PART II OPERATING AND MAINTENANCE INSTRUCTIONS

• Document Type: CREST
• Collection: General CIA Records
• Document Number (FOIA) /ESDN (CREST): CIA-RDP82-00038R002300200001-5
• Release Decision: RIPPUB
• Original Classification: S
• Document Page Count: 127
• Document Creation Date: December 22, 2016
• Document Release Date: August 4, 2011
• Sequence Number: 1
• Content Type: MISC

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(' hapter I
GENERAL
1. The diesel engine operating and maintenance 1ns
must be followed by the crew during servic
2. Reliable and trouble-free
knowledge of engine deal
of faults, as well ns on
3. Servicing of diese
this effect.
WI (COST 4749-:49) and : C (GOS'1
Note. Operation on fuel C is
intensive wearing of
5. The grades of fuel anent
any proportions..
Foreign fuels of the following' grades may ire alab u
.
(a) fuel 2-D, according to ASTM Specification D-975
(b) fuel mentioned in Federal' Specification 0-361
(c) 1st class fuel according to :Military Specification Mt E-896;-
classification of oil products;
(d) fuel with cetane number 47 accordIng to Supply Ministry Specification
ance with the British classification of, oil products,
(e) fuel according to State Specification DIN-51601, In compliance with GFR class
6. Before receiving the fuel, do the following
(a) check whether the data written down in the fuel certificate. correapond'to
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(El\JER AL
1. The diesel engine operating and maintenance instructions contain the basic directions whi
must be followed by the crew during servicing the engine.
2. Reliable and trouble-free operation of the diesel engine depends to a great extent o?.
knowledge of engine design and the peculiarities of its operation, on timely detection and ellmi fou
of faults, as well as on the quality of fuel, oil and water used.
3. Servicing of diesel engine may be entrusted only to those who have special certificates
this effect.
FUEL
4. The diesel engine needs grade tiC (COST 4749-49) diesel fuel for`its'operation
1.Ui (GOST 4749-49) and C (COST 305-62) may be used as substitutes.
Note. Operation on fuel C is permissible only in emergency cases, since this fuel may ci
intensive wearing of the parts of fuel injection equipment and cylinder-and-plston;
5. The grades of fuel mentioned in Para.4 (except for grade C) may be mixed with ea
any proportions.
Foreign fuels of the following grades may oe aiso used for the diesel engine:
(a) fuel 2-D, according to ASTM Specification D-975-607;
(b) fuel mentioned in Federal Specification 0-361;
(c) 1st class fuel according to Military Specification MI E-896, in compliance with Amens
classification of oil products;
(d) fuel with cetane number 47 according to Supply Ministry Specification DE F 2402, in compl
ance with the British classification of oil products;
(e) fuel according to State Specification DIN-51601, in compliance with GFR classification of oil
products.
O. Before receiving the fuel, do the following:
(a) check whether the data written down in the fuel certificate correspond'to the requireinenti:ot.
the State'Standard (COST);
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(b) pump the residue out of the service and reserve tanks,
7. Pass the received fuel through the ship filters.
8. Two hours after the fuel has been received, as well as before starting the diesel engine utter
a standstill period of more than 12 hours, clean the fuel tanks in compliance with the ship instruc-
tions.
9. Fill the service tanks with fuel only through separators.
The separated fuel must be completely free of water and the content of mechanical impurities
in it should correspond to the requirements laid down in COST 4749-49 or GUST' 305-62.
Diesel engine operation on non-separated fuel is not allowed.
Note. To check absence of water in fuel on board the ship, introduce potassium permanganate
into a vessel with fuel. if the fuel contains no water, potassium permanganate will not
dissolve there.
O :The diesel engine is to be lubricated only with grade M-20P motor oil, Specifications MPTY
No24-53.
ie following foreign grades of oil of Heavy Duty Series II SAE 50, according to American
tcation ML 0-2104, may be also used for lubricating the diesel engine:
motor oil Esaolube SDX 50,
motor' oil. Morolabe Mancol SAE 50,
motor: oil Super Valvoline 1000 S-2 50.
`Before receiving the.oil, check whether the data written down in the oil certificate meet the
ements laid down in Specifications 11PTY 12H No 24-63.
Receive the oil through the ship filters.
.:Before priming the oil into the diesel engine system or when changing the oil, do the follow-
a) drain waste oil completely out of the diesel engine and the circulating system, including the
tern and cooler:.
(b) clean and wash the circulating tank with clean diesel fuel, and then wipe it dry by means of
(c) clean and wash the oil filter screens and casings;
(d) clean the reserve oil tanks thoroughly.
14. Change the oil every 1,000 hours of diesel engine operation.liowever,the oil is to be
changed before this period expires in the following cases:
(a) if the kinematic viscosity at 100?C drops down below 16 c.s.;
(b) if the flash point in open cup is lower than 200?C;
(c) in case the content of mechanical impurities increases above 0.5 per cent;
(d) if the ash-content Is below 1 per cent.
Note. Take oil analysts Within the following terms:
(a) from service tanks - at least every 250 hours of diesel engine operation;
(b) from reserve tanks - each time during replenishment.
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control .-tat;or4 ) :epic '.tether Ule fuel njectiun puma
17. Shift the emergent;
- -`levers, rods and shafts run easily, without Nlaire sure that the emergent :tr':il
handle disengaged from the sector anc2 shifted to'harJs the iacreasf, of fuel feed returns to I-?
STOP independently. At the same time, see that the fuel int:on pump racks are not jammed.
f
a
:l
18. Check sealing of main starting valves, for wh:ctt: purpose- close the shut-off valves on t e
main starting valves, feed starting air to the diesel engine and makc, sure that no air escapes from
the relieving holes of the main starting valves.
19. Check the diesel engine starting system for proper sealing. To this end, close the shut-off
valves of the main starting valves, admit starting air into the system by pressing upon the emergency
control station starting button, and see that no air is leaking through all the system joints and through
the starting valves into the working cylinders. After the check is accomplished, open the shut-off
valves on the main starting valves,
20. Cut in and check the signalling of the diesel engine oil scavenging system.
21. Use the independent pump to prime the high-pressure pumps and engine system with fuel. When
priming, bleed air from the fuel filters. Change over the system for the supply of fuel to the engine ,
from the fuel feed pump.
22. Supply low-pressure air to the remote control panel, and the thermoregulators. Take care to
see that the pressure of air is within 4?0.2 kgf/cm2. if necessary, adjust the reducer (governor) for
this value of pressure. Make sure that the rods of the pneumatic regulating slide valves of the ther- '
moregulators move smoothly, and without jamming (see the thermoregulator maintenance instructions).
23. Prepare the warning signalling system for operation. To do this, proceed as follows:
(a) energize the signal panel; red tell-tale lamps indicating a drop of oil, water and fuel pressure /
must herein come up on the signal panel, the EMERGENCY STATE (ABkPY~YLHOE C0CTc7fIH~) tell-tale
lamp located in the signal box must also come up, and the bell must start ringing;
(b) cut the bell out, in which case signal box tell-tale lamp BELL OFF(3BOHOK B6lKi1I04EH)
will come up;
(c) check functioning of the water and oil overheating tell-tale lamps by the check switch,
24. Attach all the hatch doors and coverings removed before.
25. Engage the independent priming and scavenging oil pumps and prime the diesel engine with oi'
up to a pressure of at least 0.8 kgf/cm2 (in the feed chamber of the starboard camshaft), as read by
pressure gauge OiL located on the engine instrument board. Watch readings of the pressure gauge
downstream of the pump on the oil system scavenging pipeline to see if the pump functions properly
(the oil pressure must be at least 0.2 kgf/cm2). '
26. Push the emergency control station starting button and crank the diesel engine with air (crank-
ing of diesel engine with air is allowed only in one minute after the oil pressure indicated by the engine j
instrument board pressure gauge has reached a value of 0.8 kgf/cm2). After this is done, cut. out the
i
independent pumps and close the indicator valves.
27. Disengage the emergency control station handle from the sector and lock it in its free Posi-
tion.
t ~
i
28. To prepare the diesel engine for starting fr.un the emergency control station, shift the control
selector switch to CONTROL STATION.
29. To prepare the engine for starting from the remote control panel, proceed as follows:
(a) move the control selector switch h;uuily tL Ik)sntit.ul CONTROL PANEL:
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(b) dtsenguge the governor Speed-control handle from th~mt, t~ i and ;o?,~;)< i; in ith lx) itian,
make sure that the handle sets to position STOP independen'iv,
(c) energize the warning signalling system;
(d) check if starting air izi fed to the remote control panel and die,;-.1 c'nguie,
Notes
to Sub-Section A: 1. T'he first start itigs of engine at i er relia irs, overhauls and long
periods of standstill (above one mwflh) arc ui he i arriect out from
the emergency control station only.
2. Additional inspections and cheeks are determined by the engineer-
ing department officer separately for earn particular case, depend-
mg on the nature of overhauls and repairs carried out.
The procedure of checking is described in Chapter V1 of these
instructions.
B. Preparing the Diesel Engine for Starting During Daily Operation
30Inspect the diesel engine and its accessories and arrangements to see that there are no
foreign objects on them. .
31. Make sure that:
(a) the handles of the emergency control station and the remote control panel, as well as the
speed control handle on the governor are in position STOP;
(b) the governor manual load limiter is in a position indicating 103 to 105 per cent on the load
scale;
(c) the control selector switch handle is set to CONTROL STATION;
(d) the air pipeline valves are closed;
(e) shut-off valve A (see Fig.39) is open.
