose connections areused together with solderless screwed pipe unions. Their range of use is inthat way extended, among others to copper pipes and hose connections.

Instructions

When using solderless screwed pipe unions on soft copper piping,reinforcing sleeves have to be used to prevent the pipes from beingsqueezed as the union nut is being tightened.

1 Reinforcing sleeve

Figure 1. Use of reinforcing sleeves. Left at the top -- sleeve inserted, left at the bottom -- sleeve driven in. Finish --assembled screwed pipe union at the right.

The use of insert nozzles permits the air admission and venting time ofunits to be adapted to the respective requirements. Such nozzles cansubsequently be inserted into the screwed pipe unions, for which purposethe union nut has to be loosened and the pipe has to be pulled out. Please

note that the pipe end has to be shortened by the length of the nozzlecollar.

Reinforcing sleeves

Insert nozzles


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2 Insert nozzle

Figure 2. Using insert nozzles. Insert nozzle at the left, finish --assembled screwed p ipe union at the right .

All pneumatic air systems will necessarily have transitions from a pipe to ahose and vice versa, where it is necessary to connect moving parts. If it isimpossible to perfectly shape pipe ends so that they form standard hosesockets, a screwed hose connection has to be used for such joints. It isnot permitted just to slide the hose onto a pipe that has been cut off flush.The hose (3) has to be cut off at right angles and slid onto the hose socketup to the stop. The hose must then be secured by a hose clip or hoseclamp (4) so that it cannot slide off.

3 Hose 4 Hose clamp

Figure 3. Using screwed hose connections

Screwed hose connections


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Operating media/Auxiliary agents

001 Operating media systems/pipes

002 Operating media/auxiliary agents


004 Hydraulic tensioning tools/high-pressure pump

005 Operating values/operating results


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Lubricating oilAssessing and Treating 000.04000.04


Record and assess the characteristics of the operating media,keep the state within the permissible range,avoid/reduce harmful effects.

Brief description

Lube oil is, according to the maintenance schedule, to be assessedregarding its state in regular intervals and maintained continuously.

This includes:carrying out of a spot test,having an oil sample analysed,maintenance of the operating media, andchanging of the operating media.

Assessment of oil

The condition of the lubricating oil in the engine should be continuallyobserved. The intervals at which blotter tests on filter paper are to be

made, or at which oil samples are to be taken for tests in a suitablyequipped laboratory (it is recommended that this be done by the suppliers’customer service department) are specified in the maintenance schedule .Oil samples should be drawn with the engine operating, downstream of thefilter. Only then will results be obtained that are representative of the oilbeing circulated in the engine.

The progression of changes in the characteristics of the oil can be inferredfrom droplet samples taken at regular intervals. Obvious changes in theappearance of blotter tests as against those taken from earlier oil chargesare an indication of irregularities, such as incomplete combustion, poorfiltration, or increased fuel or water content (see also Work Card D366682 /000.05000.05-1).

A reliable conclusion as to whether the used oil is still suitable for furtheruse can only be drawn from a complete laboratory analysis in which thevalues are determined by standardized test procedures.

The limit values given are non-binding empirical values, and no single oneby itself should be taken as the criterion for requiring an oil change. Forthis, the various limit values must be evaluated with respect to each other,and the changes in the oil over an extended period of time should beknown. If in doubt, consult the lube oil suppliers. There may also beinstances where additional analyses (for example spectographic analysis,particle analysis, or examination on remaining resistance againstoxidation) become necessary.

We recommend using a test kit specifically developed for making routineon-site tests of fuel and lubricating oils. Together with the firm Mar-Tec,MAN B&W has developed such a test kit, which contains easy-to-handleequipment. Using this test kit, the condition of the heavy fuel oil bunkered

Plotter test/oil analysis


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and its characteristics that are important for conditioning, as well as thecondition of the used lube oil, can be determined with adequate accuracy.Information material can be obtained from Mar-Tec, Warnckesweg 6,22453 Hamburg, Germany.

