Finished Drawing] AKASAKA DIESEL ENGINE A34 Instruction book , & Rate Ae RR BM HF RB eZ AKASAKA DIESELS LIMITEDPREPACE AEABA Diesel Engine Wodel A34is : one ef the optioun diesel engines in the world thet ie designed to he wi for nerine propulsion purpose. truction Menual fer Wedel AY’ heals with an& metters of the conscruction, hendling, id maintenance of this engine to which operators me ere required to pay their speciel attentions et all tine: Any operators of this engine sre required first to read this Inetruetion Menual most curefully and, keeping im mind 2 lesson thet the life of engine ulways depends on how it is henSlea, must operate the engine aiwaye under itions so thet the speciel cheracteristica ye displayed must sufficiently. They are also required to pay their keen attentions:REP ACE, Ghepter 1 ce Section 1 Section 2 2.2 3.5 Section 4 Section 5 Section 6 6.1 G2 6.3 Seclion 7 Section 8 8.1 8.2 Be Section 9 a1 CONTENTS coauimecrene Bel General servers Engine operation wie.s. Stenderd for engine operation .. Leng kes ef engine . shenense lengthy shutdowm . Weintenance end i lengthy sh dorm Inspection of en eparetion for we 5 Cooling water sy ii abricating of] syaten teehee BoB. WOR GAL ayStem veeeseseaarde revives Mencuvering snd starting sir oyetem ---.-. Gauges -+ Triel run Starting Procedure for increseing speed «- Procedure for increasing speed on meiden voyage Stanfisrd procedure for inereusing speede in normal operation sesccereers Procedure for changeover of fuel oil st time of entering and leaving port Wateh during overation Condition of ¢ Hethod of n® operat. nding engine outgut Benge of cngine opere: on +. Cause end remedy of overtoraue - Remevel of moisture from inteke The relationshin between the vroduction o drain and inteke sir temp. -Section 11 aaa Ase Beetion 1? Section 13 Section 14 Chapter chapter section Section 2 Chapter > 1 2 Chapter 6 1 Stopping Of engine s+ erereereeeceeeceeres Stopping unéer normal condition Rmergeney stopping under running ..- lons to be taken after entering vert... 1 eutting-off Cau! Desi glow end overlo: cylinde g operations ., ERO wacuins accumu Low load oper: when effecting low lend operation, be careful sboul the following soins .... Comkurtion contre] and engine ad justuent Standaré for fuel oil selection .,, Puri ficesion pf Fuel Oilessaves cee of ineric. Syste Stendard for selection of Heintenanee sf lubriceting oi) Procedure for cylinder lubrication . L geer end inveke end exhaust velve « ricating rocker erm driving 4-10 Procedure fi Waintensnce of exhaust valve and imbake valve s+ 4-10 Handling of eutemetic lubricating. cumm..++--4-12 seeee eel gaa con of geoling fresh water .... Criterion fer cooling fresh water Brende of recommended enticorrosives +. Trouble od Remedy ef mrine Difficult of impossible starting s..... Shortege of engine outnut --- Won-smooth revolution +-ere-+r den stoppage of engine -.. Tmusual conditions oreurred on engine .pter 7 Seo Chapter 8 Section 1 Section 2 Section. Section Section Section 6 Section 7 section & Section 9 Section 10 1.2 10.3 Section Indicetor valve Overhauling end adjusting of engine... Tt Standerds for intervals of engine overheuls,.7-1 Procedures for han@ling, adjunting, overhauling ond assembling main parts of the engine... 28-1 BLE 8-1 Main beating. ... Hendling and adjusting of mein bearing., Process ef @inmantling main beering cap.....-8-2 2 Bed Procedure for taking out lower metal. thrust beering... . Procedure fer taking out thrust ped +285, Cylinder Lineresesesesee ccc eee ct eee eee BOB Handling and adjusting . ee seer aaa Bs Process of inserting and drawing out.........8-7 Fuel injection velve....s..s. 8-8 Hendling and adjusting......-4. sree BoB Brhawst velve ce... seeeeee ee see e e813 thed of dismantling overhauling exhaust velverss. cetera 8-13 Maintenance end inspection after dismantling. 6-14 fecing-up of the exheust valve. -(-21 B24 Aesembly and replacement... Discovery of demagee to exhaust valye.. Periodic inspection... Air intake valvesssc.ee.s cece ee Starting sir valve....... Crank shaft.. Handling end wajusting. Crenkpin bearing; Connecting rod..s.. ing of crankpin bearing. ...... Connecting rod....... Pete ete e tee eee eens Hand Caution at drawing out the piston.. PistonessseusV1.1 Handling end edjusting... 11.2 ‘procedure for inserting end drawing out fone cee ngs. process of megsuring the piston ring Process cf measuring the pist for wear 24.5 Procesure for drening cut and inserti: tae misten COWEree ee. Section Fuel injection oump..... z Handling djusting. 12.2 Procedureot 12.3 Overheul: ew sting off fue aasembly.... ergeney =epsir of turbocharger end eect GO Overation...-.-., Ghepter 10 L 2 ening min bOlee+erers 3 seat cud needle lift-....Capter 1. Coneral Keninal Mode) AOE Type: + oy Ma sing’e ashing teunk 9 ae Wiese! Engine with exaust gas lurbaedurger aad air evoler. 2200 Continuous wax out oy ingine saeed= 270 humser of eyLind Celis 40 Piston stroke ea Mea siatan speed Max. pressure in cylinder 136 Rean effective preesure BOS Crerle 16 Revalutionsty direction of eran shaft clock Cylinder firing oder om i ise Ireve flyuhee! endAe Ey Chapter 2. Engine operation” * Seetion 1, Standard for engine cperetion l,l Standaya press. and temp. for water end oil init: Tenpe “C 2 Presa. kg/cm” aafowabie | Alarm Norms! temp igi he : Be and, fatarl saute ETae sin.| wax) differen- | tenpl — [preaa, dann yrange ia f on | oFr | | Press. 2,2-3.0) [7] 4.0 - 1S | Bz 7 Bearing end piston tet | 50-50 | 20] 59 55 | 50 dub. off Heeb. Belew els outiet] aso | — | 65 i) 69| 6a | Fress. 051] 2:0 se 0.5) 0.8] = | = eylinder ~ = _ = ae cooling - = | Helos water ie . 85 aD Co 8 20) 2.5 pel vil j go-100|} 65 “Fisch xi Poss ge-105 | go Poant : fe. Lect qedueine 3 . ale ane Press. glo) 4 14 is ae Tenp. 40-50) = | 55 “ wile fa [os Turussharger | Outlet : ~loT. cool, mater temp. =| air eooler | piyuy . wg) 2 Je wee water Ereets OT * | [stazting a . 15) 38 8 air pees | 2 Mole: dlarm values are shown for zeferrencesSet: 2,1 Wainter 1. Seepir © valves, ne ng cil eves 2 eng: 6. iesining the fuel oi] service tenk. nce ond inspection after Lengthy sbwidowa Waen aterving lhe engine ufter lengthy ehutdewn, extensive overa ling, ens thore: rei » Clean ang inspect the en: nfizmed thet, Ube id net be eterted before it 5 ag red Check tne el belts, and crank pin beating for tightness, an: t I also aseertain the: split pin, tapered pin, deWel pin and etc. are secured in post 8) Boaring ake sure 3s(1) Gooling water systen 4, Examine the fresh water for the specified density of the rust evantive contained in the water. Refer te Chapter 3) Rake gure thet ne or sea w inod in the fresh Water. (2) Lapriesting of) aysten Rese sediment frow the Tubriestinp cil car. Keep in cporation the purifter imtill forelen matvers and water have boon eampletely renaved from lubricating oll. , Anslyze the lubricatd ng oil, and meke gure that’ Ube of] 4e identical with peelfied, paying special attention to its viscosity and rio standerd for selection of lutricating oi7 Wéntioned tion 1, Chapter 4 of thie mannai, &, Remove flushing oil comptetely after fluéhing has been finished. Clean all ihe strainers, and reyove air fron then, der lubricating oil systen a. Make ou re that the iebricating ol] is identicel with the brand by When Susperting for La iuuricater bby hand, inder liner, ty ani meke sure that ihe flowing out of the diner’s oil port. Clean the strainer. 1 oil systen Blow off the service tank, by Hxawine the feel oi] for property. lie sure to mengure ita viscondty at tao different Lewerstures, Refer ta Standard for Selection of Fuel, nol, Thenter 3 and renove sir from it,(y) Starling air system pure the ale end uxhuus kay dryin vant valve P21 Aperating the ses wees downy fbum che Ger iston lived thrash the WU, Leds inhs thu upper vover, wed muke cure th reseins 99 foreSection 3, Inspeetkon of Engine Prior te Sepurture and Preparation for Starting ln $.2 Cooling water ayatem L.ASgertein thet £11 the walves are open. Fs Regulate the water pressure SsFest the cooling water 35°C in cold seston, Be careful aot to slart the engine in cold condition, DeRemove air the from cooling water, G. the exoling woter quantity should be kept constent, and the water donpereture show’ ¢ be adjusted by alteration in the anount of fresh wala r passing through the cooler, waich ean done through (he partic closing end opening of the byepass vélve. 3.2 lubricating of) systen 4) Systes Iubrieating of] (1) Seb the Tubriceting of] pump in motion efter it bas bean ascertained that various velves ere open (2) Regulate the iubricating of” = BG afer, the crank case dos (3) Op and chose if airtightly after it has been aseertained thet all the bearings are supplied with ample oll.(4) Supply 011 manually to the waneurering eyster ané Linking, lubricator Griving gear, starting air velve, enc auiamatie sterting eir stop valve (erence). 2) Ageker em Lubrication {1} Make sere of thas the rocker em beating, and teppet sre supplied with ample cil. 2) Mate vure tat the exhqust and intake valve bush te snppliod with cmple 3) Cylinder lubricator Before ening the engine, turn the cylinder iubricetor mapurlly 50 times, 3.3 Fuel of] system 1) Waen PLarting the engine, use diesel atl, For the property of the oll, please refer to dection 1 "Standard. for Selection of Fuel G41" Chapter 3 this manuel. 2) Prine the fuel of? systen 3) Priming, procedure (1) Set the fue) handle in the "SIU?" posits z 3 e stop valve of Lhe diesel oil service tan, end oper the air eseape eoek of the fuel cil inlet duplex strainer. And close the cock after the oi] has begun to flow Without any bubbles comin Revove air from the fuel oll piph Raggve sir from the fuel ofl = njection pump. Set the fuel handle in Max, position, and pul] the fuel contro} lay shaft more than 20 of the fuel injection parp rack stele. (6) Set the piston to prime in the position *iottom Tesd Center."3.4 Manewering and st ting air syster Keep the indicator vaive open j Gren: Ube fuel injection pump, linking ané the starting air valve for sticking, (1) Cheek eure of thot ne tuning gear is cil gaged. (2) Set the fuet (5) Close the most valve of the air resrex Lr completely. 