32. Engage the shaft barring arrangement worm with the power take-off shaft rim, and lock it
in this position.
33. Make sure that all cocks, valves and flaps on the pipelines of diesel engine systems are in
positions specified by the ship's instructions.
34. Check level of oil in the speed governor. If necessary, add oil into the governor up to the
centre mark available on the oil level indicator.
35. Cut in the water heater and, heat the water in the cooling system up to a temperature of at
least 40?C above zero by forcing water through the heater and diesel engine with the aid of the in-
dependent pump.
Cut out the water heater after warming is accomplished.
36. Open the sea water system kingston valves.
37. Make sure that the oil and fuel filters are cut in for the operation of both sections. Screw
out the filter drain plugs and check the oil and fuel for absence of water.
36. Check absence of water in the circulating tank and oil cooler by taking samples from the
lower part of the tank and cooler.
39. Check:
(a) amount of oil in the circulating tank, which should be within 2.fi to 3.. tons;
(b) level of water in the expansion tank; the level must be within 1/2 to 3/4 of the tank height;
(c) amount of fuel in the service tank;
(d) pressure of air in the starting cylinders; scavenge the cylinders to remove condensate.
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40. Cut in the oil heater and heat the oil in the circulating tank up to a temperature of at least
40?C above zero by forcing oil through the oil heater with the aid of the independent pump. When
heating, care to see that the oil pressure downstream of the pump is not in excess of 3 kgf/cm`
(this is to be adjusted by returning part of oil into the tank via the oil pressure adjusting valve).
41. Change over the pipeline valves and force heater oil from the circulating tank through the
cooler and filter of the scavenging pipeline until the temperature is at least 30?C above zero (as
Indicated by the thermometer downstream of the cooler).
Note. Warming of the cooler and filter may be performed along with priming the diesel engine
according to Para.47 by scavenging the oil from the engine sump through the filter and
cooler.
__ the ~....~ r,~~rnt~
42. Shift the emergency control station handle to check whether tie fuel ,nJec.?c~,...~~.n n rump control
levers, rods and shafts run easily and without jamming. Make sure that the emergency control eta-
ease of fuel feed returns to po-
i
d
h
ncr
e
s t
tjon handle disengaged from the sector and shifted towar
aition STOP independently. At the same time, see that the fuel injection pump racks are not jammed.
aa w.a,~.a......, - ----- . _
is. value of pressure, scavenge the air niters unui tuiiuc"? ~
at the rods of the pneumatic regulating slide valves of the thermoregulators move smoothly and
that the pressure of air is within 4?0.2 kgf/cm2, if necessary, adjust the reducer (governor) for
i__ .._:i mnirv rmnved. Make sure
without jamming (see the thermoregulator maintenance instructions).
gnal box also come up, and the bell must start ringing;
quire must herein come up on the signal panel, the EMERGENCY STATE tell-tale lamp located in the
43. Prime the fuel system by means of the independent pump. Bleed air out of the fuel filters.
44. Supply low-pressure air to the remote control panel and tnermoregttlators. Take care to see
(a) energize the signal panel; red tell-tale lamps indicating a drop of oil, water and fuel pres-
45..Prepare the warning signalling system for operation. lo ao so, aaop we wi,uwaub Yi~.~......
47. Engage the independent priming and scavenging oil pumps, prune the engine with oil, and at
46. Cut in the signalling of diesel engine oil scavenging system.
(c) check functioning of the water and oil overheating tell-tale lamps by the check switch.
(b) cut the bell out, in which case signal box tell-tale lamp BELL OFF will come up;
the game time turn the engine by means of the shaft barring arrangement tnrough 1 to 1.5 revolu-
tions (as to the power take-off flange).
Check the supply of oil to the diesel engine by the readings of pressure gauge OIL located on
the engine instrument board the pressure should be at least 0.8 kgf/ctn2).
Scavenging of oil from the diesel engine "sump-i-s _to be checked by the readings of the pressure
gauge downstream of the scavenging pump.
Notes: 1. During the entire period spent on preparing the diesel engine for starting, prime the
engine periodically with oil, and maintain herein the engine oil outlet temperature within
at least 40?C above zero. I)o not prime the engine with oil for a period exceeding 10 mi-
nutes.
2. In all cases when cranking the diesel engine by means of the shaft barring arrange-
ment or air, keep the indicator valves open.
48. Cut out the shaft barring arrangement, disengage it from the power take-off flange and se-
cure it in this position.
49. Admit starting air to the diesel engine, push the emergency control station starting button
and crank the engine with air (cranking of the diesel engine with air is allowed only in one minute
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after the oil pressure indicated by the engine Instrument board pr? ssure gauge has reached a value
of 0.8 kgf/em~. After this is done, cut out the independent pumps and close the indicator valves.
50. Disengage the emergency control station handle from the sector and lock it in its free po-
sition.
51. To prepare the diesel engine for starting from the emergency control station, shift the
control selector switch handle to CONTROL STATION.
52. To prepare the diesel engine for operation from the remote control panel, proceed as
follows:
(a) move the control selector switch handle to position CONTROL PANEL;
(b) disengage the governor speed-control handle from the sector and secure it in its free posi-
tion; make sure that the handle occupies position STOP independently;
(c) energise the warning signalling system;
(d) check if starting air is fed to the remote control panel and diesel engine.
Notes to Sub-Section E: 1. The first starting of engine with the aim of warming it up is to
be carried out from the emergency control station. After the
engine is warmed up, the control may be changed over to the re-
mote control panel.
2. If the diesel engine is being prepared for starting after a short
period of standstill, and all its systems have been prepared and
checked beforehand (at water and oil temperature in the engine
and systems being at least 40?C above zero), the preparation for
starting may be carried out as follows:
(a) prime the engine with oil in the course of 2 to 3 minutes;`..
(b) admit starting air to the remote control panel and the diesel..;
engine.
Starting the Diesel Engine from the Emergency Control
Station
On receiving the command to start the diesel engine, do the following:
53. Engage the independent priming and scavenging oil pumps. Set the governor speed-:control
handle to. scale division "3" and lock it in this position. In one minute after the oil pressure rea
by the instrument board pressure gauge reaches a value of 0.8 kgf/cm2 (the pressure gauge fitted
2.
downstream of the scaven
in
um
sh
ld h
i
di
i
a
g
g p
p
ou
ere
n
n
cate a pressure of
t least 02 l
.
the emergency control station handle to scale division "5", keep the handle in this position and pus
the starting button. As soon as firing appears in the cylinders and the diesel engine starts accelerat-
ing its speed, release the starting button and use the emergency control station handle to prevent
acceleration of engine speed above 400 to 450 r.p.m. After a steady speed of 350 to 400 r.p.m. is
obtained, release the emergency control station handle slowly. Further change of diesel engine opera;
tion ratings is to be done by means of the speed-control handle on the governor.
Having started the diesel engine, proceed as follows:
54. As soon as the engine starts operating on fuel, and the pressure indicated by pressure gauge
OIL. teaches the normal value, cut out the independent oil pumps.
55. Listen to the engine to make sure that it operates properly; check the pressure of oil, fuel,
fresh and sea water by the readings of pressure gauges mounted on the instrument board.
56. Two or three minutes after the diesel engine is started, close the cocks on the drain pipes
of the receiver and exhaust manifolds.
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r
Starting the Diesel Engttic iril LC Rrmutc Control Panel
On receiving the command to Start the dtc~rl e'`;_ Jo the following:
57. Engage the independent priming and scavengtf;. oil hunup7 and then, one minute after the
permissive signals come up, shift the control panel handle to scale division "2.5 - 3 " within the
OPERATION zone. When the diesel engine speed increases, move the control panel handle quickly
behind division "3.5" (to shut-off the starting air) and return it immediately back, after which move
the control panel handle within the OPERATION zone until the required engine speed is obtained.
Having started the diesel engine, proceed as follows:
58. As soon as the engine starts operating on fuel, and the pressure indicated by pressure gauge
OIL reaches the normal value, cut out the independent oil pumps.
59. Cut in the sound signal of the warning signalling system stud make sure that WORKING STATE
(P BOgEE flOJ1O~iElill1E) tell-tale lamp comes up in the signal box.
60. Check the pressure of oil, fresh and sea water by the readings of the panel pressure gauges.
61. Two or three minutes after the diesel engine is started, close the cocks on the drain pipes
of the receiver and exhaust manifolds.
Changing Over the Control from the Remote Control Panel
to the Emergency Control Station, and Vice Versa, During
Diesel. Engine Operation
62. When changing over the control from the remote control panel to the emergency control sta-
tlon, do the following:
(a) lock the governor speed-control handle in the position occupied by it;
(b) set the control selector switch handle in position CONTROL STATION;
(c) turn the panel cock to position CLOSED (3AKPUTO ), to shut off the supply of starting air to
the remote control panel;
(d) set the control panel handle in position STOP;
(e) carry out further control of diesel engine from the emergency control station.
63. When changing over the control from the emergency control station to the remote control
panel during engine operation, do as described below:
(a) following the below approximate Table which shows the correspondence of the divisions on
the scales of the panel and governor, set the control panel handle to one division less than it is spe-
cified in the Table for this particular operation rating:
Panel scale
3
4
5
f-
7
8
9
Governor scale
5- 7
8 - 9
10 - 11
12 - 13
14 - 1 5
16
17
(b) set the control panel cock in position OPEN (OTItPtiTO ) to admit starting air to the panel;
(c) disengage the governor speed-control handle from the seetur and secure it in its free IxJSi-
t ion;
(d) shift the control selector switch handle to CON"l R(_ L 1'AEi
(e) adjust the diesel engine speed in cutnpltan. ,v;ti~ the l rc'dermuled operation rating, for
which purpose use the knob on the panel handle;
(f) further control of the enute is to lit. , at i : I d t x..Ii' t re~ni,tt.. Un[Iol panel.