To subject used oil to routine testing, the following criteria are sufficient asa rule:

Characteristics Attention limits Method

Viscosity at 40 C [mm /s] > 110> 220

ISO 3104

Flash point (PM) [ C] > 185 ISO 2719Water content [% by vol.] < 0.2

(0.5% admissible only for a short period)ISO 3733

TBN [% of fresh oil TBN] 50% ISO 3771Insolubles [% by mass](see also spot test D365600/E/000--05)

< 1.5In general, depending upon actual dispersantproperties and increase in viscosity

DIN 51 592IP 316

Metal content [mg/kg] Dependent upon engine type and operatingconditions

ASTM 5185--91

Table 1. Examination of lube oils - characteristics/limit values

The colour does not allow conclusions to be drawn about the degree ofcontamination of used doped lube oil, because the dispersant/detergentproperties keep minute soot particles (less than


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is entrained by the oil. Among other things, the formation of ahydro-dynamic state of lubrication in the bearing is impeded, and the agingof the oil is accelerated.

Oil treatment

The fineness of the filter is exactly matched to the requirements of the

engine model. Optimal treatment of the lubrication oil is a basicprerequisite for trouble-free operation of the engine.

The lube oil is cleaned in the main flow by the filters installed. Whenrunning on heavy fuel oil, this is invariably an automatic filter and anindicator filter operated by hand and arranged downstream of theautomatic filter.

The triggering and progression of the cleaning process of the filtercartridges in the automatic filter are controlled automatically. The filtercartridges have to be cleaned at regular intervals, for which it is advisableto use a device developed and cleaning fluid supplied by the filtermanufacturer. The same applies to the indicator filter. In the case ofsmaller engines running on diesel fuel, the filter cartridges are of the

disposable type and require replacement when the maximum permissiblepressure differential is reached. HFO-operated engines have a separatorin bypass. Engines at the bottom of the range, which are mostly run ondiesel fuel, have engine-mounted free-jet centrifuges as a rule. These arecapable of removing much smaller dirt particles than the filters provided inthe main flow. The separator, which is designed as a ”purifier”, alsoremoves water. The more effective the cleaning action of the separator is,the less problems will arise in connection with the filtration of the mainflow. It is essential that the cleaning devices are operated in compliancewith the supplier’s instructions. Pertinent criteria include:

Separator:

Gravity disc matched to the density of the lube oil, correctly adjusted flow rate, correct separating temperature, cleaning of the drum in time etc.

Free-jet-centrifuge:

Adequate oil pressure, cleaning in time (thickness of dirt layer in the drum max. 10 mm).

Oil change

It is not possible to make firm predictions as to the expected service life ofan oil charge, since the engine manufacturer usually does not know thefuel and lubricating oil grades being used, nor the conditions under whichthe engine is operating, nor whether the oil receives the proper care.

A change of the oil becomes necessary when the chemical and physicalcharacteristics of the oil charge have changed to such an extent that thelubricating, cleaning and neutralizing properties are no longer adequate.This can only be determined by a complete analysis. The characteristicsgiven in Table 1 and the spot test can only serve as a guide.

When changing the oil, drain the entire oil charge while it is still warm fromoperation. If the main piping systems cannot be fully emptied, flush theentire system with flushing oil before filling in the new oil charge.


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Lube oil/fuelCarry out drop test 000.05000.05


Record and assess characteristics of operating media,keep their condition within the admissible range.

Brief description

Drop tests allow, with little effort, the evaluation of importantcharacteristics. They are useful in addition to lube oil and fuel analyses.They can, however, not replace these.

The work includes:Preparation of drop test andassessment of drop test.

Sequence of operations (in lube oil sampling)

Dip a cleaned stick (glass rod or wire) which is pointed at its lower end intothe lube oil at service temperature.

Let the oil adhering to this stick drip onto filter paper and let dry for severalhours at room temperature.

Compare the filter paper with the samples shown on the reverse hereof.

Evaluation of the lube oil spot test

The spot test of a droplet on filter paper is indicative of the degree ofcontamination, the presence of water or fuel and the detergent/dispersiveproperty still existing. The state of the oil being used can in that way beroughly deduced. A spot test is no substitute for an oil analysis. Abnormalappearance of the sample, compared with test samples from previous oilcharges which had been in the engine for the same length of time, willindicate irregularities such as poor combustion, fuel or water leakage,

insufficient oil care etc. Figures 1 ... 5 illustrate the appearance of used,doped (HD) oils. A lube oil corresponding to Figure 1 is but slightlycontaminated, that of Figure 5 is spent to a degree such that immediate oilchange is necessary. An appearance as shown in Figure 4 calls for acomplete analysis providing reliable information on the condition of the oilcharge in use.