2} ascertain thet the eulematic svarling air stop valve iz net in sbnomel condition, end thal there is na leakage in the starbing sir systen. 3.5 Gauges (1) Make sure with the gauge board thal pressure of the cooling wat briceting ofl are within the range Spscified. aeAKASAKA DIESEL ENGIN, Sectién 4. Tris) fun After ciner reps're heve been completed, the engine showle be run by neune of sterting afr only for trial. . Uisencege the turning goer. 2. Cpen the indicator velve fully, 3. Set the fuel handle in the position "SICF". 4. Cpen the starting airizoot vive fully, eid mace sure of the starting Recheck the pressares ef ihe component purts vith the gauze board. &, Make sure of the blade angle "0" of CFF. 7. Perform air operation Open the intemediste valve ful: Hoke sure of thst the engine starts to rim by pushing the button of starting air pllot valve, and no water or of1 does epoul out. 8, love the indicator #8 completely 9. Operetion by fue? oil. Please sefer te Timm 6, Suction5. 10, Check the pressure guges of the engine imediotely, after starting the engine. 47, Return the fuel handle te the position “STE” if nothing is sbnormal. 12, Incasethat there 3s an interval beliven the completion of tril run and the starting of ihe engine, carry out turning in the followine a. losing of the starving air root valve. b, Star r dt has ng of the turning gear 6?AKASAKA DIESEL ENGINE Section 5, Starting senguge the turning gear, and get che lever in position by ned ns of Le pin, Gheek all tte preveure in the gauge boars. ase the indicator valve, 2, Mure eure of the blade angle "oO" ef GPE, 5, Open the internediste walve fully. . Bhart the engine Turn the governor handle to the position ef "20" of the senile, and mave the fuel handle ta the position of "15" of the scale, Fush the starting alm button, and eontrel the engine speed by means of fuel handle to tum the engine excessively When the fuct dees not start burning, retuen the fuel handle to tho 4 position "STGP" , end repeat the aperetion for starting. 8. The Lengity air operation of the engine for an increase in svarcing +: revolution jn an attemp: to obtain aure combustion ef the fuel cools noide,thus causing the fuel to become herd to start, G, dfter the engine has been operated on fuer nthe adjugtnent knet of the fucl handle for obteining the intended engine spesd. 10, A care should be exercised not te keep the engine rinsing long in the Tenge of critical speeds which cause torsional vibretion.Section 6. Procedure for Increasing Speed en vayoge (Reference) 6.1 Procedure for increasing speed on mi 1. 4m attention should be paid to various varta of the engine for heat generstion, and elso to the moving parte for noige, z attention to the temperatures and pressures of 3 partsonhite eed is on the increase. 3. Refer to Section 2.2, Chapter 4, abowt the emount of eylinder oil to be consumed on meiden voyage. First inspection of _exheust valve a RB eo a Ss ROR about 168 (1 week} 200 5 S 2000 Running hour (h) Notes: 1. This chert will serve as reference for a procedure of incressiag gpeedg on meiden voyage. Therefore, in case of en actual voyage, @ decision is to be made in sccordence wth the con@itions of verious parte of the engine. 2. The vange of eritical seeds that cause torsionel pretion should be passed throgh ee scon ee possible.6.0 Standard procedure for increasing speeds in normal operation (Reference) Gyl. jacket cooling | pee . water iniet tenn. | 9? © OF 99 System lubricating “yore aeaeee Diesel oil Heavy oil Running hour (n) en6.3 Procedure for chanpaover of fuel oil et time of entering and leaving ture ef Tucl of] can be obtained when the vissccity @] injection velve is Cron 70 te G0 seconds, The most suitable value of the viscosity varies somewhat with the kind of fuel of] used. (aiel heating end cooling of the fuel ai] 4s apt to cause the fuel injection pnp to stick. Therefore, a cure should be taken to evald sticking. ‘The changeover should be performed in the fellowing ways. Notes: (1) Operation of changeover should be performed quisck: to prevent the fuel of} from flowing backward due to the difference in taxk head at the tine of valve operation, (2) Renove sir repeatedly fron the fuel ofl heater, strainer and fvel of] piping syste while operation of changeover Ls poing on there is a fear thet vapor rocking will oc:lL. Changeover from diesel 01 to heevy oil This table shows the case of IMF No. 15 fuel oi1 en@ heeting temperature varies with the kind of fuel ‘il used. Ouerestl Oneratien on diegel oil Operation on heavy od: condition Chenzeover veriod from diceel o41 to heavy ofl = eee - | Heating rate + nemp-| niet vothen thie ceusels deterioration in combustion ye (B.7, No.1 40 see) | through heater | | Heating heavy oil | dl(enting temp. Sea | for tenk.) ae 3 |Full close - Full oven Sitenvy oil } p—— fu_onen i suvrianone 4 | 1S). | = Pe : i | i 1 \ Jat mein | Diese? 41 { tot _Heavy 041 ‘engine inlet | | | | Bi Heating rate: 27s] [Nested by heater st 2 per 1 min. | r mele engine inlet e 90-90°C al B | (Heated by heater | ee BOLO | at main engine inlet) (Ra, Tos] 70-80 gee | fot fuel injection adag0° yelve inlet) 0° ‘am 20¢ or lower ne Gligh tems, eanses fy | a —“Frqectiot mans to etick)2. Changeover from heavy oi} to diesel oil This teble shows the cese of Ivf No, 15 fuel oi] ond heating temperature varies with the kind of fuel oil used. Operation Ouerating on heavy oil Operating on diesel oil condition Chengeover period from heayy oil to diesel oil Diener 091 | 70 pany through Heater si (nenp. ob #2 nedn engine inlet 70%G (R.W, No. 1 40 see) me (set at 70°c) ps ain engine pm inlet} i [Heavy of2 100-110" and over Temp. drop rate: 2°¢ por min. s | 1 (0 edjiat heater et mein, z Hong Torso \Ge | engine inlet) | injection valve Na. 200 nee} jinlet Slpiesel ofl | Bull _opem _ us i i )_ Pull close fe E Et iB | lat mein engine weave pit Diepel 41] [bist | meng. drop rate: 2°C ver : i Lmin. ( To adjust heator et fai main engine inlet) \ | (esha var | | iL | 80-90" ¢ cara! mem: dren rates 2°0 ner High temp. en 20'C) ymin. ( To adjust heater | ceuses fuel oy lowem gt mein engine inlet) injection ung bo sttokSection 7. Watch during operation In order to keep the emooth operation, opermting datas are msde out certeinly et cvory watch,and the following items must be kent eying attention. 1. Take out the drsin from the fuel oil service tank and settling ten at every watch. Clean fuel oil end lubriceting oil streinera at least once or twice each dey inspecting the dirtiness of them. 3+ While the engine ts running, keep the xechenicel ventiletor for the engine room alweys in operation. 4. Fay attention to the color of exheust gaa. (1) Im apite of the load unchengea, When the exhaust gas contain contains the periodic black emoke, there is the event thet unusual combustion occur in either cylinder. (2) In event thet the color of exhaust gee turns in white end gOmetimes while the engine is rummine, there is oreasionslly s leakage of weter through the turbine casing. { The other: Refer to Section 6.6, Ghepter 6.) attention to the moving portions Inspect volve driving gear, fuel injection pump driving gear and other moving portions. (2) Check to sce whether the main bearing end crank pin bearing, pisten pin bearing are rormel or not by touching ie crenk case cover with herds. (A) While anying ettention to the color and cusntity of the mist from the mist vine, aeke sure whether there is any leakage of gas from the piston. 2> 156. Pay ettention to the sound (ay (2) (3) (4) Pay ettention to exhaust valves ong fuel injection Pay attevtion to Fey ubtention to Pay attention to inteke end the operating sound of Temp. onorating sound o the operating sound of opersting asund cf turbochargersa i action 8, Conditions of Engine Operation Method of finding engine output Engine output ie obtsined from Terque factor chart ( npund to the records of shop test inspection)Output ratio (9%) Hange of engine operation ®& Operetion under the theorsticel propeller low line is bes! o 7 80 85 9G 35 200-104 106 Engine speed ratio (st) @ : Ronge of most recomendable cperation (©): stioweple renge of chert period ¢ Alloweble renge st sea triel ge is the wost recomendedle using, however the5.3 Cause and Remedy of overtoroue hanee of Hull's a prenerty: Change of ine of IRcuporary Witn the ilepse of years Temporary Wath the lapse of years with the lapse of years enue Effect of draft, trim, wind ction, force, waves, aurrent, etc. +Pouling due to ettaching of marine life (Zenecdally, when oc ship is steying in port |-pouling-due to attacking of | marine life (Fepecially, | when @ ship is ateying in port for a long ueriod of time) + Deformstiotion of shins hull -pfrect of lengthy service, / such on thence in surface roughness - routing due to atteching of marine life Effect of locel drformtion Temporary | due to shock ceused by Reneir of ships hull Propeller blades eut short -Washing of } proveller Renewal or repeir of. of propeller driftmeed, stranding, ete. nitch -Effect of deformation due te propeller brades wear and te: ‘Proveller uige ie exceseively large t the ne of produc ho o Reogir of propeller, or | cut short |-vroneller blades | cut shortSection 9, Remy of Moisture from Intake Air WAR high, the intexe cir tha hin the humidity of the etao: cooled by the wir cocler contuins much drain, The-ajr ‘ntske valve seat is effected, and apt to be Worn by the drain, The production of drain depends on the relationship between the texperature of the air cooler outlet end engine room. Therefore, it is sdvissble to operate ihe engine With the drsin valve of the air copler and air intake manifold open, usually end slightly, and maintain the temperature of the air cooler outlet 5 te 10 ngher am the engine room tomperats ‘The relationship between the production of drain end intake air teupersture is given on next page.9.1 The relationship between