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SERVICING THE DIESEL ENGINE DURING OPERATION
64. To reduce wear of friction parts during daily operation, prior to bringing the diesel engine
to full power run it at the following ratings:
slow-speed - for at least 5 minutes;
half speed - for at least 5 minutes;
full speed - for at least $ minutes.
The change-over from full to flank speed must be done gradually in the course of at least two
minutes.
When starting and warming-up the diesel engine on the anchored ship, see that the blades of
the variable-pitch propeller (VPP) are in a position corresponding to the position of the pointers of
the outboard pitch indicator (OPI) at mark O.
Note, if the engine running at ratings not lower than the half speed has been stooped for a short
period of time (up to 15 min), and the temperature of water and oil in the diesel engine
and its systems has not dropped down lower than 40?C above zero during the standstill
period, the started engine may be then brought to full power gradually in the course of
3 minutes.
65. In emergency cases, the diesel engine prepared for starting in accordance with Sub-Section
"Preparing the Diesel Engine for Starting During Daily Operation" should be warmed-up at slow
speed rating for three minutes, then at half speed rating until the engine oil and water outlet tempera-
ture is 40?C above zero. Now the engine may be brought to full power with gradual increase of speed
In the course of three minutes.
Note. The time passing from the moment of starting up to the development of full power in emer-
gency cases is roughly 10 minutes.
66. Do not run the engine idle for more than 30 minutes, and do not run it at dead slow for longer
than 1 hour.
Note. If a longer period of slow speed operation is required, run the engine for 10 to 15 minutes
at full speed after each hour of its slow speed operation so as to prevent formation of car,-
bon in the gas exhaust flow path.
67. During diesel engine operation, watch readings of measuring instruments, inspect the engine
and its systems and listen to the engine every hour of its operation. When operating the diesel engine
from the remote control panel, ensure stable operation of the air reducers, so as to maintain the
given speed (with the engine controls being unchanged).
68. Change over the engine from one rating to the other gradually, without abrupt change of
speed. .
69. As soon as the engine develops the required rating, write down its speed in the Log Book.
Thirty minutes after the rating has been obtained, and then every 4 hours of operation (in case the
i
engine operates continuously at this steady rating), make the following records in the Loa Book:
(a) diesel engine speed;
(h) position of governor load indicator pointer;
(c) temperature of exhaust gases in cylinders and manifolds;
(d) engine oil outlet temperature;
(e) engine fresh water outlet temperature;
(f) engine oil inlet pressure;
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2/OOf
~nglne Temperature of exhaust gases in cylinders, ?C
................................. up to 480
Difference in exhaust gas temperatures b&tween cylinders,?C ............ up to 100
Temperature of exhaust gases in starboard and portside manifolds
(upstream of turbine),?C ................................................................... up to 500
^ r Engine oil outlet temperature, ?C ................................................ 70 to 75
t two Engine fresh water outlet temperature,?C ......... 65 to 70
.............................
Engine oil inlet pressure, kgf/cm2 ........ ................................ at least 4
a of Engine fresh water inlet pressure, kgf/cm2 ................................... at least 1.0
sera a Pressure of sea water downstream of pump, kgf/cm2 ...................... at least 1.0
Rarefaction in crankcase, mm of water ......................................... 30 to 60
-. ,^ to I t1
~ g I DYld2lIlI4811 UVCl-ic:vviu~ dl. auy iau?~, r.y.,T .. ............................
gine 74. During engine operation at minimum spc d, observe the following
still
ie of basic ultimate parameters:
Deviation of speed (for a warmed-up engine), r.p.m....................... ?15
3ectio Engine oil inlet pressure, kgf/cm2 ............................................... i.5
;low Engine fresh water inlet pressure, kgf/cm2 :................................... at least 0.3
terpe Pressure of sea water downstream of pump, kgf/cm2........................ at least 0.3
Deviation of speed at idle running, r.p.m........................................ up to ?50
1
75. During turning of the ship at any rating, the temperature of exhaust gases in manifolds (up
Inem
~r lonl
ninutt
of ce
engii
1 engi
the
of
stream of the turbine) may rise by 40? as compared to the gas temperature obtained during the
engine steady operation rating before turning began.
Besides, when the ship is being turned at diesel engine rated speed, the following should be
observed:
(a) the temperature of exhaust gases in manifolds should not exceed 500?C;
(b) the drop of crankshaft speed (diesel engine operation at outer performance caused by the
controls set to the maximum fuel stop) should not exceed 50 r.p.m.
In case the temperature of exhaust gases exceeds the above value, reduce the load by lowering
down the speed. Do not run the engine at outer performance ratings (during turning of the ship)
longer than 10 min.
On ships where the turning procedure usually causes overloading of engines above
CAUTION
.
the values indicated in Para.75, reduce the engine speed down to 800 r.p.m. before.
turning the ship.
ook.
e the
i
>k:
76. Ensure continuous separation of oil during diesel engine operation. The separator oil inlet
temperature should not be lower than 55?C.
Note. During engine operation at slow speed, oil is fed to the separator through the cooler.
77. When the engine operates, take care to engage both sections of the oil filters on the suction and
delivery lines of the lubricating system. Never examine the filtering cartridges of the deliveryl
oil filters during operation of the diesel engine.
78. Every 100 hours of operation, carry out complete measurement of diesel engine service
rameters, with the engine running at rated speed.
When measuring:
(a) attach periodic control instruments to the engine;
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(b) check the pyrometer to make sure that its resistance ~tmd the setting of galvanometer poin-
ters to the ambient air temperature correspond to the requirements laid down in the respective cer-
tificates;
(c) see if the speed indicated by the summating counter is within 845 to 855 r.p.m., and that the
difference in the speeds ensured by diesel engines of a double-shaft installation is not in excess of
5 r.p.m.;
(d) measure the parameters not earlier than 30 minutes after the necessary rating has been ob-
tained.
in addition to the parameters specified in Para.69, measure also the following ones:
(a) engine oil inlet temperature;
(b) engine fresh water inlet temperature;
(c) combustion pressure In cylinders; aaa VyLl(1CItT;
(d) gap in maximum fuel feed stop;
(e) position of indicators of both pneumatic regulating slide valves;
(f) temperature of sea water at the inlet and outlet of each air cooler;
(g) rarefaction in crankcase.
If during these measurements it is found that:
(a) the drop of diesel engine temperature is above 22?C;
(b) the drop of diesel engine fresh water temperature is lower than 4?C;
(c) the difference in sea water temperature drop in portside and starboard coolers is above 4?C;
(d) the rarefaction in engine crankcase is below 20 or above 60 mm of water
then stop operation
,
of diesel engine until all these faults are eliminated.
Note. Rarefaction is to be measured in the upper crankcase, near the 16th cylinder.
To adjust th
l
e va
ue of rarefaction in the crankcase, select proper section of the
throttling washer at the suction from the upper crankcase oil separator.
When determining the necessity of readjustment, bear in mind that during the
first 30 to 50 hours of engine operation after the reassembly of the connecting-rod-
and-piston groups the value of rarefaction in the crankcase will get reduced
.
79. In emergency cases, when the diesel engine is cooled with sea water
d
, re
uce the r.p.m, down
to.the level not exceeding half speed; to prevent intensive deposition of salts, take herein care to see
that the engine water outlet temperature is not higher than 50?C above zero.
STOPPING THE DIESEL ENGINE
80. Before stopping the diesel engine after its continuous full-power o
er
i
p
at
on, reduce first the
r.p.m. smoothly down to low speed, and than run the engine at this rating In the course of 5 to
10 minutes.
81. To stop the diesel engine, proceed as follows:
(a) if the engine is operated from the remote control panel, shift the panel handle to position
STOP;
(b) if the engine is operated from the emergency control station, set the governor s)eod- -
handle in position STUP. l o"t 1'0l
82. After the engine is stoppexl, put it out of operation, as follows:
(a) open the indicator valves;
(b) open the cocks on the drain pipeH of the receiver and exhaust rnanifuhiy;
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(. - prime the CfF;iuc 141th wit. i' io :1 IFi u: die _ !! Ia!!! i hill l!I?I :1 ll't i.n~!U1e water Uudet
tt'nlpcraturc lowers down to 45 - SO
(ii) scavenge the ud out of the uieael en~,ine and the ;tVt;te.nt .-citVCnging p1pe1ine with the aid of
the independent oil scavenging pump;
(e) close the valve of the pipeline which supplies itarting air to the diesel engine, and close
also the cock on the remote control panel;
(f) ciose the kingston valves of the :ea water system;
(g) cut out the warning signalling system;
(h) cover the inlet branch pipe of the air intake well.
83. To keep the stopped engine always ready for immediate starting, both independent oil pumps
should be cut in.
Note. With the engine stopped, continuous operation of the independent oil pumps during
more tll i__tl(1 5 minutes 1.T not advisable, 1__is..b1e, while 11h1611 orperation in the course
their ~.viitaawvu?Inuous .. ~---.-~-
of more than 10 minutes is not allowed at all.
84. Immediately after the diesel engine operating at full or flank speed has been stopped due to
an emergency case, do the following:
(a) fulfil the requirements laid down in Para.82c;
(b) engage the independent priming and scavenging pumps and prime the diesel engine with oil
in the course of 2 to 3 minutes; along with priming,, it is advisable to turn the engine by means of
the shaft barring arrangement through 1 or 2 complete revolutions with regard to the power take-
off flange.