Doped lube oils contain additives for finely suspending combustionresidues and/or preventing these from depositing in the engine(detergent/dispersant effect). The dirt particles are smaller than thecapillaries in the paper are, which accounts for the pronounced flowingeffect in the external zone. As the dispersant effect is decreasing, dirtparticles coagulate thereby clogging the capillaries. The core of the droplet

has a dark colour. A radiant--like appearance of the margin is indicative ofwater or fuel contained in the lube oil.

Spot test sampling has to be done at the intervals stated (please also referto the maintenance schedule), drawing always at the same point from the


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oil circulating system with the engine running and collecting the spot testfilter samples in a log.

One and the same kind of filter paper should be used for all spot testcomparisons. The spot tests shown were made with the above--mentionedfilter paper.

Figure 1. Spot tests of dop ed lube oils -- Figure 1 but slightly con taminated/Figure 4 calling for analysis/Figure 5 requiring oil change

Fuel oil sampling

The spot test on filter paper provides information on the type of fuel, i.e.whether it is a distillate or a fuel mix. In the case of heavy fuel oils, theappearance of the spot test permits to draw conclusions on thecompatibility of the mixed components. It is advisable to make spot testsof every new bunkering charge, and to collect the results in a log.


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Cooling water Checking 000.07000.07


Record and assess characteristic values of operating media,avoid/reduce harmful effects.

Brief description

Fresh water that is used for filling cooling water circuits must comply withthe specifications. Cooling water in the system must be checked atregular intervals according to the maintenance schedule.

The work/steps include:recording characteristic values of operating media,assessment of operating media andchecking the concentration of anti--corrosion agents.

Tools/appliances required

Either use the MAN B&W water testkit or a corresponding testkit contain-ing all the necessary instruments and chemicals for determining the waterhardness, the pH value and the chloride content (can be obtained from

MAN B&W Diesel AG or from Messrs Mar-Tec Marine, Hamburg), orDurognost tablets used to determine the water hardness (Messrs Gebr.Hegl KG, Hildesheim), and

pH value indicator paper with colour checking pattern to determine the pHvalue (Messrs Merk AG, Darmstadt), or alternatively liquid pH value indi-cator or electronic measuring unit, and n/10 silver nitrate solution and5-percent potassium chromate solution to determine the chloride ion con-tent.

When using chemical additives:Testing means according to the recommendations of the supplier.Usually, the testkits delivered by the producers also contain testing means

for determining the fresh water quality.

When using anti-corrosion oils:Emulsion tester (Messrs Hamburger Laborbedarf Dargatz, Hamburg), andconcentrated hydrochloric acid.

Means for checking thefresh water quality

Means for checking theconcentration of additives


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Check the characteristic values of the water

Characteristic value/ Feature

Water for charging and topping up

Water in circulation

Type of water Fresh water, free of

foreign matter

Treated cooling water

Total hardness max. 10dGH *) max. 10dGH *)pH value 6.5 - 8 at 20C min. 7.5 at 20C

Chloride ion content max. 50 mg/l max. 50 mg/lTable 1. Quality specifications for cooling water (brief)

*) dGH = German hardness

The water hardness should be tested in compliance with the instructionsaccompanying the Durognost tablets.

Water of a hardness exceeding the specified limit is to be mixed with distil-late or softened water, or to be softened by adding the chemicals stated

below.The water hardness is reduced by 1dGH if the following quantities ofchemicals are added to 1000 l of water:

approx. 40 g anhydrous trisodium phosphate (Na3PO4), and

approx. 20 g anhydrous sodium carbonate (Na2CO3).

Important! The chemicals are to be dissolved in water, in a separate tank outside the engine circuit (in order for the water hardness constit- uents to be separated outside the engine circulation system) and subsequently be gradually added via the compensating tank, with the engine running.

Chemicals to increase the water hardness are virtually insignificant nowa-days because emulsifiable anti-corrosion oils are hardly used any longer.These chemicals only served the purpose of suppressing foaming in suchcases.

Indicator paper, a liquid indicator, or an electronic measuring unit is to beused for measuring. Make sure to observe the instructions given by therespective producer.

The pH value indicates the concentration of hydrogen ions and provides acomparative value for the agressiveness of the water. If the pH value islower than the specified limit, it can be corrected by adding sodium nitrite(NaNO2) or sodium hydroxide (NaOH); sodium nitrite should be given pref-

erence. Which quantity is required depends on the pH value found.