the production of drain and intake air tomp. ——"——— } 0.8 ua/en? 5 ETRE Ee | Intake air pressure eu Gage lative: humid. qe 25 25 30 35 a0 a5 50 xe air temperature (°c) Bo 24fon 11. Stonping of Engine Stopping unger norms] con@ition At least 30 minutes before the “arrival STAM esel oil. chenge ever the vorxing PO t9 “net is, s¢f up such a condition that, whenever the "STOP order is ¢ ne obeyed. Tn on sonling of the engine, if given, is sévisabkle so move the fuel con ually toward the "S/OP" position, Nerrivel STANT ren, lower the order is g! engine speed gradually from the service spesd to the SUARD-SY speed. After the supine stop, the punp is normally operated for abowt 30 winules unti2 the piston temperature settles dor If the lubricating cil eireut ion ie stapped with the sion high temperature steys as it is, carbon deposit tenis to bo Porwed in the piston « oling chamber. After he engice slop, oven the indicstor velve ané perforn the aip (vbout siz running, refer to B item, Section 4, chapter 2)moy gvopning under running If it ia necessary to svop the engins# rapidly, move the fuel control nendli iftly to the Stcr’ position. Aven though she etwine is stepped, the ope cooling mimpe stené—by lubri conta ued a5 exgine is of stop switch must be mounted S udesible, therefore, 30 ing thet ston swite! Of course, however, 2 Sch should not be used at time ocher then, tine. 2-23412, Cautions to be Taken after Entering Port engine! fiyen Une indicales valves yerfon. a1 siz run more then wee [two or three Savolutions exe tame} ose Lhe be stop Valve snd the valve of the air tank. Perform turning the engine for atows 30 minutes “ith the turning gear engaged. Turn she eylinder Tubricalor duting turning engine. ascertaining the ne verpeneiore, open them end tn: (to prevent explosion, the door shauid not ‘ao opened unidl 10 minut neve ps after the engine stoppspe. pane. SAopping schedule of cooling pumps Terperulure diff. oe hatwarn Pump’e nore stoppin valve at cooling % cylinder jeskes cooling water abou: 30 “in33 Jon 43. Dead Slow and tverload, Gcbiingse!? eylindess Operetians eW oner ae Wher ihe engine ie operazed et iru Speed ur Light load, th following ig te be noted. The eembustlen chamber we]] wil] be eooled excessively, therefore, and lubri¢ peralure of the cooling wuts ng 1] should nol be too om, Overload operation The engine can be operated under she everlead condition for the linited period of time, Hawaver, it showld nov be gperated mider the overload condition as fer as possible. Never chunge the position of cwerload stepper. In the overload operstion, particular cautions should be given to the follang. The overload operation should be iintted to 10% of the rexinir uous rating, and should not exsend 30 minutes. degree of averlosiding can be Seen fram tie Pack of the fuel jection pump, the exhaust gas tenperature ai the turbochatper inlet, the turuocharger speed and imax. Outting-off cyliners operation Tf ane or several cylinders are in trouble, stup the engine all and repair the engine so-thet if cen mun, under that o power!nl as possitle, However, in such a cuse that, for the convenience of ship*s operation, 4. is inpossible to stop the engine, the only renedy is to continue the engine operation with the FU for the troubling eylinders out off. Tf such imperfect operation must be continued for long period of time, ibis necessary te fix the Yack Tod of the FO pump at che seme side to prevent sticking of the purp plunger. 22.If the etep velwe located et the pump inlet is closed for 2 long time,pay attention not to ceuse stickis Ee top val ‘In the event of cutting off the FO, safe operation a be considered by Lowe: the cn. Cherefore, it is adyiseble not te close thet fer instance, the speed of gine so thas ning eylingers will nob peSection 12, Low Load operstisn 1.1 hen ng lox lose ope about the following note wure to use diese oll. overacooling of the wall of contstlen chawber affects tke combustion, keop ihe temperatures of the cvslling water and 10 always et © proper welues = co not cool down than excessively. Jackel cooling water inlet tenperature .,, cver 50°C Main engine 10 Gnlew te-perature ... over 35°C Inbake oir temperature ... do not cool excessively (om e the anount of the alr ocoler cooling water) Oylindes lubrisating of] swunt ... reduce it . nh -27Chapter 3 Combustion Control and Engine Adjustment Seetion 1. Stendard for Fuel Oil Selection (1) It is necessary to select the fucl oil whose combustion leaves less cinders behind. (2) Viscosity is a basic facter for determining the combustibility of fuel oil, and ite stendard value is to be 70 to 80 sec. BLN, No,l at the fuel injection valve inlet. (3) The heating temperature is to te determined in accordance with the relation botween viscosity and temperature ea shows in Fig. 3. ns a Auproximate standard: Dieeel oil ~ 40 Se edie ofl fo ~ oo °C 3 Heavy ofl #0 ~120 %¢ The following chatt shows the stauderd for fuel cil soloction. oo |cosity, Redwood NO.1 sec Vi Pig 3-1 50° Viscosity- Temperature 35 ——— = — 1oo°r Sh Pe AP PP AP OP BE 3G? a Temperature (°C)ity - Temperature cific gravi: Be Temperature (°C)sion 2, Puflfication of Fue? C12 Poel of] is to be cirewlated theouck the purifier between the sarvice bank and Ube rettllng tank, 2, Wiesel ofl is stso to be part of the purifies J te ve purified &5 to be from t/3 te 1/4 ef the purifiers capacity, (Flease refer 4c the tustruction mamunl for tbe purifier, ) The proper heating temperature is from BO'C ty 86° the Lonperature higher than the above will cause water to evaporate instead of senarating it. 5. Ib 3e troomended thet fuel of] additives or emuieion brasker be added to the fuel of] of Tox quality, (The amount to be used from 1/2000 to 1/5060.) time of the fuel wil = is to be frequently cleaned at 1) melden voyage or just after the ship is ont of the dock, 7. The service tans and seiiting tank are to blow «: ast once during every watch, should not be ixed on the skip, mixure tends to produce a large smeunt of sludge. See water shovlé net be put in the fuel oil tenk of the double bottom as bellaat. 10, The fuel ofl which contain sea water showlé be purified edding fresh water ty the fuel cil. fon i aeCharter 4 Iubrication control Various kinda of lubricating oil for lubricetion systens are shown in the following tablo, For the setails of the standard aroverty, waintenauce, ete, of euch of the lubricat. @ oils, plesse refer to eapective Sect Yable of lubricating oils Tassel - . ps assification) ysannnity | a Noueeenes nee Viscosity Remarks Syetem Equivalent a tyre (Alkalinity: 20~30 mg KOH/z) 2 | Lubricating for the marine internal ; SB SAE 30.040) ; 4 | fest a camer combustion engine) Gylinder Equivalent (for the marive internal } lubricsting | ga 40 combustion engine) es | Alkelina | Hind of fuct of 21 — a | Diesel 042 [2e~ 30. | (30~ 40 O~ 55 3 SAB 3 ystem lubricating oil * urbine oil or eystex ubricating oil | Turbine oil or system lubricating oil Marrs System lubricating oil | 6 |lubricating | oil 7 |furning motor | ‘Universal prease ureecharger Enuivalent . Turbine of} He, 140 or No. 160 & jlubricating san 99 Wweses —1s5 veces) I is . System lubricating oil \ E+ es = [Sovermor Turbine edi Ne. ees antes TE gs Hubrieating 5 LISD VG6R) a ee system la pricet ina oilSection 1. System 041 -l Standard for selection of system oil The lubricating oil for the marine internal comustion engine, which is of the HD type (alkalinity: 20+ 30 me EOl/e) equivalent in viscosity to SAE 39, is to be the svandard of the syetem oil = | Ther Flash point APL | Thornastebili: 2,2 Maintenance of ayatam of] 1. Bystem of1 is to be subjected to cherical an: hres months to prasm ite proverty (espociely its alkalinity and insolve). #, Limitation of system oil use Yoteal acid mg ROH/g Aluelinity mg Z0H/@ I olve (N-Hexano) ALA ter content Note: The limitation mentioned above meane the marim allowable limite that are recammende! 7 end the r= ' nNDil, even if deterioreted more than the above values, is seviceable, tut ig of no sdvantage m the atend point of mrintenence- to the eng: The weste oil collecting al tke tank tottom and in the sireiner ia sure ta be removed. sion of syatem oil, cement of deterio ng surfece of the pigton of th the adv: eurbor ndheres to heed, resulting in the burn:Section #, Gylinder Lupricst ng 041 The combustion and amount of the oy: ger lubriceting oil sped ere the ceciaive fsctora for the wear of the piste: ng eo! ly upon avpropriste select: néer lubricating of1 and 2 ving so the good opersti curt ugad, PL Stan Diesel ei1| TMF No.15 aa on HD} Ha Flash point “2 2200 > 200 ve , 25~163 iscosity re a ~ = aa Alkalinity aD 55 Sulshur cel ay “8 1 The cylinder lubricating cil should have the meat suiteble viscosity, and earesd sll over tre cylinder euniforsly, foruing strong of1 film pon it, ae 4 produce as littl other substance as e, snd its ge shewld be fiowlty. noft and can he removed without 3. Is should cause sticking of the pigton ri eset least depecit on the exkaust valve. i 4, Te should have high pereontage of elxalinity to prevent sorregion duc to ine fuel oil of s quality.ae 1 Frocedure for cylinder lubrication dnaumt of Lubricant; anit g/psk (In esse of dmity of 40 mg at initial . . Stage of woyege __ 0.8 Ne _ fe course of nor: oyage 700 2000 (yp Famning bour — (h} Th is recomended Lost diesel ofl be ased at the initial stage of voyage; in thal. cuse the cylinder lubriceting oil with lew slkalinity to be used, Tn ease thal the piston ring and cylinder liner are renewed, 2 Slightly exeesy mount of lulmicact is to be supplied uni] their rubbing surféces beoome perfectly faced up. The final supply of lubricant is to be adjusted in strict sceordanty With the cutditions ef the piston ring end cylinder liner.(1) the of amount reculeting hendle Turning the 011 emount regulating handley set to the desireble position among saree holes end to punch holes which exist on the oil emount regilating flange. If so, the adjustment of the «11 elements ean ve made by one touch, O11 amount reguleting flange Os6ee/at (slaniand position). 