85. In case the engine is to be stopped for a continuous period of time, and the temperature in
the engine compartment is lower than 5?C above zero, pressure-wash the engine with water, as
indicated in Para.82c, after which drain the fresh and sea water out of the engine cooling system.
86, if the engine is supposed to be standstill during not less than 12 hours, run the engine in
the course of 3 to 5 minutes with dehydrated fuel from the reserve tank, and only then stop it.
Scatting the Cold Diesel Engine and Bringing it to Full Power in Emergency Cases
87. Staring of the cold diesel engine is done in emergency cases from the emergency control
station only.
88. To prepare the cold engine for starting, follow Section "Preparing the Diesel Engine for
Starting During Daily Operation", but bear in mind the aiteratruns ano additions given below:
(a) heat the water in the cooling system until the engine water outlet temperature is at least
20?C above zero; ~rirr,P fhe :+.: ff r/ un f'/ stet/efr oi/ is ?~. 2TJ?E m ;
(b) prime the ail system scavenging pipeline with oil until the oil temperature in this system
reaches a value not lower than 20?C above zero;
(C) :lose the shut-off valves on one of the main starting valves and on the pipe which supplies
sir to the fuel feed limiter servo-motor during s:aping.
89. After the cold engirte is s:arced. r-.m it at slow speed for at iea~t 3 rnmutes, then at half
speed until the diesel engine eater and o:; inlet temperature is not 1ow~ r than 40?C above zero.
Note. The time passing from the moment of 5ttRrt::1g the e ?~Lir e f. _m cold up to t t~ development
of full power in emergency- cases is rcg`ly 15 minutes.
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Now the diesel engine may be broul-t to full lx~wcr, for which purpose inc rcc Its spot bra-
dually in the course of at least 3 minutes.
* Sittalt}n~; S~'steni
Measures to Be Taken when a Signal is Sent by 1W
90. As soon as sound and light signals are given (the red tell-tale lamp in thr signal box
comes up), do the following:
(a) determine the wrong parameter indicated by the signal on the signal panel, after which cut
the bell out;
(b) watch the readings of respective instruments to find out the value of the parameter which was
the cause of the signal;
(c) reduce the engine r.p.m, down to slow speed rating and change over the engine control to the
emergency control station.
91. In case the nit pressure drops, stop the diesel engine immediately. Cut in the independent
priming and scavenging pumps and prime the engine with oil.
After this is done, proceed as follows:
(s) make sure that the oil pipeline is sealed properly;
(b) check level of oil in the circulating tank;
(c) check functioning of the engine oil pump reducing valve.
.2. In case the cooling water pressure drops down, reduce the engine r.p.m. down to half speed,
and check the following:
(a) level of water in the e, pansion tank;
(b) absence of air in the cooling system.
If it is impossible to detect and eliminate the cause of the fault (and the water temperature
starts herein rising), stop the engine and at the same time engage the independent water pump.
93. In case the cooling water or oil get overheated, reduce the diesel engine r.p.m, down to slow
speed rating. Detect and eliminate the fault in compliance with the directions given in Chapter III.
94. Should the fuel pressure drop down, do the following:
(a) check the level of fuel in service tanks;
(b) use the stand-by fuel pump to pressure-test the system with fuel; check herein proper seal-
ing of pipelines and the nun-return shut--off valves at the suction line (near the tank) of the engine
standard fuel feed pump.
Note. In all cases when stopping the diesel engine, observe the respective requirements laid
down In Section ''Stopping the I)iesel Engine' of thei,c Instructions. "1'he first !,tarttn,'' of
the engine stopped in emergency should be performed from the emergency runt r, ~1 sLat ion.
Measures to Be Taken when the Safe (l x 7losh n : Proof) Valvc5,( wrrat e
y5. As soon as the diesel engine receiver safety valves operate, do the following:
II) Stop the engine in,niediatel?. , 1'rinit? the t.. i?tt.te;t with , . ,
J engine engine with oil .irii, weiit-r, itr; uC':a`ritte'U
Para.h4 I)o not open the engine hanelhole's for a })cried of 1 S to 2(t minutes.
('1) l~ncover all the inspection hates of the- r e~. ewer anti thr cxhaw t manifolds at the h Ii a id Itii It
e tinders, remove the oil accumulating in the rcc( 1Vet and m:inift lda, 'I can anti 4, avenge tht cltuin
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(3) Examine the exhaust silencer of the ship installation, check and clean, if necessary, the si-
lencer oil drain line, or remove fuel, if any, from the exhaust path.
If during inspection of the receiver, exhaust manifolds and silencer the cause of safety valve
operation is not found out, and if accumulation of fuel is detected in the exhaust path, do the follow.
ing in addition:
(a) remove the speed governor actuating mechanism and the covering of the camshaft gear (on
the opposite row of cylinders), and make sure that intermediate gears 3 and 5 (Fig. 15a) of the fuel
injection advance angle adjusting mechanism are meshed with buffer gear 4 and with gears 80
(Fig. 15b) of both camshafts, and that both locks 9 of stops 7 are in their seats. Set the locks of the
stops correctly, if needed;
(b) check the fuel injection advance angles on one of the cylinders of each row and adjust the
angles correctly, if necessary, in compliance with the directions given in Sub-Section C of Chapter VI;
`c) at the same time, set the emergency control station handle to position STOP, start the diesel
engine with air, and check each high-pressure pipe (to the touch) to make sure that the pumps do not
feed fuel, if it is found out that one of the pumps feeds fuel, replace the pump.
(4) After all the checks are accomplished, and the faults eliminated, proceed as follows:
(a) open the indicator valves and turn the diesel engine crankshafts through several revolutions
by means of starting air;
(b) prepare the engine for starting and start it from the emergency control station.
Having run the engine at slow speed for 10 to 15 minutes, make sure that:
(a) no fuel flows out of the drain pipes of the receiver and exhaust manifold;
(b) no fuel flows out of the open indicator valves.
96. In case the safety valves on the engine crankcase coverings operate, do the following:
(a) stop the engine immediately and prime it with water and oil according to the directions given
in Para.84;
(b) do not open the engine handholes for 15 to 20 minutes;
(c) find the place of vapour flashing in the crankcase (by poking for the sections with blackened
surface);
(d) detect and eliminate the cause of oil vapour flashing.
To detect the cause of flashing of vapours in the crankcase, do the following:
(1) Uncover all the engine safety and inspection holes, after which:
(a) examine and check (to the touch) all the main, crankpin and end bearings, and also the bow
thrust bearing of the main drive;
(b) inspect the shelves of the upper and lower crankcase halves with the aim of detecting accu-
mulation of chips on them;
(c) disassemble and inspect the filtering cartridges of the oil filter fitted on the scavenging
pipeline.
(2) In case bronze chips are found in the filter and on the frame shelves, do as follows:
(a) remove the upper covering and the side coverings of the lower crankcase;
(b) find out the place where chips accumulate;
(c) take out the respective piston, or disassemble the bearing;
(d) disassemble the piston, replace the connecting rod end bushing and the piston pin, or replace
the half-bush of the respective.bearing.
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frame shelves are free of bronze chips, but chips are found in the oil filters, do the
(3) if the
following:
(a) check the axial play of the turbo-supercharger rotor;
(b) check the axial play of camshafts; of the main drive.
(c) remove the minor accessories drive and examine the stern thrust bearing o
filters, proceed
(4) In case large amount of steel chips and babbit spangles are detected in the tas follows:
(a) inspect the crankshaft thrust half-rings;
remove the respective handhole covers and coverings and measure the clearances in the
(b)
sar
y;
main drive bearings; replace the bearing bushes or bushings, if neces
detect and eliminate the fault.
(c) disassemble the major accessories drive,
Units with Variable-Pitch Pro
Control System
in the
- - -
:(a)-engage the pump of the variable-pitch propeller; .~-oc..tw~tna to the position of
$) energize the "Linija" system;
Ia" controlt system do the following:
97, To connect the diesel engine remote control panel to the engine actuating mechanism
ne maucSi Qt ui6 ?Oiaawv-r?d-- r--r'----
?
pith. indicator pointers at mark "0'", and shift the handle of the "Linija" system pa-
ahe engine for starting, and start it from the remote control panel, after which set
F1G: 74. ACCELERATION OF DIESEL
ENGINE SPEED
! Po$iti.n of pon.1 hondl.: SLOW AHEAD
(MBA; HALF AHEAD (C8/I); FULL AHEAD
FIG. 75. DECELERATION OF DIESEL ENGINE
SPEED
I - positlon of pan.) h.ndi.: FULL AHEAD
(fRjn; HALF AHEAD (CA/(); SLOW AHEAD
(MB/)
(e) connect the engine operating mechanism of the
"Lint ja" system to the remote control panel;
(f) make sure that with the "Linija" system panel
handle being in position STOP, the engine develops a
speed of 420?10 r.p.m.
98. When exercising control by the "Linija" system,
set the system panel handle within the zones of the respec-
tive speeds marked on the panel scale, in positions shown
in Figs 74 and 75).
99. When connecting the diesel engine remote control
panel to the engine actuating mechanism, follow the direc-
tions laid down below:
(a) during ship travel (when the "Linija" system panel
handle is within the FUEL SPEED zone) the engine r.p.m.
should correspond to rated values;
(b) when the "Linija" system panel handle is in posi-
tion STOP, the diesel engine must develop a speed of
420 t 10 r.p, m.