Add exactly 5 cm3 of n/10 silver nitrate solution (AgNO3) to 350 cm3 of thewater sample in the glass and mix thoroughly. Add 5 drops of a 5-percentpotassium chromate solution (K2CrO4). If red colouration occurs, the chlo-ride ion content is less than 50 mg/l.

If the chloride ion content is too high, add water with a low chloride content(distilled water or totally desalinated water) until red colouration occurs.Then check once again for hardness and pH value.

As far as the testkit of the supplier of the additive contains testing meansto determine the characteristic values of the fresh water, these can be

used.

Brief specification

Check the water hardness

Check the pH value

Check the chloride ion content

Testkit of the producer of the ad-ditive


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Check the concentration of anti-corrosion agents

Anti-corrosion agent

Concentration

Chemical additives in compliance with quality specification in Volume

B1, Section 3, Sheet 3.3.7Anti-corrosion oil initially, after filling in, 1.5 - 2 % by volume; whenoperating conditions have stabilised 0.5 - 1 %by volume

Anti-freeze in compliance with quality specification in VolumeB1, Section 3, Sheet 3.3.7

Table 2. Concentration of cooling water additives

The concentration should be checked weekly and/or in accordance withthe maintenance schedule, using the testing instruments and reagentsspecified by the respective producer, and in accordance with the instruc-tions issued.

A protection by chemical anti-corrosion agents is only ensured if the con-centration is exactly adhered to. In this connection, the concentrationsrecommended by MAN B&W Diesel (see quality requirements in Vol-ume B1, Section 3, Sheet 3.3.7) are to be adhered to by all means. Theserecommended concentrations may differ from the producer’s specifica-tions.

For reasons of environment protection, chemical additives are almost ex-clusively used nowadays. Emulsifying anti-corrosion oils have lost impor-tance.

The concentration of the anti-corrosion oil is determined by means of theemulsion tester by acid cleavage with concentrated hydrochloric acid.

The concentration is to be checked in accordance with the instructions ofthe producer, or a suitable laboratory is to be entrusted with the determina-tion of the concentration. In case of doubt, MAN B&W Diuesel AG, Augs-burg, should be consulted.

Brief specification

Check the concentration ofchemical additives

Check the concentration ofanti-corrosion oils

Check the concentration ofanti-freeze agents


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Engine or componentsPreservation treatment 000.14000.14


Counteract corrosion attacks,carry out/repeat preventive measures.

Brief description

Specific corrosion prevention and preservation measures are to be appliedby choosing a suitable corrosion inhibitor as well as the method ofapplication and by fixing the intervals between checks of the

represervation.This includes:selection of a suitable corrosion inhibitor,corrosion prevention measures for new engines and spare parts, andpreservation of engines and engine parts in case of shut--down.

Corrosion inhibition

Corrosion of bare metal surfaces is mostly caused by atmospheric influ-ence, its nature and severity varies depending on the prevailing climate(continental, industrial, marine, tropical climate). Corrosion occurring, e.g.in piping, fittings and heat exchangers due to the contact with residual wa-ter in the systems or air humidity is not readily visible and often remainsundetected until it becomes evident as damage occurs. The most commonmethod of preservation is by applying a protective coating to the metal sur-face, which must be appropriately dense and coherent, properly stick tothe surface, repel water and be insensitive to the aggressive media.

Even a most efficient preservation treatment will only provide protection fora limited period of time. Periodic checks are therefore indispensable toensure that represervation is carried out in time.

The addition of vapour phase corrosion inhibiting oil (VCI) has proved tobe useful for preservation of closed spaces. A characteristic of these oils is

that they continuously emit a small amount of gaseous inhibitors so that, ina closed space, a vapour phase develops which serves as supplementarypreservative if necessary. It is of importance, however, that the crankcaseis completely sealed and that the preserved Diesel engine or Diesel enginecomponents are stored in a dry, thoroughly ventilated room in which amoderate temperature is maintained.

Temporary character ofprotection


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Corrosion inhibitors

There are various types of corrosion inhibitors available to meet the spe-cific purposes and prevailing conditions. They can be classified as follows:

1. Corrosion inhibitor with solvent additive

This type of inhibitor consists of wax or oil on mineral-oil basis to which,

e.g. solvent naphta is added, and which can be applied to the metalsurfaces to be protected by dipping, spraying or brushing, without havingto be heated. The protective film forming after evaporation of the solventcan later be wiped off or washed off. If used for the preservation of theinside of the engine, the corrosion inhibitor needs not to be removed priorto putting the engine into operation, provided that the protective pre-servative film can be dissolved by the lubricating oil in operation. Suchprotective agents can also be used for individual engine components andfor external preservation of complete engines.