0.22e0/5t eat “The ebove amount shows at scale of imo Relationship between the handle position end oricating retio is to be refered to attached teble 4, (2) The 9i1 amount regulating knob In order that the adjustment is mege usually with the oil snout regulzting hendle, the of1 smount regulating mob ig used little. However, it is used in ca of adjusting the some elenente. If the ob is turned counter cloe wise, the knob is 4 to the direction of lager ccsle value end the ricrving oil emount inercase. Please, refer to Fig. 4-1 on the next page.aM 2200RS CYLIBIER CLL COWSUPTION KEUI ; =f eet ENGINE-SPSED (xpn) {S05 SNOTSE-OUSPOT {pa} Tel race SEO 250 240 220 220 10" 280° 600 fe 1090 2 80G 2006 fae HANDLE FOSTION2. Cauti lubricent ary instructions for devermining tae emount ef (lj Vith the supply of high-elkeline eylinder lupriesting oil (£0-55 mg KOH/g) in lerge enount, suhstence Cao is eyt ta he produced after a it tends vo csuse the exhaust wulve to trouble in cas rs the velve a © Gents. md Go cvtached on the nigton Lesa ratch inAer liner. soKeLines give: (?) The kept wet. Liding surfsce cf the cylinfer liner is to be he ton ring is to be kent wet. (4) The rubbing surfaces of the piston ring and cylinder liner ure bo be lubricated to the extent that the glorsy. be kept slight: surfaces o: (5) Ascertein thet the sludge etteched te the tiston ig ithin the loweble limit. - Sotewerthy voints on lubriceting cil amount oil emowtt is mese ad knob of Tac eGjustment of the lubricating ith the of1 em wnt regulating handle lubviceter. That ig, the #éjustment is mede by ob. andle and onereting these Furthermore, e5 to the detxile of herdling of this lusriceter, wreich will be sup this boo:4. Geutbionory index lubricstion ‘ There fontions pum the lubricator nendle by nend. Hees the cylinder jacket evoling weter warn. P/(2 denertine surnine Durn the lubrisetes mesually inmedie 5 engine sterling turning engine s 2 During e engine é . Irene in through the sight gl lubriestor Lements ci asouresely wet end 2 someunet ! | | rjail is « insuPfistently or | cover | [ejrak-ieetse ip running ov engine. | ine for | ip el Sy T)Tsewcesion 0 coves of “og. 1 and 5 ubyieetin, got vot with cil after the engine hes stopper, theugh her Gry dua to the lubricating of1 during oxgine onerstien, After ope be waz diffion!Section 3, Procedure for lubricating Rocker Arm Driving gear and Intake and Exhaust Valve (automatic Lubricating pump) Imbricasion of the rocker arn and intake, exhaust valve stem is of grest importance for the functioning of the intake end exiaust valve. In ubrication causes the dequate ake exhaust val stem to stick, and damage to the racker arm bearings and a: o causes early breakage of the tappet. 3.1 Mainte: ee of exhaust valve and air intake valve 1. The lubricating oil quantity consumed for the valve stem which is found ean be judged by the amount of carb rent fo che valve stem when the valve ix op ened up for insuoetion. A large amount of carbon adherent to the valve stem means the excessive cupsly of lub. oil. 2. amount of lubricating of1 consumption Recomtendable smount is se follows. 3, Tt ia necessary to operate the lubricator for 20 winutes pusk the instant feed button for 5 minutes before sterting the engine, 4. In ease that fuel oil > the use low quality is use of lubricant with low alkalinity is apt to cause the ‘ush to be subjected to sulphuric corrosion. The following parte ‘ ahould be cleaned every 2 months (1) Flow unit is to be dipped into the light of1 2 hours,(2) (3) (4) and blow eff with cleaning air. Pipes between flow unit end velve is te be cleaned, too. Oil way in rocker arm is to be blow off with cleaning air, The suction filter of the lubricator is to be cleaned with light oil.& Hendling of sutemstic luovicator Ll. Autoratie 1: icator ‘utter ubrice+e marmally f minutes before starting che engine ruining. position of tne cam a es not appeer at the de. > wwo minutes efter starting the mever, the motor revolution ig in reverse. (2) Connect she pizise to the 4 tne plug Teceted on She upper pert of sxe ané exkeust rogker amis.(3) While preesing the instant feed button, confirm thay the plug hole on the upper part of the air intake and exhaust rocker arm is filled with ofl Cheek to see if there ia any leakage of oil througn each connecting point. z Normally, whe: ting the putp operation, presa + feed button for a guration control by cam type. The timing cam.nechaniom consis Ss of two profile cams, one cf which may be rouitioned over the drive sheft, and the oth er over enother shaft at eigth plsees coaxially. When operated, they adhere closely vo each other by syring foree. The amount of discharged of] may thus be varied in cigth stages inpaceordance-with get leeation and tine of cams wich comtrel neceseary levers. oi1 amounts Zo vary the oi2 amount, pull the imob of the movable can toward you, set one of ita apecizied mmerical velue holes to the pin of the fixed cam and release the knob. In this way the fixed and movable cama will operste together as a single mit.3-3 Plow unit Acgording to the principle of orifice, as long aa the earance between the body and the rod amé also pressure, tempere ure, #he. ere constant, the flow rate‘is also constant. In other words, it is possible to cblain u desired flow rete only by changing the between the hady and the red, To ensure smooth operation of the flow unit, alwsya poy attentions to dust, foreign matters, etc. which aed Nonretura valve Serie Plug — O11 ¥ilter Flow voit ney leg the unit. Also, since this unit ie also a very precise, handle it very politely when reaoving or fitiingChapter 5 Control of Cooling Fresh Water Criterion for cooling fresh water Pure water (distilled water) or city water is to be used. Especially, when the cooling water is acquired overseas, & care should be devoted to the water quality; and chemical enelypis is to be made as soon as possible to make sure of the following matters. Total hardness element : 30 mg/l or less (2s Cad) G17 ion + 100 ppm or less 50,7 ion + 50 ppm or less Some anticofrosivea require further contrel of weter equality. If anticorrosive with the value higher than the criterion should be used, the anticorrosive effect is reduced greatly, or the deposit produced from the anticorrosive is apt to be made into scale. (As to the analysis of the water, please consult the maker of the anticorrosive.) Brands of recomended enticorrosives Chromate anticorrosives which have been widely used is poisonous, and cannot be used, and so it is recommended that the following brands of the nitrite anticerrosives be used instead of chromate anticorrosives.¥eker neuter tanderd for water quality IPPON YUKA, FOGYO CO. LTD. 3000~ 3500 Total hardness element pF 30ne/1 or tone 2800 3000) (as ceo) t —J@1” fon + 1o0ppm oF less SQ, jon : 5Oppm or less 7000 ~ sac] 4 pees, keoaver fan. co arp. | 28093009) Ira THO - ° i. CO. 2 1000~ 2000 tS Ls ae - ORTCRIN KURITA 2000~ éo90| The 2bove standara is to wee, 1-172p jinp. Irp., be Birictly obs Total bardnees eleaent Ong / er les: Ped0~3000] * 30a‘ (as Ca0) CL” Son : 50 pyu or leas SQ" ion 5Oppm or leag Drew CEMICAL EGRPORAT ION A great care is to be taken not to exceed ihe sbave criteria. 5.3 Control of cooling wa 1) Density contrel of anticorrosive Wnea adding amticorrosive, be sure to dissolve perfectly @ specified amount of anticorrosive in a separate tunk beforehand, and put the colutien in the cooling water system. Circulate the sclution fully in the cacling water system, and make e check on the cooling water when 1 fu considered that the density of the em; thie y is p specified. In general, density io reduced in anticorresive hes become uniform in the s. check in to be cede to onke sure that the den: just the Check io to he asde frequently (at jeest once a Gey) 3 itial stage of fresh water ud on, and go a and more anticorresive whould be added, if necesuary. Teter, the density becomes unchungeable, and so you are to kmow fully the tendency of change in density for the future eéjustment of the coount end interval of anticorresive eédition. a24m long es the dencity is steady, a check 4a to be made ence a week or once in tro neeks; the proper density is te be confirmed and recorded in order that the recoré can be cerviceable for early detection of abnormal density if it should eceur in the futur Incidentally, the reduction in the water quantity in tion end - the cooling water system due to evap! leakage should in that case a care should be given to the 4 2 wade up for in proper menner. ity change of anticurrosive before and after the addition @, and the tendency of of fresh water end entleorra the additional water quantity fe to be confirmed. 2) Control of PH The PH velue of the cooling water is to be kept withic value is not within athe range of 8 to 10. ihen thie renge, the anticorrasive effeet will be reduced, aad ao simultaneus check is to be made on beth the “ density and PH velue of the anticorrosive, When the PH value is less than.8, caustic acda is to + be addeds and when the value 4s sore than 10, fresh water ja to be added after the cooling water has been taken out by 10 to 20%. 