Readjustment of engine speed is done by changing the
tension of the engine remote control servo-motor spring
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chapter III
MOST CHARACTERISTIC ENGINE TROUBLES,
THEIR CAUSES AND REMEDIES
Cause
Remedy
1, Engine fails to develop speed when started with air (power take-off flange
does not make a complete turn, and stops:
(a) air pressure in starting cylinders
insufficicnt
(b) reducers (governors) damaged
or frozen;
(c) working cylinder starting valves
loose or sticky;
(a) charge the starting cylinders with air until
the pressure is within rated values;
(b) check and eliminate the fault;
(c) pressure-test the starting valves with fir
in compliance with the directions given under head-
ing "Working Cylinder Starting: Valve of. Chapter
Remove the defective valves, replace them by
spare ones, or disassemble theln, run them in: with'-;
oil, lap and then assemble. Pressure-test the
starting valves again;
(d) pipes running from starting valves
to air distributors attached wrongly, or
damaged;
(d) check condition and correct attachment-of
the pipes running from he starting valves to the
air distributors in accordance with the cylinder
numbers punched on the air distributor hdueings;
(e) slide valves fitted incorrectly with
regard to air distributor drums;
(f) air distributor slide valve working
surface score. Starting air gets herein into
several cylinders simultaneously;
(c) check the slide valves and fit them carretly,
if necessary, in accordance with the directlons
laid down under heading ''Starting Air Distributor"
of Chapter V;
(f) cut out the faulty air distributor by closing
the valve admitting air to the air distributor, then
start the diesel euine with the other row of cy'llnde'rs;
At the t u ?t Ott?OrntnitY lap the slide valve work-
ing surta; t on a surface mute;
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(b) pressure of air in low-pressure
system insufficient (on control panel setter);
(c) jamming in governor remote control
mechanism;
(d) fuel injection pump control rods, shafts
and levers jammed.
1tLtut dy
(b) check pressure of air upstream and down-
stream of control paticl setter (see Para.2 of
Appendix 2);
(c) cluck easy travel of the governor remote
control mechanism from the control panel; make
sure that the starting air pipeline valve is herein
ciOSed;
(d) check the fuel injection pump control rods,
shafts and levers, and eliminate jamming, if any.
5. Engine operation unsteady (engine fails to maintain the given r.p.m.)
(a) tough travel or jamming of fuel injec-
tion pump racks;
(b) too large clearances, or jamming, in
fuel injection pump control rods, shafts and
levers;
(c) speed governor malfunctioning.
(a) check all fuel injection pump.racks for
easy travel. Ensure easy travel of racks, if tough;
(b) reduce the clearances, or eliminate jam-
ming;
(c) see Appendix 1, Section "Main Troubles in.
Governor Operation, Their Causes and Remedies`;
b. With governor speed-control handle set to scale divisi"16", diesel engine fails to develop
rated speed; the temperature of exhaust gases in cylinders and upstream of turbine reaches herein
the upper limit
(a) engine overloaded (fouling of ship's
hull, navigation in shallow water, strong
adverse wind, stormy sea, faulty propeller,
too large turning angle of variable-pitch
propeller blades);
(b) Injectors mounted wrongly: left-
hand Injectors fitted instead of right-hand
ones, and vice versa;
(c) fuel Injection advance angle too
small;
(d) water gets Into fuel.
(a) reduce the engine speed until the cause
of overloading is detected;
(b) check mounting of injectors according to
Section "Fuel Injection Equipment" of Chapter V;
(c) check the fuel injection advance angle and
increase it, if necessary, in compliance with the
directions given in Sub-Section "C" of Chapter VI;
(d) check presence of water in fuel filters and
service tank; drain the water and fuel from the di-
esel engine fuel system. Overhaul the fuel injection
equipment. Supply clean fuel to the diesel engine,
prune the system and the fuel injection pumps with
clean fuel, then prepare the engine for starting,
acid start it.
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CLuse
f_e?ln'~tly ---
7. With governor speed-control handle set to scale division "1O"1 diesel engine fails to develop
rated speed; the temperature of exhaust gases is hcrcin too I
(a) sections of transmission from speed
governor to fuel injection pump racks disad justed;
(b) rack of one or several fuel in_ection
puml8 Jammed;
(c) maximum fuel fared stop set wrongly,
6. White, vapour-like exhaust of diesel engine
(a) water gets into exhaust manifolds;
9. Temperature of fresh water and oil
(a) adjust the linkage between governor and
fuel injection pump racks according to directions
given in Sub-Section "Checking Proper Linkage
of Control Rods and Levers with the Emergency
Control Station, Governor, Fuel Injection Pumps
and Overspeed Governor" of Chapter VI;
(b) In lase the rack is Jammed disengage
It from the control shaft and secure it in the
disengaged position. Replace the fuel injection
pump at the first opportunity;
(c) check position of fuel injection pump
racks, with the emergency control position handle
being set to the maximum fuel feed, in compliance
with directions given in Sub-Section B of
Chapter VI.
(a) pressure-test the diesel engine with wa-
ter, find and eliminate the cause of entrance of
water into manifolds;
(b) stop the diesel engine. Before stopping
the engine, open the cocks on the receiver drain
pipes. Disconnect the faulty cooler and pump out
the oil from the sump into the tank for dirty oil.
Check the oil filters and oil service tank for
absence of water. Check condition of the cylin-
der-and-ltistongroup of stern cylinders. Pressure-
wash the engine with clean oil and prepare it
for starting,
increases during diesel engine operation
(a) sea water pump delivery insufficient;
water pressure downstream of pump below
normal;
(b) sea water cavities in water and oil
coolere clogged, Pressure of sea water down-
stream of pump above normal;
1411
Reduce the engine speed urn it the causes of
water and oil overheating are detected.
(a) chick 01,e?ning of intake kingston valve.
Clean the filtt'rs on the sea water pump intuf,~
Pipe;
(b) examine and clean the sea water cavtti. ,
of water and oil coolers;
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Cause
12. Deviation of water pressure in cooling system, as well as throw of water out of expansion
tank take place during diesel engine operation. Throw of water is noticed also during engine stopp-
lag I
(a) airs gets into cooling system;
(b) gas escapes from working cylinders
into cooling cavities through gaskets on injec-
ow lowering or gradual rising of water level in expansion tank during diesel engine ope-
of dieeel eae aU inlet pressure and frothing of oil in circulating tank during
say cavity into euctio~ cavity of
delivery section due to insufficient
-oI valve spring. Valve vibrates dur-
op'aratiot, and opens at a pressure
normal; pump capacity gets reduced.
eperation of diesel engine speed causes
live by-pasaeo too much oil
oil pressure downstream of
Remedy
(a) bleed air out of cooling system and fill
the expansion tank with water up to the specified
level;
(b) pressure-test the diesel engine with wa-
ter by means of the independent pump, find out
the cause and eliminate the fault.
Lower down the engine speed and vary the
opening of sea water pipeline kingston valves to
obtain such a position in which the pressure of
fresh water is higher than that of sea water (i.e.
the level in the expansion tank becomes lower).
Repair the cooler at the first opportunity.
Tighten up the reducing valve spring during
pump operation.
15. Increased oil consumption, accompanied by smoky gas exhaust (blue smoke) and by throwing
oil in the form of drops through the exhaust manifold
(a) incorrect mounting of oil-control
lags on one or several pistons;
148
(a) stop the diesel engine, uncover the ex-
haust manifold handhoies, watch the traces of oil
leakage on the manifold inner surface and find
the piston with incorrectly mounted or sticky
oil-control rings. Eliminate jamming of rings;
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e periphery. (through sol-
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Cause
(d) jamming of servo-motor in governor.
Herniudy
(d) See Appendix 1, Section "Maui 'l r?uhi.:
in Governor Operation, Their Causes arid Re-
medies
18. Temperature of exhaust gases in one of the cylinders rises
Cut out the bow and stern fuel inject icon
pumps alternately and find out which of them
causes higher temperature of exhaust 2;35c?s
and lower value of combustion pressure during
operation
(a) fuel injection advance angle disadjusted; (a) check the fuel injection advance angle
and compare it to the values specified in the
Service Log, if necessary, adjust the fuel in-
jection advance angle in accordance with direc-
tions given in Sub-Section C of Chapter VI;
(b) injectors faulty or disadjusted. .(b) check the injectors in compliance with
directions given in Section "Fuel Injection
Equipment" of Chapter V.
19. Too high exhaust gas temperature in cylinders of one row
(a) constant pressure valve on the fuel (a) eliminate the fault. Pressure-test the
pipeline of the other row of cylinders stickly; fuel pipeline and ensure similar return of fuel
in both cylinder rows;
(b) exhaust pipeline screen clogged; (b) uncover and clean the screen;
(c) fuel injection advance angle in one cy- (c) check the fuel injection advance angle
finder row disadjusted. In the cylinder rows according to directions
given In Sub-Section C of Chapter Vi; eliminate
the fault.
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( i r1'rrr t V
SCHEDULED PREVENTIVE INSPECTIONS
AND REPAIRS
INSk t C'l'ION No l (Daily) k`
f?
1. Carry out outer inspection of the diesel engine and remnvs~ f wot,r:., ,.~.~~...,.: ~
z. turn the valves, plugs, cocks and drives of the diesel engine auxiliary , systems
`thtrnl in the initial posttin
3. Check level of fuel, oil and fresh water in the ServicA c;T..~,ly.a..~ :.
.: &4~r
n
tuvely Discharge the residue from the fuel service tank and oil circulating t
k
an
, tUV.