▲ Attention! The solvents contained are inflammable and may develop explosive vapours.

2. Corrosion-inhibiting grease

These protective greases are applied to the metallic surfaces by brushingor scrubbing. If the grease used is soluble in oil, and provided that only athin film of it has been applied, it can be left on the preserved inner com-ponents when putting the engine into operation provided, however, theengine had been properly sealed and dust or dirt were unable to enter.

Preservative grease on external engine parts or single components has inany case to be cleaned away prior to putting the engine into operation,which can easily be done by washing with an oil-dissolving fluid (e.g. Die-sel fuel oil). Care must be taken, however, to prevent the cleaning fluidfrom entering the engine and mixing with the lube oil.

3. Slushing oils

These slushing oils are mineral oils containing corrosion inhibiting agentsand can appropriately be used for spraying or brushing individual enginecomponents, or for the preservation of internal parts of completely as-sembled engines. It is also possible to run the engine, after it has beenthoroughly cleaned, for a short period of time with such a slushing oil,whereby efficient preservation of the engine’s oil system can also beachieved.

4. Corrosion-inhibiting dipping compounds, vapour phase corrosion inhibit-ing oil or paper are further products for the preservation of single compo-nents.

Preserving new engines and spare parts

Prior to being shipped, engines receive either a standard or a special pre-servation treatment in the factory. Special preservation is applied where itis known that bad climatic conditions will be encountered in transit or at theplace of destination, and when it is to be expected that the engine will bestored for a prolonged period of time prior to being operated. Provided theengines are stored at a dry place, the supplier of the anticorrosive oil guar-antees effectiveness of the protection for a period of three months as arule. For longer periods of engine storage, a represervation treatment be-comes necessary. Such treatment is described further below. Represerva-tion of the complete engine normally is applicable to four-stroke engines

only.1. Remove covers on crankcase, on gear box of camshaft drive and oncamshaft proper. Should bags containing a hygroscopic substance (silicagel) have been suspended inside the crankcase, remove these.


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2. Remove the valve protection cap and all the pipe sealing plugs (turbo-charger, fuel oil, lube oil, cooling water and starting air pipes).

3. Fill up the fuel and lube oil pipes and the nozzle cooling system withslushing oil; if a hand pump is provided, fill the lubricating oil system withslushing oil.

4. Spray the crankcase, all the running gear components, gears of thecamshaft drive, camshaft, valve gear, all the pipe openings and openingson the exhaust gas turbocharger with an ample amount of slushing oil. Ifpossible, turn the running gear by means of the turning gear or turning rodfor several revolutions and refill the fuel pipe with slushing oil.If the running gear cannot be turned, fill injection pumps, pipes and injec-tion valves with fresh slushing oil by actuating the shut-down levers. Makesure that the fuel control lever is in the maximum admission position.

5. If necessary, suspend new bags containing hygroscopic substance (e.g.silica gel supplied by BASF, D-67063 Ludwigshafen/Rhein) to precludecondensed water formation.Before doing this, wait until all the slushing oil has dripped down in the en-gine. Distribute the bags inside the engine, in tins with their open endspointing down. The number of bags placed inside the engine should berecorded in the logs to ensure that all of them are taken out before the en-

gine is started.6. Remount all the covers and seal the engine airtight. For this purpose,seal all the openings with grease-free paper and adhesive tape, and plugthe pipe connections with plastic caps or wood stoppers. All the gaps andbores on the engine are to be treated with slushing oil and sealed subse-quently because later cleaning would involve additional expenditure.

Important! After airtight sealing, it is not permitted to turn the engine’s running gear any longer.

Preservation of engines for shut-down

To ensure that the preservation is effective, it is essential that all the inte-rior and exterior engine components are carefully cleaned prior to beingtreated with a preservative. Maintenance and overhaul work should be car-ried out according to the maintenance schedule and recorded in the en-gine operating logs.