3Y Qual Quality to make cure’the standard mentioned in the preceding meintained. If the water quality iz out of control of water sis ts to be nede at leust once a menth item z) the standerd, the cooling water is te be renewed. In ‘ever, the water treatment can be made by thet case, keeping the anticorrosive density high only for a short period of tize, but it ia vnaboidable that the Geposit produced from the enticorresive may colleet or that the anticorresive may be wasted. Noter The proper use of the cooling water additive has « erent effect upon the fatigue strength of the engine's component yarte, such ns cylinder cover ete. For instence, supposing that the fatigue éngth in the sir is 100g, it ie reduced to 62K in the air without oiditive. o35.4 Henowal of cooling water -The toteal-amount of the sooling water ig to be ranened in the following cases, (1) Seawater otxed with fresh weter due to the detaged fresh water cooler. x (2) A new brand of unticorrosive 1a uscd for the firet time, (3) There erose flonting matters ané@ sediments an the _ S0eling water system, (4) The cylinder jacket cooling system ia to he renewed avery other year, though it depends upon the eontemination of the cooling fresh water, 5.5 Others -(1) the deasity neater which the ticorresive maker recontends ig to be used. (The density meter #41] not be supplied by the engine maker.) Inciéentally, it is recomuended that the sapling of cooling water should be periodi¢ally vent to the enticorrosiye maker for measurement of the enticorrosive density, which 1s necessary to muke sure of the.accuracy of the measured value dn the ship. ten (2) Existence of floating matters in cooling water sy Tm the case that the cogling water is left ne 4t in at an mimagpherie temperature for @ long period of tine { sbout 10 cays ar over), there come into existence Tloating catters which are like geletin or line jelly dn extreme cases (a kind of mold}. Once the flouting satters cane into existence, 14 {4s inporsible to extinct them even through the temperature end Girculation of the cooling water, and on the other hand, the anticorregive density will alee be red: z da sone cases. In the erse that the enoling water een Ieft out of use S reduced after tt has me, the Lotions of the heed tenk end suap nnd the cooling mater fs ta tenk of be renewed. cooling wat(3) Discharge of cooling water the discharge of the cooling water fn. the tay or harbor will, in,some cased, Yesults in the violation of the public nutsance contro) regulation (chesicel oxygen requirement COD). In that case, therefore, please consult the anticorroctve zak € treatment of the cooling water. . x about ¢ (4) Clogging of cooling water passage It is conceivable that the cooling «ute: anoothly lecally in the passages exhaust valve = does not Ylow - In thet ease, the deposits in the cooling water collects gradually in the pessages, thus resvlting in clogging - the pessages completely. Therefore, a upeetel ©” consideration fa to be given te the contral ef the anticorresive in the cooling water-system.sble end Reaed, Chanter 6 1 6,1 Difficult or impossible starting a) Crank shaft does not rotete Cause Starting air pressure is 400 low. Seat of the starting ai: control valve is defective, iming of the starting air control valve ia incerrect, Starting valve is defective. Airtightness of wir intake and exhaust valves is poor. Resistance of movable parts is too bigs (1) Seizure of piston and liner (2) Seizure of main bearing, - stk pin bearing ond camshaft bearing. FO service tenk is empty. Mein valve of FO is not om Air is wixed in the PO pine. Weter is ro, Remedy, Fill the air tank with the air until pressure is 2() kgfom™ or over. Qverhanl the seat and lap it. Overiavl and eorrect to the value indicated in the Shop Trial Results Table. Inspect and reps Overhaul, lap, revlace or correct referring to Shop Trial Results Table after wmlosding to the shore. Inspect, amend or replace with a new one. Inspect, amend or replace with 2 new one. Pill the tank with FO. Open the valve, Beflate air through the air vent. liminste water from FO or replace YO with a new lot.PO strainer is clogged. Wear of pump plunger. Injection timing cf PO pump is incorrect. Poor setting of FO valve injecting pressure, Sticking of FO needle valve. FO contrel handle is wrongly positioned. Considerable wear of FO cam. Improper FO isused. Poor fitting of governor link te the governor. 6.2 Shortage of engine o a) FO supply is short: FO pressure is low. PO strainer is clogged. Air ig eolleeting im the FO pipe. b) Delivery amount from FO pump is sho Weer of plunger. Foor conditions of delivery valve and spring. O11 is leaking through FO injection pine. e) Poor operation of #0 walv Sticking of needle vslve. 2 lightening nut is Leoge, Drapsing sf injection preseure. Clean the strainer. Replace. Readjust the timing referring to Shop Trial Results Table. Roadjust to regular pressure, Replace FO valve nozzle. Reset the handle to correct position. Replace with a new cam. Check and replace FO. Readjuat. Increase the pressure up to the regular value. Clean the strainer. Deflate the air. Replace plunger. Perform lapping or replace. Additional tightening of box nut. Replace. Retignt. Readjust the pressure.Breaking of FO valve spring Clogeing of nozele tiv. a) Poor *: Poor timing of fuel injection. = Replace the spring. - Clean or replace. ing of fuel injection: ~ Reudjust referring to Shon Trial Results Table, e) Something wrong with engine body: Compression leskage due to defective sents of intake and exhaust valves. Compression leakage due to sticking of piston ring. Onening and closing timings of inteke and exhaust valves dequate. £) Turbocharger i fective: oiling on the blower side a serious. i Filter is too dirty. Turbine side is too dirty. g) Other reasons: PO in use is inadequate. Poor setting of governor setting, Too mach soiling of air cooler. Non-snooth revolution Plunger sometimes sticke. Breaking of wlunger spring. = Overhaul end is; = Overh: ring. ml end replace piston Rendjust referring to Shon trial Results Table. 1 Water—pouring cleaning or overhaul cleaning. Olean. Overhaul and clean. Replace, Overhaul and clean. wrong with delivoyy amount from #O pump: = Overhaul and clean or replece mgere — Replace epring. OnDemege of delivery ¥: seat. Ay is collecting in PO systen. either FO cem or erring Nozzle tening nut is Loose. ¢) Governor is defective: Poor sething ef Jink. Adjustmeat of governor is poor. 8) Others: Damage to mevable Part. oly is stopzed: FO service tenk is empty. FO strainer is Logs: eter ig mingled in Pe, } Rmergensy stot system ever—runnin, ~ Lop or renluce enew ~ Deflate the air by performing the prin - Replee. valve: ~ Re @ the FO valve nenzie. Rowleee epting. the gett 1 3 He Reud just link syeten. Overhaul ani reed jus purip. - Readjuct referring to governor instructional xonuel. Inenect and read j ar nm stoppage of ensine ~ Fill the tenk with Fo. = Overhaul end ¢1 th « - Revisce FO v new lot.c) Other ressons Seisure of piston, liner. Seieure of main bearing, crankpin bearing and or cam bearing. 6.5 Un a} Rumni ed rapid Something wrong with governor. FO saju a ting systeo is chive. Led b) Noise ts en Connecting rod bolt is loose. Plywheel bolt is loose. Poor gearings of gears. c} Knocking sound is emitted: FO injection timing is earlier. Injection pressure of Valve is too low. Bresking of ¥0 valve spring. Glearance of each bearing is too much. 6.6 Too mich amoke a) Poor operation of #0 pump Flunger is defective. o = Inspect end ual conditions cceurred + Insnect correct or replace anew, = Inspect and correct or replace anew. on engine a correet. correct. addition= bolt. Inspeet ally or and tighten replace the Inspect and ti¢hten addition— ally. Inepect and correct backlash. ~ Readjust the timing referring to Shou trial Resulte Table, - Readjust the presaure to the regular pressure. Replace spring. just or replece anew. Inspect sna correct or replace anew. 1Delivery velve seat dc - defective. Injecting emount is uneven. = Injecting timing is poor. - b} Poor operation of FO valve: Nozgle is clogged. at Sticking of needle valve. = Off-nornal stomizing. - After leakage or. carbon - posit is formed at the tin. defective: is very dirty, Turbine side is very dirty. a) oth Gverload. = Garbon is accumlating on - the inteke and exhaust valves. cooler is dirty. 6.7 Uneven loads carried by the a) FO pump ig defective: Maximum pressures sre uneven. = Wear of plunger, x Inspeet and correct or replace anem. Headjust rack scale. Readjust referring to Tria? Results Table. cleaning needle. Clean with Reedjust the valve or replace i Inspect nozzle and correct or replace it anew. Lap needle valve or replace it ener. pouring water o> and clean. and cless. the load.” Deercase Overhaul and olean. Clesn, cylinders et the initiel ignition angle to the value shown in Shop rial Results Table. Replace anew,Brouking of dlivery valve apring. Delivery velve seat is ngled in the pump. &) FO valve is defectives zie tip is clogged. Necdle valve is sticking. Breaking of spring. Poor stomizing. woxgle tightening nut ip lense. Replace encw. Perform Lenni Slesn. Correct or replace. Replace. Correct or revlace the nogzle of FO valve. Inspect and tighten 44 additionelty.Chanter 7 Overhauling snd Adjusting of Engine Section 1 Standards for Intervals of Engine Overhauls Nours very |Tb0_ [1500 3000 000 ya, | ay «1500/3000 ~-6090-22000 | Draining ott = | Fuel injection valve ake valve Turbocharger (Water eleening) | Sxhaust velve LTndisator valve wicating eysten Oo Autonalic siarting air stop valve Starting air valve Fuel injection vunp aft driving gear | air valves for maneuvering gor box __ coil! Every parts of cylinder cover| ey ery parts of ais cooler |Sterting air control valve | | Gear of engine fore end eylinier note in nexe page.Notes During the initial stage immediately after the ship went into commission, various strainers tend to be clogzed by dust. During such initial stage, inspect the main moving varts suck as piston, liner ote. wvery 200 t9 409 ran hours. Always check the piston rings and Miners. If there ia no cutting or sticting of rings and things are moving in good conditions, it will be rogsible to run the engine continously for 4,000 to 5,000 rus hours. After the ship went into commission, meke inspection and yerforn lavping when the ship's run hours arrived at 509 to 700 hours. Check to see if there is eny leezage of ofl or elackness. dure of erpining off mist pips 4. Open eléahtly ve, look et te peep hele of kozper and erein off only w = In cese dad, oflChapter & Frocudures fer Kandling, adjusting, overhauling and Assecbling Main Farts of Sugine Section 1 Main bearing 7 Ld handling a ba refered co fitved er have 2. Make a cheex on the ofl eclemraves with the tkiekness gauze. Clearance in over the it, renlace vein Dearing metal.Process of dismantling main bearing cap. Perform the turning of crank shaft to the position as Me. B Place " FLATR " on the ani of crank shaft (as Fig, 3) Fix " EYE PLATE " te the buaring cap, Fix " SUPPORT "to the wall of the cylinder column, Lift up the main bearing cap by " LTR". Puy ihe mein bearing esp slowly. Slide th in bearing cap on " PLATE " snd teke out it from crank case,1.3 Procedure for taking out Lower metal 1. after taking out the main bearing cap, insert the pin into the crankshaft, and turn. the crankshaft "AHEAD" direction. 