. `i'~ up ute
to normal level
4. Check oil level in the speed governor and add oil, if necessary,
on the oil level i
di
n
cator. Check level of lubricant in the shaft barring arrangement-;wig
the dipstick
and
l
,
rep
enish, if insufficient.
5. Check pressure of air in the starting cylinders, remove the condensate`" " d
ing and control systems function properly.
Ls of dIE
6 Cheek qirnri" -
and scavenge the air filter so
remove c
nden
o
sate Make herein sure that the rods of the thermoregulator pneumatit.reg
slide valves mov
e rnoothly and without jamming.
,V V
%. Inspect the remote control
anel
d
h
p
an
t
e emergency control station on the di
esel engine
off the supply of startin
i
g a
r and do the following:
(a) make sure that the handles of -h., ,.
.,...__-_ _ _
m
c
n
l
_
___
trol pane
o
, engine emergency control stabs
Control selector swirr-h
?t,j apeeu_controt handle, move freely and wlthouk
-
flun
g
travel freely and without jamming;
(c) make sure that there are no increased clearances or jamming in the joints of levers, shafts,
station; lubrit tltl' the joints with oil, if necessary.
(b) check connection between the fuel injection pump racks and control rods, and see that th
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V
tions (as to the power take-off flange); see that the indicator valves are herein open.
8. Set and secure the remote control panel handle, the emergency control station handle anJ ;.~
governor speed-control handle in position STOP, whi)e the handle of the control selector sw ttJ i5
to be set and secured in position CONTROL STATION.
9. Check functioning of oil and water heaters, as well as oil, fuel and fresh water independent
pumps. Engage the independent priming and scavenging pumps, prime the diesel engine with utl, a+tj
at the same time turn the engine by means of the shaft barring arrangement through 1 to 1.5 revolt,
Note. If the oil temperature is lower than 15"C above zero, heat the oil in the circulating tank
up to a temperature of 25 to 30?C, and only then prime and crank the diesel engine.
10. After cranking of engine is accomplished, pump the oil from the sump into the circulating
Lion STOP.
emergency control station handle and the governor speed-control handle are set and lucked in posi-
-.w.. wawa Yac alY tJt u1C tlnlependent pump, and make sure that the remote control panel handle, the
SPECTION No.2
(Carried our weekly, in cases when the diesel engine standstill period exceeds 6 days)
11. Prepare the diesel engine for starting in compliance with Sub-Section "Preparing the
station, run it at low speed during 10 minutes and make sure that:
Diesel Engine for Starting During Daily Operation", start the engine from the emergency control
(a) no abnormal noise and knocking are heard during engine operation;
(h) no oil, water, fuel and air leak through the pipelines and engine;
(c) the air pipes of the working cylinder starting valves do not get heated;
at;;loW r.p.m. .
(d) the readings of measuring instruments correspond to the engine parameters durinb operation
to The remote control panel. Start the engine from the remote control panel.
12. Stop the diesel engine, change over the engine control from the emergency control station
. After the engine is stopped, set and lock the handles of the emergency control station
remote
,
:ontrol panel, and speed governor in position STOP.
Carried out after each cruise)
13. Eliminate all the faults noticed in the operation of the diesel
i
eng
ne and its auxili
ar S stems
during cruise, y y
14. Wash the fuel filters (at least every 300 to 500 hours of engine operation).
Note. When washing the filters, run the engine at low r.p, m.
15. Uncover two handholes on each row of diesel engine (one handholt? in the upper covering,
the other In the lower crankcase, at random), check locking and tightening of nuts on studs and bolLind
as
of crankpin bearings, on the mounts and jacks of the lower main hearings, and on the Ixilts that fa;tt?n
the exhaust manifold s~cttons. Hammer the fastenings, where ac,. es,thle, and naakc Burt: that they are
intact. Alternate the opening of the handhole5 after each cru,.,~.
16. Add lubricant;
(a) into the main starting valves (10 drops of oil ttttU
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t1 Into the iuhrt.~ttuis of the oil scaly; of the wter and oil thermoregulaturH.
17. If neces arv, add oil into the speed governor (up to the centre mark of the oil level indica-
tor) and into the reduction gear of the shaft harring arrangement.
18. Examine the filtering cartridges of the oil filter fitted in the scavenging pipeline of the lub-
ricating system. Screw the drain plugs out of the oil and fuel filters and oil cooler, and check to see
that the oil and fuel contain no water.
19. Clean the sea water filter.
20. Clean the oil separator of deposits, and change oil in the separator reduction gear (within
the terms specified in the separator maintenance instructions).
I NS P I .C ION Nu.4
(Carried out every 500 hours of engine operation)
24. Pull the handwheel to check free travel of the safety inspection covers (at least once a ttacai
needle valve opening pressure, if low, and fit the injectors into place. ._
the needle valve opening pressure. In case the quality of atomization is bad, adjust the injectors in
accordance with directions laid down. in. Section "Fuel lnjedtion Equipment" of Chapter V. Adjust the:
23. Remove the injectors, clean them of carbon, check quality of fuel atomizing, and check also
22. Examine and clean the oil filters in the delivery and scavenging pipelines of the oil system.
them of oil and dirt.
21. Check fastening of the diesel engine to the foundation, inspect the shock absorbers and clean
sit, remove carbon from the screens of the gas exhaust manifold side branch pipes, clean the acce5a
check condition of working cylinder sleeve face and piston rings. Clean the receiver of dirt and
25. Detach the handhole covers and inspect the inner cavities of the receiver and exhauat manif
a month). Scavenge the paper filtering plates and the screen of the control system air filter p1
26. Overhaul and clean the reducers of the control and thermoregulating systems (at least once
portions of exhaust manifold sections, cylinder sleeve exhaust ports, and the thermocouple pipe upl
means of compressed air.
of clean oil. Carry out lubrication through the relieving holes or via the unions for the air,pi
ricate the control selector switch rear cover the same way (but at least once a month).
27. Lubricate the setter rod guides, valves and slide valves of the control panel with :3 - 5
(30 kgf/cm`) filter, then assemble them again.
''Prepartltlr thc: l,lLb,..l I ..t,O O. I.,t 'aua tI,tp tlut tn? Daily Operation start it from the elnerge11Cy C -.
33. I', t ,n, t. tl,t. ?ltLQL.I t..,i,titr f.,, sunning in compliance with the directions given in Sub-Section
nlerly ?trtn? };L?3 ? ii yc., t ut.?l ? ..vrt Iug6a into place.
.i. d up, the Plunger sleeve S screw, and tighten u
she screw,
housing, must be free to slightly up
When mounting the plunger couple, travel axially in the
er and the 1 le, check contact between the bearin
pump hcw5in ~ b? ,? ? ~ 8 surfaces ?
lap them to each other wiry p iiri(tpa( tern. If the above surfaces do not close- of the sleeve should
pa r( ? made of carhorundum fit each other completely
178 dust A114 ,
mixed with aircraft oil;
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(b) mount the delivery valve seat complete with the sealing ring, We valve, valve spring and
valve lift limiter, into the hump hour;ng.
Fit and secure the head on the housing studs so that the head pipe union is on the side of the
pin available on the housing flange. Tighten up the nuts of the pump head fastening studs uniformly
along a diagonal line with a force applied by one hand to a 300 nun long arm;
(c) check the lift of the delivery valvC in the seat, and the travel of the plunger in the sleeve. The
valve free travel and stroke are checked through the plunger sleeve and the valve seat hole by means
of a clean smooth rod made of rmld wire, 3 to 4 mm in diameter. le del:verv valve must travel
without jamming, and its str(1kt~ should be eQuai i3.5 - 4 mm, if he delivery valve or plunger is jam-
med, release the pump head fastening nuts, then tighten them up un:formh again, so as to prevent
deformation of the valve seat or the plunger siee,, e.
(d) pressure-test lump cavity D with air at a pressure of 5 kgf; tm` in the course of 1 minute.
To this end, blank off the pump head pipe union, one of the unions of cavity D, and the holes for
the rack and for its locking screw. Arrange the pump with its head down, insert the plunger into the
sleeve, secure the plunger by the stop to prevent is from being forced out by air), then prime clean
diesel fuel into the space between the plunger sleeve and the housing. Supply air through the open
union of cavity D.
In case air bubbles appear from the clearance between the plunger sleeve and the housing, lap
the sleeve shoulder to the housing (see Para,64a);
(e) clamp the pump (with its head down) in a vice, mount the rack in the pump housing, and drive
in the screw which limits the rack travel. Fit the toothed bushing on the plunger sleeve so that the
bushing marked tooth is aligned with the circular notch made on the rack;
(f) mount the stationary retainer and the plunger spring in the pump housing, fit the retainer o%
the plunger tang and insert the plunger into the sleeve. The plunger marked guide must be aligned
herein with the toothed bushing slot located on the side of the rack;
(g) fit the tappet into the pump housing and insert the locking ring into the housing groove in such
a way that the ring lug gets into the housing slot in which the roller pin travels. When fitting the tap-
pet, make sure that the plunger guides enter the toothed bushing slots. During axial travel of the plun-
ger in the sleeve, the rack must move without any jamming.
65. To install the stand-by fuel injection pump, do the follow=..t::
(a) use a depth gauge to measure distance A see Fig.80) from the frame flange surface on which
the pump is to be installed to the cam plate pitch circle; determine the thickness of the set of shims
to be placed under the new pump. This thickness is determined as the difference between distance H
(the value of which is punched on the pump housing flange) and measured distance A, i.e.,
T-hitn-
(b) place the shims of the required thickness under the pump flange and install the fuel injection
pump on the diesel engine.