Steps 1. Drain all the fuel oil of the engine. The fuel oil service tank should becarefully cleaned.The service tank is topped up with a low-viscous slushing oil of SAECLASS 10 to 20 instead of fuel oil (e.g. Fuchs Anticorit 1); this willensure adequate internal preservation of the fuel-carrying piping andengine components delivering fuel.

2. Operate the engine for approximately 30 minutes with the slushing oilfilled in, to ensure that all the pipes and the injection system are filledwith slushing oil. Prior to engine shut-down, introduce a small amountof the low-viscous slushing oil into the intake pipe (of the exhaust gasturbocharger) by spraying.

3. After shutting the engine off, spray a small amount of slushing oil (ap-prox. 0.5 l) into the main starting air and control air pipes, too.

▲ Attention! Do not start the engine in this condition under any circumstances. Explosion hazard! Put up a warning sign, and purge the pipes according to work card 000.03 prior to the next starting procedure.

4. After shut-down of the engine system, all the pressure gauges shouldindicate zero. The engine has to be blocked against inadvertent turn-ing of the running gear. The turning gear should be engaged (if appli-cable).


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5. Preservation of the cooling water spaces is not required if a slushingoil had been added to the engine cooling water during operation. If achemical additive had been used, the cooling water has to be re-placed and a slushing oil is to be admixed at a concentration ofapproximately 3-5%, and engine operation is to be continued forsome more time. If the engine is going to be shut-down for a pro-longed period of time, or if there is the danger of freezing, it is neces-sary to drain the cooling water completely from the engine, turbochar-ger and the coolers of the individual circuits, making sure that thedrain cocks are constantly left open with the engine shut-down. Whendraining the cooling water, make sure also to empty the water spaceof the cooling water pump. The exhaust valves complete with cageand the injection valves are to be removed and emptied separately.

6. A corrosion inhibitor has to be applied to all the bare, external enginecomponents by brushing or spraying. This applies to the control link-age and the control rods of the injection pumps in particular. Theopening for the crankshaft in the cylinder crankcase is to be closedby means of lubricating grease.

Important! Engines that have already been operating and for which a temporary operation for preserving purposes is impossible may be sub-

jected to the preservation treatment described under ”Preservation of new

engines and spare parts”. It should be made sure that prior to preservation the fuel oil, the lube oil and cooling water are drained. Again, the engine requires careful cleaning of all its components.

7. Spray the crankcase with a corrosion inhibitor (e.g. Fuchs Anticorit6120-42 DFV or Valvoline Tectyl 51111).In addition, preserve the camshaft using a corrosion inhibitor whichforms a soft, waxy layer (e.g. Valvoline Tectyl 542).Furthermore, 5 - 6 litres of VCI oil are to be poured into the crank-case.

8. The silencer is to be covered with foil, and the exhaust pipe is to beblanked off in order to avoid that a draught passes through the en-gine.

9. The preservation is to be renewed every six months.


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Loctite ProductsUse 000.19000.19


Use of auxiliary agents,proper processing and mounting.

Brief description

Loctite is a liquid synthethic, which cures between narrow--fitting metallicsurfaces to form a tough, hard layer. Loctite products can be used forfastening, sealing and gluing. Selection according to Tables 1 to 3.

The work/steps include:proper assembly,disassembly andreassembly.

Preliminary remarks

The filling compound LOCTITE is a liquid synthetic which automaticallycures between narrow--fitting metallic surfaces to form a tough, hard layerexhibiting excellent adhesion to the ridges left by the machine tools andnoticeably improves the surface contact between two parts. It is availablein several types of different viscosity for various gap widths, for fastening,for securing, for sealing and for glueing.

▲ Attention! LOCTITE must not be used inside the crankcase as a substitute for locking fasteners, feather keys etc. provided for in the design.

In the case of screwed connections requiring tightening to a given torque,LOCTITE 222 and 243 may be used as the case may be, since thelubricity of these two products corresponds to that of the lubricating oil.

The curing time which LOCTITE requires can be reduced by adding theaccelerator T or by warming up the joint to elevated temperatures. For

recommended products, please see Tables 1 2 3 .

▲ Attention! The shelf life of LOCTITE is limited to approximately 1 year at room temperature. If stored longer, its properties will change, rendering it useless. Therefore make sure to note the date printed on the receptacle.

Operating Sequence 1 -- Assembly

Steps 1. Carefully clean the jointing surfaces using LOCTITE 706 quickcleaner (evaporation time approximately 3 minutes) or any other

appropriate cleaning agent to remove dirt and grease.