2. Bb inserting the lower metal, do in the reversable order of the sbove procedures.Section 2. Thrust Bearing 2.1 Frocedure for taking out thrust pad (Following figure shows at the built-in tyne)Section 3. Cylinder liner 3.1 Handling and adjusting * 4 check on the inside surface *Measurenent of The inside surface is smooth and glossy . In case that there 1s 9 scratch, make a it good with the use of the buff, end remove the flesh or stripping with the use of an oil atone. + Make a check on the packing surface. Make the surface smooth, if necessary. Bore gauge wear Bore geuge _—— Seale Bagic’ geuge Measure the inner diameter in the two different directions of P-5 (cam side — exhaust side) and F- A (Bow side - stern side) The standard wear-ratio is as showt + below: Special cast iron Liner: 0,05-0.10 mm/1000 run-hours “A check after drawing out . See if there are pittings. A cheek on the oi} port. Renew the O-rings every time cylinder liner is overhauled.3.2 Process of inserting and drawing out 1, Cautions at drawing ont (1) If it 4a desired te draw out a cylinder liner, first Place check marks on the Liner and the cylinder and then draw out. (2) Tn the event that the lubriceti mt is mdopted, do not forget to remove the lubricating bar.Section 4. Fuel Injection Velve 4.1 Handling and adjusting In a couple of voyages, the fuel injection valve is apt to be damaged by the seale in the fuel injection valve ia to be subjected to the injection test or fa ug after the e for 200 t0 409 hours in the first quent vayages, the walve is to be after the engine has been service are to be fuond ap "carbon flowers". Im case that sulphu pining. Therefore, the has been in service voyage, and in cubse~ dram out and inspected for 750 to 1500 hours. See if there are pittings ric acid corrosion ia initiated, the cooling water inlet tem— If the thickness of the corrosion is 1 or more, replace the tip with a mew one. Fuel injeetion test The nozzeles are to be cleaned in case ‘het they are clogged, and the nozzles perature is to be raised. in case that there are Tn cuse of gap leckege, the cylinder coyer packing surface is to be faced un, and the bolts tightened securely * If the heat of the fuel injection pump is generuted con- siderably er umieual shock which cannot be felt from other cylinders is felt when injection pipe is touched during operation, in many cases, the clogging of the fuel injection valve ip the cause. If cuch is the casc, make out the indientor diagram and it will be found that, compared with other cylinders, the pressure is dropping and it is possible to make sure that the fucl injeetion valve is clogged. @ 1 coProcedure for fuel injection test (Refer to attached table 3.) » Injection test Fuel pressure is to be increased slowly, tnd its pressure is to be measured when beginning to spout. + Ataigation test When the fuel pressure become high enough to open the valve, tho handle is to be pushed hard two or three tines to see if the fuel is etomized uniformly and is not dr: + Pressure teat The pressure is to he left ob the regulated pressure, and the time required for lowering the pressure to the other regulated pressure is to be measured. Injection test Gonnecting pipe Fuel injection valve Atemization test 1. Atemizabion is to be uniform, It is related’te needle valve movement and noszle side. 2. No fuel of] is to be dripping. It is related to valve seat surface. Fayer2.Nensurement of needle valve lift The needle valve lift increases due to repoated facing up of the needle valve, and so its lift ie to be measured from time to tine, and replaced with a new when it came to the limit of use. » Standard and limit of use for the needle lift are +o be refered to attached table 3. Pisl gauge + Adjustment of valve Needle valve (#" lift is diffienit to Cy make ina shin, It is Asp recommended that the Wrench adjustment be made in Nozzle ~ the shop. 3. Process of correcting the contact surface between the fuel injection valve body and the nozzle. In case that the contuct surface is discoloured or that the dowel pin hole is expanded, facing-up is to be made for correction by moans of the surface plate. The fuel injection valve body and the nozzle arc never to be faced up Logether. Be cautious of ais— oe colouring around oil « piel port, Be cautious of expention around dowel pin Process of facing hole. up 4. Cleaning the nozzle If the nogzle is clogged, clean the nogele holes with the attached cleaning needle. * If the noszle diameter Lu J | beeomes LO¢ more then that iH J) of g new nozzle, renew the nogele tin. Attached cleaming needle 8-10Procedure for facing un nozzle Do not perform the re-lappirg ef the injector nozzle on vourd the ship but, if re-lapping is needed, commit it te neker'g hand or special factory. In the evews, however, thet the facing up should he done on bears (1) First lep p of the needle veive with carborundun No, LOOd snd next with “Pikel" sad finely (2) after find: ning feeing-up, the needle end cle sre to be cleened by meens of light oil, snd their insides are to be made clean by wesna of compressed eir, Lastly, drip the negzle end the needle ysive in to lubricating o41. (3) The needle valve and the nozzle ere f: together, end so they are not to be mixed up with other ones. 87116. mM (2) 63) (ay Process of sssemblying Wesh up all the parte with oil, and clean it by blowing air. Gleen the fuel oi) passage of the valve body with great carc. Over-tightening of nousle mt deforms the needle valve seat causing poor injection end after-irop, Tighten it by one hand with the specialized spanner with it fitted with a pine of about 1 meter length. The tightening of that degree seems to be nroper, The injection test end the pressure test ore to be conducted after ascenbly ia finished,Seetion 5. Exhaust Yelva 5.1 Methed of dismantling and overheuling exhaust valve Procedures for drawing owt the exhaust valve 1, the fixing plate ig to be secured in position, The valve bedy and the valve seaz are to te kept in tight contact with cach ather te prevent ccoling water from leaking into cylinder. 2, The exheust valve is to be jacket up by meane of the supplied jacking bolt. The threaded section of the jacking bolt ip to be screwed down securely. The exhaust valve is to be ii Fixing metal peste Retainning Do hot strike with the hammer directly Jacking bolt Valve boay How to remove the cotter. jacked up on either side alternately to preve inclination.5.2 Waintenanes an@ inspection after diamartling 1. Valve box Be careful. about the following items and, if possible repair the condition, Iubrieeting groove Cheek tw use #f the oil hole is clages! Ef possible, clean the hole with either wire piece or gimlet. oem Use the O:375 designated by the maker. If any flaw is found on the O ring, replace it with a nent 0 ring. 8-14 Plug Check to see if there is any leakage of water. Ir leakage, it may give the cause for the seizere of we The carefulA)-L Hydraulic test —_ | | or air 1 | | Set bolt {hen 7 Blank cover — Onring 8-15Maintenance of the conical section The demege of the conicel section is permissible up to a large extent. That is, the depression of about one half of the contacting width is permissible. ere are any yrojection fue to the return of a large crash flew, attend that part only, Im the evewt thet because of the corrosion, damage, ete. that extend over the over=12 ith of the contacting with, the penetration ef gas can obviously be expected, and alse im the event that taere is an extreme discrepancy between the conical urfaces of the cylinder cover umd the valve seat, perform lapping. However, in any case other than the above cases, treat the section in prineiple.4. Cotter Ascertainment of contact: The contact of the cotter can be rightly measured at ‘the oblique plane of the cotter's top and bottom sections. Nomal, Abnomal \ | eer Contacting surface : In this condition, the cotter should t be replaced with a new one. Kethod of fixing cotter: (1) [t de recommended that the combirtetion of the cotter, the spring, the cpring retainer and the exhaust valve shoula not be changed as far aa practicnble. (2) In case where the combination is changed, or where a yew part is used, the proper contact should be ascertained after facing up. (3) It showld be ascertained that the cotter ie above the 5 iner. ing ret5. Exhaust valve (1) Valve guide ond stem Measurement of water: A visual inspeetion should firs be conducted. 4s to the exkaust valve stem, the outcide diameter of the rubbiag section points on all sides by As to the valve guide, is to be me ed at several means of the microweter. the imner dismeter is to be measured at several points on the top and bottom seetiona by means of the inner diameter dial gage or the slide crliper. Keep the oil groove The clean. 1 | valve guide beyond the Inspect for serateh Make @ “color” check, if necessary. Owring Use the O-ring whose materials have been designated by the maker. If any flan is found, replace it with a new one. / Ps permissible limite should be repls Ib | i = Corrosions occur sometimes slaniwise slong the cooling water chamher of the valve body. stem is to be overlay-welded after consulting with the engine naker.