Tighten up the nuts of the pump securing studs uniformly along a diagonal line by means of wrench
618 -232-007;
(c) with the roller tappet being at pitch circle of cam plate, check position of plunger end face by
means of gauge 475 -232-130 {see Ftg.SO' through the hole for the fuel pipeline unions.
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FIG. 80. INSTALLING THE FUEL INJECTION PUMP ON DIESEL ENGINE
1 - thickness of shim
Note. Use gouge 47t.282. 130 to check position of plunger end face, with the roller being at pitch circle of corn plate
I?8
.;FTIi t+; TAI; c+irL I~IJFC11~`1 aLiup FAC-: w p- REGARD TO STOP
..
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The plunger should not overlap more than half the sleeve intake hol&r Wamet~.r so as to prevent
the plunger end face from resting against the pump delivery valve seat;
(d) check (adjust) the fuel injection advance angle (see Sub-Sectlc~n "Checking the Fuel System
for Proper Sealing and Setting the Fuel Injection Advance Angles" of Chapter VI).
TURBO-SUPERCHARGER
66. Disassembly of the turbo-supercharger on the object is limited only to operations necessary
for taking the turbo-supercharger out of the engine compartment and transporting it further.
The turbo-supercharger is to be disassembled and assembled In a specially equipped shop, and
with the aid of tools and appliances delivered with the diesel engine.
67. When disassembling and assembling the turbo-superchar~..1 _
l-~+ ~..aaail to maintain the dynamic balanc-
ing of the rotor and ensure proper quality of assembly, pay particular attention to the alignment of
the match-marks and stamps on the following parts:
(a) supercharger inducer and impeller;
(b) supercharger impeller and rotor shaft key grooves;
(c) keys and key grooves of rotor shaft;
(d) bow part of fluid coupling driven rotor and turbo-supercharger rotor shaft (see Fig.13b);
(e) fluid coupling driving rotor and turbo-supercharger drive gear shaft;
(f) both driven iotor parts and fluid coupling drum;
(g) fluid coupling bolts and locking plates;
(h) thrust rings of supporting-and-thrust bearings.
68. To remove the turbo-supercharger from the diesel engine, proceed as follows:
(a) disconnect and remove the branch pipes of the suction and exhaust pipelines. Detach the pipes
which supply and return cooling water to/from the air coolers. Remove the air coolers with the bow
and stern branch pipes. Disconnect the turbo-supercharger cooling and lubricating pipes;
(b) open the handhole on the walls of the major accessories drive, near the fluid coupl{a^,;
Turn the rotor and at the same time unlock and screw out successively the bolts that hold the bow part
of the fluid coupling driven rotor to the drum;
(c) detach the turbo_supercharger casing from the housing of the major accessories drive, sling
and remove the turbo-supercharger.
Disassembling the Turbo-Supercharger
69. Disassembly of the turbo-supercharger is carried out in the following sequence:
(a) arrange the removed turbo-supercharger in horizontal position;
(b) unlock the washer and screw out the driven rotor fastening thrust bolt. Use a depth gauge to
measure the distance from the stern end face of the fluid coupling driven rotor bow part to the end face
of the turbo-supercharger shaft (i.e, negative allowance of the fluid coupling driven rotor on the turbo-
supercharger shaft), and also the distance from the surface of the turbo-supercharger flange to the
joint face between the bow driven rotor and the fluid coupling drum; this distance must be within
62 4.8 ,
(c) Press the fluid coupling bow driven rotor off the turbo- supercharger shaft cone by means of
Puller 47A -232-087 and remove the bronze thrust ring;
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(d) remove the supercharger casing inlet branch pipe, sere' out the fairing bmeans of
wrench 47u -232-212, press off the supercharger inducer and impeller with the aid of puller
4711 -232-058, then detach and remove the volute;
(e) arrange the turbo-supercharger in vertical }x~sition so that the bow part is up, remove the
bow bearing oil drain pipe, and remove labvrLnth seal sleeve 3 (with the aid of two eye-bolts
47,G -232-206). To protect the rotor labs riath seal collars, fit bushing 015 -232-302 on the rotor
shaft and remove the casing gas inlet part complete with thr n~>IZIc diaphragm assembly;
(f) hike the rotor by means of eye-bolt 4' ii - 232-043 OUt of the turbo-supercharger casing gas
outlet part and place it onto sup}k~rts.
After disassembly is accomplish~J rem,?.c resin and carbon from the turbo-supercharger ca-
vities, wash all the=
ru=~~ tii itedin uiesel fuel, blow them out with compressed air and wipe them
until dry.
Inspection and Replacement of Parts
70. When inspecting the turbo-supercharger, check the following:
(a) condition of supercharger impeller blades and inducer vanes (by fluorescent method);
(b) condition of turbine impeller and guide vane assembly;
(c) condition of edges of the turbine oil and gas seals, as well as condition of edges of the super-
charger air seal sleeve;
(d) condition of bearings.
71. Replace the turbo-supercharger rotor bearings in the following cases: ?
(a) if the layer of lining is crackrJ or partially chipped;
(h) if the layer of lining is fused, or galling is found on it.
72. If the end face of the thrust bronze ring of the bow bearing Is worn, replace the ring, but take
care to ensure axial play of the turbo-supercharger rotor (see table of clearances); the axial play is
adjusted by grinding the stern end face of labyrinth seal sleeve 3, (Fig.22h) or by undercutting its
ground face. g
In case the bronze thrust ring of the stern bearing gets worn by more than 1 mm in thickness r -
place it by a spare one which has a thickness allowance. Turn this ring until its thickness obtai e
value of ns a
h = S - K - L (Fig. 82),
where S - distance from the end face of the bearing to the end face of the thrust rg on fluid coupling driven rotor loose-fitted (without negative allowance) on the turbo-super-
charger thhub of the
rotor shaft cone. This distance is equal to S=a+b-c,
Where a - distance from the end face of the bearing to the end face of the turbo _supercharger i~iien it is pressed towards the stern "'ti'o-$upercharger rotor
1' - distance froni the end face of the turbo-supercharger rotor s
part end fncN of the fluid Coupling loose-fitted on the turbo-supercharger rotor shaft;
- h( ighr of the fluid coupling bow driven part;
K axial dtstanceIxtwe?en the= end face of the bearing and the end face of 'the bronze ring. This
I 4l
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distance is equal to 1.1 - 1.3 mm, provided the rotor is pressed off towards the stern and
the fluid coupling is fitted with negative allowance L on the rotor shaft cone;
L - actual axial negative allowance of the fluid coupling on the shaft cone, which should be
within 5.0 to 5.5 mm,
73. When mounting new bearings, check the following:
(a) contact between the journals of the rotor shaft and the surface of the bearings; this contact
must occupy at least 85 per cent of 120? arc of the bearing lower part;
(b) clearances in the bearings and labyrinth seals of the rotor, in compliance with the table of
mounting and operation clearances;
(c) all axial clearances and plays specified in the turbo-supercharger Service Log.
nc
Assembly and Installation of Turbo-Supercharger on Diesel En g
74. Carry out assembly and installation of the turbo-supercharger on the diesel engine in the
order reverse to disassembly.
Mount the parts in accordance with the match-marks made during disassembly.
When assembling, set the diffuser screw, the supercharger inlet branch pipe and the volute on
special sealing compound "Hermetic Y-30M "(see Appendix 16) at the joint faces.
Attach the turbine casing joint faces through heat-proof putty H311 (see Appendix 15).
Seal the flanged joints between the branch pipe, air cooler and receiver by means of gaskets maid
of oil-resistant medium-hard rubber of group A, COST 9338-55.
Fit the fluid coupling driven rotor on the shaft taper end by knocking it slightly with a lead ham-
mer (heat the fluid coupling rotor preliminarily up to a temperature not exceeding 150 - 180?C). When
fitting the rotor, follow the value measured during disassembly (see Para.69), and see that the devia-
tion is not above ?0.15 mm. Before pressing the impeller and inducer on the rotor shaft, use an indi-
cator to measure the rotor shaft axial play, which must be within the ranges specified in the table of
mounting and operation clearances.
After the impeller and inducer are heated in an oil bath up to a temperature not exceeding 150 -
175?C, press them on the rotor shaft with the aid of appliance 4711 -232-045 as far as labyrinth seal
sleeve 3 (Fig.22b) permits. As the parts cool down, tighten up the appliance nut gradually so that no
clearance is formed between the labyrinth seal sleeve end face and the impeller surface.
In a finally assembled turbo-supercharger its rotor must rotate without jamming.
75. When connecting the turbo-supercharger to the major accessories drive, check the following:
(a) distance from the surface of the turbo-supercharger flange to the joint face between the bow
driven rotor and the fluid coupling drum; this distance must be equal to the value measured during
disassembly (see Para.69) with a deviation not exceeding ? 0.05 mm;
b) Joint faces between the non-secured turbo-supercharger and drive. Up to 0.08 mm thick feeler
gauge is allowed to pass through the joint;
(c) turbo-supercharger rotor, fluid coupling and drive gear shaft heat expansion clearance mea-
sured between the bow end face of the drive stern bearing bushing and the end face of the gear; the
clearance must be at least 3.0 mm. mer Note. During replacement of the turbo-supercharger,, drive shaft checks enue toateed xboov .
measure the misalignment and angularity of the g axis of
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FIG. 83
Fir. 84. SETTING THE AIR DISTRIBUTOR SLIDE
VAI VF Ai CORfINr TO THE FIRST wLin..DER
...a. ~-~ullCR
DURING "AHEAD" ROTATION
1 - slide valve slot; 2 - direction of air distribu?
for slide valve rototlon; 3 - drum holes
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the turik)-sUi)t'rc}7,1: t i I;+i, I tit'ait: I he r1r;:r1 , ?? , dJll n isahgnment is 0.15 mm,
while the angiilarul uld nit t?c'cti t ?i'; a :>ti nirn d:imeter fluid coupling
iange).
having mounttzi all tif' pit)citni: .heck ca-e of ru!a:;?,Ili ace plat of the rotor shaft. To
shift the rotor, fit the leg of app! itin.'t ;'.. 2:3? trot) int;, and make the appliance
bar rest against the inlet brand: pil t flange. Measure the valtu e,f die pia by means of an indicator.