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2. If necessary, apply accelator T by means of a spray bottle and allowit to dry for about 3 minutes. The filling compound will cure morequickly if the accelerator is used (see the Table).

3. Apply a thin coat of the appropriate LOCTITE product (see Table) toone of the two surfaces to be jointed.

Important! Both of the jointing surfaces should be sparingly and evenly coated if the joint is a press fit or if the surface areas are comparatively large. In the latter case, LOCTITE may be spread using a

clean brush or a spatula.In the case of blind--end holes, moisten the walls of the bore to prevent the liquid LOCTITE product from being displaced by the air--pressure building up during assembly.The content of the bottle must not come into contact with metal parts prior to application.

4. Join both parts in the correct position.5. Scrape off and remove filling compound outside the joint using care

not to dislodge the jointed parts.6. The filling compound must be allowed to cure (refer to instructions for

use), then finish--assemble the parts.7. If necessary, heat the joint to approximately 120 C, whereby the final

strength of the joint is reached earlier.

Sequence 2 -- Disassembly

1. Try if the joint can be undone with the aid of normal tools and by handforce.

2. Should this prove to be impossible, heat the joint to approximately200 C and separate the parts (fire hazard!).

Sequence 3 -- Reassembly

1. Mechanically remove the old LOCTITE layer on both parts

completeley, taking care not to damage the jointing surfaces. Thelayer cannot be removed with the use of chemicals.

2. Degrease the parts carefully and reassemble as described underoperating sequence 1.

¡Tip! Cleanness can be checked by means of ultra--violet radiation.LOCTITE is fluorescent and even the slightest traces of it will show.


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Loctite-Product 222 243 245 270 272 275 648

Spec. number 04.10170 -9222 -9243 -9245 -9270 -9272 -9275 -9648Colour of product purple blue blue green red-

orangegreen green

Temperature range for use C 150 150 150 150 200 150 175Viscosity (mPa. x s) 90 - 180 200 - 400 550 -

1000400 - 600 4000-

15000550 -1100

300 - 600

Gap: optimummax.for threads up to max. M36 M36 M36 -

M80M20 M48 M20 -

M80M20

Strength properties: *)

Compressive shear strength 1) N/mm2

Initial break away torque 2) NmMax. screwing torque Nm

3 - 98 - 20

---

6 - 1414 - 34

---

6 - 1413 - 33

---

11 - 2025 - 5445 - 70

14 - 2018 - 2820 - 31

10 - 2025 - 5535 - 65

16 - 3030 - 5540 - 60

Curing: Open assembly timefor steel max. hrs.for nonferrous metals max. Min.Hand--tight min. Min.Final strength max. hrs.

245

15 - 3012

241

15 - 3012

245

30 - 6012

245

15 - 3012

24 245

10 -2012

241

3 - 512

Special KTW -approved BAM -approved high strengthproperties low

strengthmean strength difficult to separate

* 1) DIN 54452, 2) DIN 54454

Table 1. Loctite products for thread securing

Thread sealing Surface sealingLoctite-Product 620 577 586 518

Spec. number 04.10170 -9620 -9577 -9586 -9518Colour of product green yellow red red

Temperature range of use C 230 150 150 150Viscosity (mPa. x s) 800 - 1600 4000-8000 4000-6000 25000 -

50000Gap: optimum

max.for threads up to max.

---M60

---M80

---M60

0,5---

Strength properties: *)

Compressive shear strength 1) N/mm2

Initial break away torque 2) NmMax. screwing torque Nm

20 - 3520 - 45

---

5 - 139 - 25

---

10 - 2525 - 5530 - 55

4 - 145 - 13

---

Curing: Open assembly timefor steel max. hrs.

for nonferrous metals max. Min.Hand--tight Min.Final strength max. hrs.

24

560 - 12024

24

115 - 3012

24

6012024

24

13012

SpecialDVGW -approved

BAM -approved

properties

* 1) DIN 54452, 2) DIN 54454

Table 2. Loctite products for the sealing of threads and surfaces


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shaft/hub Plain surfaceLoctite-Product 603 620 307 3) 406 496

Spec. number 04.10170 -9603 -9620 -9307 -9406 -9496Colour of product green green yellow colourless colourlessTemperature range of use C 150 230 120 80 80Viscosity

working instructions 32_40

Documents