* Sometimes the Gianeter of stein is worn out and it is necessary to repair it by plating chrome or metallicon of stainless steel. However, if the grinding before the revair work or the heat treatment after the repair ia nov in guvd condition, there is a cese that the valve stem is broken, 8-19(2) Dye check on the overlay-welded section: As there are cases that crackings take place at the overlay-welded section, it ie recommended that the valve seat be given "Dye chock*. Grackings K Overlaid material (3) Measurement of the valve stem deflection ©) The deflcction of the valve stem is to be measured in @. the following manner. @ The grinding machine or the lathe may be used. Face plate The deflection at nould uot excred 9,02 0% The deflection at ¢ Je net exceed 9.93.05.3 facing-up of the exhaust valve 1, Determination of grinding proper or not Meas Overlaicd materiel is to be measured by means of the ment of overlay-welded material apecificd template; and in case that the section at the point C is more than wear limit, it should not be used. (refer to attached table 1) Valve scat Valve stom iC 6 Pemplate Template - Even in case that @ is Tess than weer limit, it should not be used when the overlaid material (stellite) is Little. The boundary between the base metal and overlaid material should be visible. Base metal (leat-resistant steel) erial (stellite}Se Facing-up Facing-up is to tbe carried out affer machining. In carrying out facing-up, special attention is to be called to the following matters. (1) The valve stem and seat which are actually icsmbived with each other are to be used in facing-up. (2) Red paint is ta be first spplied to the valye stom and seat to make sure of their outside contact, In case that the contuct is not satisfactory, the combination should be altered or machining should be carried out a : 4 a valwe seat should be shout 80f f of totel sesting width Prom outer side af 4, 80% The contect at the all width of contact surface would be for satisfactory contact. The contuct surface of valve and permisible but the contact et the inner side shoulé be avoided. (3) after facing-up, the contact should be checked by: means of ré@ paint. . The criterion for the contact is as skown below. Remedial treatment An order should be placed with the engine maker for the Remedial treatment of the velve stem and the overlay- welding of stellite te the valve stem and seat.eedure for facing-up the exhaust valve Pra Spring retainer E 5 2 a z Ey 3 aand replacement ntained parts must be used for the casembly as noted in the item "Maintenance and inspection after disi antling". Replacement 1) Clean up the cyl. cover hole and the conical seat face to scrape and remove out any earbon or dust around by means of the seraper. 2) When replacement, be careful not te insert asd carbon or dust.on the conical seut. 3) Never coat any liguid packing or oil on the conical seat, keep it as the eon plete metalic contact. 4) Around the O-ring provided to the upper part of the valve ease, coat some grease and sarap lnen replace the cage imto the cyl, cover hole, receiving tray (furnished)3. Tappet clearance (1) The clesrance should be adjusted to stendard clearance (refer to attached teble 1) while the engine is in cold state or nat in operation. (2) It is desire a be manuslly turned ie that the tazpets a round Withut difficulty while the engine is in operation. (3) In case thet there exists en excessive clearance between the valve stem and the mush, the valve stem expands waile the engine is operation; and a care should be given to the clearance of the tappet cleerance Tt cat be waruslly durned round without Tappet clearance difficulty. (4) Inspect the tappet clearence every month pericdiecelly adjust it if deviated. B4. Lightening of bolls (1) Tightening is to be carried out in accordance with the turning angle of the nut with the use of the shocking (?) gmat start to carry out from the ch is fully tightened by aingle hand with bar €20 un length. st tightened. Exhoust port (3) Is carrying owt the final tightening, start with the bolt on the opposite side of the exhaust port of the valve. (4) In tightening the bolts on the both sides, the bolts shoulda be alternately tightened more than twiee on cack side; and in that case a care should be tsken not to : tighten harder on ome side than on the other. P (5) The standard tightening torque; refer ta attached gable 2. (8) Match marke are to be given on the bolt after tightened. (7) [t is recommended thet the bolt showld be tightened Ty a fow days later, & oDiscovery of damages to exhaust valve Exhaust gas temperatur The exhaust temperature first whows signs of abnormality due to the datages to the exhaust valve. Ib is usual that there geeur, an exhaust temperature rise in the nder with damaged exhaust valves. In some case, cwever, there scours an ex t temperature rise in e adjacent cylinder which belong to the sane exhaust pipe. Abnormality of compression presaure: wi nm Gunages advance to gore extent, the compression pressure is reduced, Thia cam be determined by compari~ son with that of other cylinders after tutcing the indicator diagran. Noi: The engine revolution is to be reduced to "dead slow"; and the extsust valve noise should be checked by means of the listening bar. When thers exists the demage to the sound of the gases passing through the d warts ig audible. Reduetion in tappet clearanc: In the case of the demszed exhaust valve, the tagpet elesrence is reduced rayidly due to the temperature rise; and the temperature ab the top of the valve etem alse rises. (the Abnorm pre of cooling water pune led tyge valve scat) ‘he ease that even the yalve-geat cooling weter5.6 chamber is damaged the cooling water infiltrates into the combustion ges and the cooling water pimp pressure is difficult to remain constant. In that case, the lack of remedial treatment will result in the corrosi e infiltration of of the engine parts, cooling water into the turbocharger, the damzge to the a due to turbocharger bla attack, and the breskage f the blades. Periodic inspection Some of the exhaust valves are to be subjected to inspection approximately 500 hours after = ship i et tL placed in service. poetion should be eerried out within 1,900 hours after a ship is placed in service. The second and subsequent ins pertiana should be curried out st graduelly prolonged intervals. the facing~up is to be carried out at tha following intervals, though the intervals of the facing-up depends upon the fuel used, the load and the reuté on which to put the ehiv. wo 1 nN 0 1Seotion 6. air intake valve. tightening bolte is the anne with exhenst valve bol! We du cooled the susly eveseary The process of valve, an air intake re the valve cage cormally contracts. Shereforg, it? de te tighten each mut bolt {that is Tilting the velve) sdattionally about 5 to 10 deere.Section 7, Starting Air Valve 1. Grease-up sufficiently every three months. 2. Open up the starting pir valve every six months, and check the contact surfaces between the valve stem and thea valve body and between the piston and the valve body. 3. When gas is leaking between the valve stem and the valve seat, the starting air branch pipe is warm, so it 1s advisable to feel it occasionally.Section @, Indicator Valve a) (4) () (6) CH Unless there is the leakage of gas through the seat ion, the indicator valve works satisfactorily, owever, when FO wilh much sulfuric contents is used or when combustion state is poor, the seat section tends to be corraded by sulfuric acié. If such is the enne, therefore, it is vreferehle to inupect the scat section frequently and adjust it by lapping. Procedure for make out indieater diagram Be careful not to place face or hand just above the ingicator valve and loggen the lack nut metal. Turning the handle counterlockwise, eause ges to spout out Zor severe] tices te blow off the carbon deposit or water on the gas path. Turning the handle fully clockwise to Sten the = spouting of gas perfectly. Fix the indicator surely. Make out (collect) the indicetor diagram under the conditions thet the handle is turned fully cowrterwise, viz. by opening the space fully. At the completion of the collection of indicator diagram, turn the handle fully clockwise and reuove the indicator. If the hendle ia not turned fully (viz. to the extrene end) clockwise, leakage of gaa will result and such leakage will demage the valve sent. turn the lool gut tetal clockwise und lock the handle. oo t ulSection 9. Crank § 9.1 Handling and adj & 1. Rough surface of the journal and erank pit When inspecting the crank shaft, way special attention to ite rough « rinee, Grind the eran shaft by means of oil stone, end make ite surface sucotn. 2. Measurement of the cronk shaft éeflection (1) Mes surenent is to be made in the state hat a ship is eaoty. The draft and the cngine room temnerature are ta be recorded at the sane time. (2) Grank shaft deflection in to be measured at five positions. (refer to attsched table 1) y loaded ar Deflection at TDC __ (ene point) flection gauge Deflection at BIC (awe points) a gauge } Deflection ut port side (one neint) <=... Deflection at f starboard side eh (one point)Section 10. Grankpin Besring; Connecting Red 10.3 Handling of erarkpin bearing When tightening the crankpin bearing bolts, each bolt should be tightened in sceordance with the resular tightening torque, (Refer to attached table 2) If many unevenncsses or serstches are found on the crank journal, perform the lapping of the crank journal. Regardless of the conditions, replace the metal. and volt every 29,000 run-hours. Comecting red Rezardless of the conditions, replate the connecting red bolts every 20,000 run-hours. Cantion at drawing out the piston Tm stich case that piston is drawed out, there are many cases when the iurning the engine is performed with ihe crankpin bearing fitted to the crenk sheft as dt is. Then the connecting rad bolts should be kept to upward. In the event that the coumecting red bolts are fitted facing downward, there may be such a case that the bolt Lente. hits the hottem of the bed plate and breaka theSectio a1.1 1.2 mil. Piston ndling and adjusting After a certain priod of ramming time, piston head and suirt is to be separated, and mete a check the cooling surface of the piston head. In case that the cooling surface in covered thickly with carbon, make a check on the eystem oil and fuck injection syaten. Procedure for inserting and drawing aut the pis ~~Lifting bolt Serew in surely * Woon overhauling the pixton, attend to the following. a) (4) Be cereful ‘about the wetness of the piston head and skirt. The apiimum wetness of the piston is such that the underside of the top ring is just wet with Check to see if the ring groove ie causing stepped wear, Check to see if lubricating oil is leaking from the piston where the head and the skirt are fitted to each other. henge the Q-ring if there is that. feck Lo see if there is any indication that lubricating oil leaks out from the piston pin cover. Change the Oering if there is that. 8-342.. Process of inserting the piston _- Inserting emide tet Process of removing the piston ring. + Four removing tools of the siston ring are to be used to renove the piston rings up werd. Ring removing tool 8-3511.3 Frocess of neaguring the piston ring Le Mes ve the thickness T and breadth B of the ring. Thickness T is to be measured at three points of a, b amd ce 2. Measure the cut end W of the piston ring with use af piston inserting guide. Piston inserting guide 3. Thdte down the measured value as show below. (mm) aT)4. Ae for the piston rings, repisce the ringu that arrived at the wear limit only with new rings. It ia not preferable to shift the rings im the lower groove whose weer is couperatively slight to the upper groove view of the fitness. Instead of maxing such on the upper groove with ifting, replace the rin =B7 Oo11.4 Frocess of mezsuring the pi ing groove for weer Process of writing down measured values Thicmess gauge h~-Nessuring to0111.5 Procedure for drawing out and inserting of the piston cover 1, Process of drawing out Drawing owt tool Nut Bolt a istonpin cover * Set each tools ws upper figure, and fit the bolt by the spanner, and jack-up by turning the net. a ‘roceas of inserting O-ring Inserting guide we | Pistonpin cover t a “5 ‘ Ma * When inserting the pistonpin cover, always incert it using the furnished speciel frame. on I a ecSection 12. Fuel Injection Pump 12.1 Bandling end adjusting 1. Adjustment of fuel £ (2) (2 ) > ection timing The cam shaft of the cylind to be adjusted is to be placed in "Injection Start" powition. Adjustment is to be made by mesn £ the adjusting bolt untill the lime on the plunger guide 25 union with the fucl injection starting line on the hole, However, then the line which is marked on the plunger guide should slwiys be visible through the fuel injection pump window, within the range, when the cngine turniag. It is not necessary to adjust the rack seale of fucl injection pump except for some special cases. When, adjusting, however, first loosen the bolts for the rack aad remove or insert the washer, Such increasing or decreaging of the FO pump rack Seale skould be done wiex the engines oyeration is ata stop. Do not increase or deerease during she engine is running. Difference of rack seale on the each cylinder a@justed within 1, if it is set over ‘than 2 the engine may not be stopned. to 1 o2. Procedure of priming (1) The rack ia to be placed in the position of m=x, seule, (2) The booster pump is to be operated, and priming is priming handle up and down to be made by swinging ti until fuel oil contsins no bubbles after the fuel valve side cap nut of injection pipe has been Looscne: Fuel imjection puap Pucp block—~ ‘Priming handle 12.2 Brocedyre of cutting off fuel oil Fuel oil is to be cut off when the engine is operated with sowe of the cylinder cut of use. (1) The rack of fuel sump is to be fixed to the position of zero by mess of a wire and the Like.(2) The stop valve the fucl oil inlet is to be little opened. If the stop valve is closed, it im in danger ef sticking of the plunger and barrel. 12,3. Overnauling end essenb. i. Overhauling (Composition is refer to the code took) (1) Keep the work: s sland very clean and prepare kerosene oil eleen contaner in order to soaks. The glunger, delivery valve, etc. which would have been drow out from Fuel 01} panp. (2) When overhauling the fue} pump, first at all, take out the pump from the engine and set it om the working stand. Then remove the flange and draw out the deli very valve holder by means the drawing out tool. At this time, be carefull not to be injured the O-ring on valve holder. (3) a ove the apring estouper, and draw out assembly of delivery valve with 6 mm long bolt. (4) With the pump body placed upside down and inserted by the vice, remove the snap ring and it is pesaible to draw out the plunger guide, spring and epr. (5) Draw out the control sleeve and the plunger. (8) Itoosen the set screw and draw out the plunger barrel from the body to the delivery valve side. (7) Draw out the contre? rack.2. Assembly fo re-assembl, act the order ef disassembly reversely. However, special attention to the following point; marks of the pinion of the control slneve rol rack as shown in the above figure. (2) Fit the control sleeve to the plunger so thet the groove section of the control sleeve and the set mark on the P-shape collar section coincides with each other naccure ly. (D Bince the pa ager and the barrel, the delivery valve end the haldes from each set, when replecing, they must be repleced together. UThe end mark of the pinion and the ¢pnurel rack. he control ihe plunger The set mark of the control sleeve and the plinger + Tandling of parte (1) The life of pimmger and barrel is judged with the aynthetic conditions of Tmax, draw card, exhaust ens ig 10,00 te temnergture, etc, The average lite 15,000 run-hours. (2) the first fecing-up of delivery valve should be done efter 1,500 run-hours. Af the facing-up ov that, should pe done every 3,090 runshours. 2-43Air Cooler the zinc of the water outlet and inlet covers turning cover every six months or every the cleaning of the inside of the tubes end chemical cleaning on the ir side every one Leakage from the cooling water tube (1) If there is any leakage from the coallingwater tube, repair it in the following way. 1) Stop the flow of cooling water and remove both the rater inlet and ov tlet covers and also the weler—returaing cover. 2) Effect clther the idling or low speed operation of the engine and cause a fire to approach to each tube. If blaze flickers in a tube, the air is ing Crom that tube. 3) Insert the ooden plug in both ends of the tube from which the leakage is supposed. 4) If number of the tubes where the leakage oceur ig less than 10 per cent of the total mimber of the tubes, ‘here ia a0 worries of operation trouble for the time Deine. a-44Chapter 9, Emergency Repair of Turbocharger and Won-tu Operation Euergeney Repair If, for somo ronsons, any trouble occurs, it is necessary to make emergency repairy upon that tarbocaarger as follows: (1) When besring is broken: Pirst inspect the extent of the damage to the turbine shaft, If it ie con: aimed that no excessive unbalance is caused, replace the beatings on the turbine fe and ne blower with new bearings respectively. to the detailed wa: cement, refer to she Instruction Mannal for Turbocharger waich is supplied seperetely. On that occasion, if the bush is found demsged, replace the labyrinth teh, tos, with a new labyrinth bush. (If excessive unbalance is caused, refer to the folley ing (3). 9 (2) When any damage or crack is caused on the exheust ges inlet sphere or the turbine casing: 4) Woen crack and damage ure ceused on the outside, Ayply bonding end repairing agent to the daraged portion. DEBGON is recommendable as tne bonding and repairing agent. ii] When crack and damage are caused on the gas path. f the damage ie slight, apply the bonding and repeiring agext of heat-resisting characteristic to the damaged part on the cooling water side.b) If the demage is big, make the strapped metal repair as sho in the following drawing Beat down the thin metal portion and extend the hole unt sufficiently thick metal portion is secured. metal portion and until sufficiently thick mats] portion is sccured- lle “~ Retainer (3541 Cooling water sidr. Heat-xesisting bending’ Bolt ard repairing agent. (S541- size x number depends en hole size) In addition to the strapped motal repair, there is another emergency repairing vay sgplying low Souperature welding. However, as this repair requires 2 very high class technic, it is necessary to consult with any specialist works. As a matter of fact, however, it is very difficult ‘to maxe such large~Seale repair ag the one stated above on board the ship wien the ship is sailing, it is generally advisable to follow the weys described in the following iii) elause o¢ the cleuse dealing with “NON-TURBO OPERATION". iit) Buergency operation in the event that exergency vepsir ip impossible (because the damage is serious or for reasons of operation or it is inposcible to ‘orm the ts ixing which is mentioned below). It is wf sanible ta effect the emergency operation the flow of cooling waler in the turbine cesistopped. However, if the cooling water in the exhaust gas inlet spere is stopued, the temperature of bearing gova up causing damages to the bearings snd the rotor shaft. Therefore, it is adviseble to effect the em operation under the following eondi tion ("his emergency operavion should, of be avoided to the the fine lend. (The exhaust gas temperature at the turbine inlet should be lover than 350°C.) b) Effect the operstian with LO temperature maintained st lower than 95°C, ¢) Cool down the bearing seetion amd the cooling water charher by sir. (3) If parte of the turbine moving blade, impeller and or inlet guide blade are damaged snd removed und an excessive uchalance accurred on the turbine shaft, out off the blades of the same aneunt with the smount which have been danaged and rewoved from the symmetrical position, That is, the goed balance of blades should be maintained 2s 4 whole. (4) When surging occurred, @ischarge air thr the ais suppiy pipe syst parbo Operation if any emergency repair is impossible beeause of the extont of Gamage or for reasons of operation, it is possible to operate the engine in the following way: Ge of the t rbocharger.