In case jamming is observed, adju;t the pressure of the bearinc bracket stop cup and tighten up the
fastenings of the gas suppl` and exhaust branch pipes ante,
Pay particular attentu)n to tht te;lirCtling up the Shock al sorbers at the supercharger volute
branch pipes (see E; its-.; 3).
During the assembly procedure make sure tl;,it nut T upsets rubber shock absorbers P by 1.5
to 2 mm.
Tighten up the branch pipe flange by means or huts h so that size K remains constant (before
and after the nuts are tightened Up).
Forelock nuts F and T, and the bolt heads.
STARTING SYSTEM UNITS
A. Starting Mr Distributor
76. To disassemble and inspect the air distributor (Fig.51), do the following:
(a) detach the air pipes, unscrew the cover holding nuts and take the cover off the housing;
(b) take the slide valve with the splined bushing and spring out of the housing;
(c) remove the elastic rings from the pins, aid take out the pins which interconnect the toothed
racks of both air distributors and connect them to the rack bracket;
(d) remove the housing, unlock and undo the drive gear fastening nut, and take the gear off the
shaft;
(e) unlock and screw out the bolts that hold flange 8, remove the flange and take the shaft out of
the housing;
(f) wash all the parts with filtered diesel fuel and wipe them dry;
(g) inspect the air distributor parts.
No scores are allowed on the friction surfaces of the shaft, drum end face, housing and slide
valve; remove small notches from the above surfaces by polishing, and file-clean the notches found
on the driving gear teeth and the splines;
(h) check contact between the slide valve and drum surfaces by paint pattern. When turning the
slide valve through not more than 300, the contact pattern should cover the entire working surface;
(I) before assembling the air distributor, coat the parts with a thin layer of oil used for lubricat-
ing the diesel engine.
To assemble the air distributor, proce? 1 as tollows:
(a) fit the shaft into the housin, secure the flani e. then upset and forelock the flange bolts;
(h) check the shaft axial play Attie set play is ?.+lthu-i ii.t~r - ti.24 trim, the maximum permissible
during operation is 0.40 mnl);
(c) secure the dr ivtng gear on the s:af:.
(d) mount and secure the air trihe cr pa:-, c; .ae pia , e of :Fie minor accessories
drive, then engage the sears.
1
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(e) ser the racks of both air distributors in the AHEAD rotation position (shift them down as far
as the stop permits), interconnect the racks in this position and connect them also to the rack stop;
(f) arrange the lower piston of the 1st cylinder In Its TDC;
(g) fit the slide valve complete with the nut, splined bushing and spring on the shaft of the upper
air distributor in such a way that the slide valve slot front edge (during AHEAD direction of rota-
tion) overlaps the edge of the 1st cylinder hole in the drum by a value not exceeding 1 mm (see air
distributor setting diagram, Fig. 84).
Adjust the setting of the slide valve with regard to the drum by rearranging the splined joints of
the slide valve, splined bushing and shaft. Similar setting of the lower air distributor is to be carried
out relative to the 14th cylinder;
(h) place annealed copper spacers under the covers, and secure the covers to the housings. Take
herein care to see that the travel of the inner nut is within 1.0 to 3.0 mm;
(1) attach the air pipes of the main starting valves and of the starting valves to the housing and
covers.
Check operation of air distributors in compliance with sub-paragraphs "d" and "e" of Sub-Sec-
tion "Checking the Diesel Engine Starting System" of Chapter VI.
B. Main Starting V_
77. To disassemble, inspect, assemble and mount the main starting valve (Fig.49), do the follow-
ing:
(a) remove the upper and lower flanges, and take out the piston by means of eye-bolt 06296-00
provided with thread M8 x 1.25 (see Appendix 18);
(b) disassemble the spring lock, take out the spring and valve 3, unscrew and disassemble shut-
off valve C;
(c) wash and inspect the valves, if necessary, remove notches and traces of jamming by file-clean-
ing, and lap the valves to their seats with the aid of P014 paste (medium or fine);
(d) wash all the parts with diesel fuel and coat them with a thin layer of oil used for lubricating
the diesel engine;
(e) prior to assembling the valve, check the following:
- smoothness of piston travel in the sleeve under. a load of 0.3 kg in vertical position of the
and at any turn of the piston;Y
- smooth travel of valve 3 in the sleeve under gravity, in vertical position of the body and at any
angle of turn of the valve.
Assemble the main starting valve in the order reverse to its disassembly and seal-
ing of valves 3 and C b ly d check proper y pouring kerosene; no formation of kerosene drops at the seats is allowed in
the course of 3 minutes;
(f) mount the main starting valve on the diesel engine, and attach the air pipeline;
(g) check sealing and functioning of the valve, as described in sub-paragraph "a" of
"Checking the Diesel Engine Starting System" of Chapter VI, Sub-Section
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. Working Cylinder Starting Valve
78. To disassemble, inspect, assemble and mount the starting valve (Fig,50),do the following:
(a) disconnect the air pipes, unscrew the valve fastening nuts and remove the valve;
(b) unscrew the body nut, unlock and screw off the valve stem nut;
(c) take the piston, spring and valve out of the housing;
(d) clean the parts of carbon and dirt, wash them with clean diesel fuel, and then examine the
rts.
J The sealing surfaces of the valve and body must be free of notches, dints and other damage. Lap
e valve to the seat, if needed, by means of ro i paste (medium or fine);
(e) the valve lubricated with oil and arranged in vertical position must lower down in the housing
6v gravity. revardlPac of rhP v~lvn trn?
- - , --o~ ...... .... .,
(f) lubricate the parts with a thin layer of oil and assemble the valve in the order reverse to
isassembly;
(g) after the valve is assembled, check proper lapping of the valve disc to the seat by pouring
erosene into cavity B; no kerosene is allowed to leak through the valve in the course of 3 minutes;
(h) replace the copper sealing gaskets in the unions, and mount the starting valves on the diesel
engine. Tighten up the valve body fastening nuts uniformly in 2 or 3 motions;
(i) check sealing of the starting valves on the diesel engine, as described in sub-paragraph "b"
pf'Sub-Section "Checking the Diesel Engine Starting System" of Chapter VI.
Emergency Control Station Starting Valve
(a) unscrew the plug and take out the spring, retainers and valves;
(b) unscrew the locking bolt and take the knob out;
79. To disassemble, inspect, assemble and mount the starting valve (Fig.47),do the following:
~.. (c) release the locking screw, turn out the nipple, undo the fastening of the relief valve and take
e valve out of the nipple;
t / (d) wash all the parts with clean diesel fuel and check their condition;
,J
(e) if necessary, lap the parts with PON paste (medium or fine);
(f) after the parts are lapped, wash them with clean diesel fuel and apply a thin layer of oil;
(g) assemble the starting valve in the order reverse to its disassembly, check the clearance
'between the end faces of the relief and control valves by measuring the knob stroke up to the opening.
of the control valve. The clearance should be within 2"0.5 mm, and is to be adjusted by varying the
thickness of the shim placed between the nipple and the valve body;
(h) mount the starting valve on the emergency control station, secure the valves and check them
for proper sealing according to sub-paragraph "c" of Sub-Section "Checking the Diesel Engine Start-
4ing System" of Chapter VI.
i~
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OVERHAULING THE SEALS OF INJECTOR AND S rAR'ri. c VALVE PIPE UNIONS, AND SEAt.S GF
PUffi, FEED AND WATER PUMPS
A. Dyetbaulin$ the Seale of Injector Pipe Unions
80. To seal the injector pipe unions (Fig.17) in case water leaks onto the face of the working cy-
Uiider sleeve, do the following:
(a) drain water out of the cooling system;
(b) disconnect the high-pressure pipe and the pipe for fuel leaking from the injector;
(e) remove the Injector and take the rose-copper gasket out of the pipe union Heat:
(d) screw out the body of pipe union 20 by means of appliance 4Th - 232-088, and remove the
pressure blocks and the rubber gasket;
(e) use appliances 478 -232-097 and 615 -232-003 to screw pipe union 23 out of the cylinder
sleeve.
Remove the rose-copper gasket, then clean and examine the parts;
(f) place a new annealed rose-capper gasket under the pipe union, screw the latter into the cy-
Iieder sleeve and tighten it up with a force applied by one hand to the arm of the lever of appliances
47B-232-O97 and 618 -232-003.
msn remove the lever and screw in the pipe union additionally through an angle of 45 to 90?;
(g):check:condition of pressure blocks and rubber gasket. Replace the gasket if it has lost its
eltsdclty or shape;
(h)".fit tlite?blocks and the rubber gasket into place, screw on the pipe union body and tighten up
rubber gasket through 1.5 to 2 revolutions. Take herein care to see that a clearance of 0.5 to
mm le left between the end face of the pipe union body flange and the generatrix of the cylinder
eeve. jacket;
(l) ~k .pao mounntIng of the pi r"
pe union with the aid of appliance 4711 -1.~2-G94. "Inc appliance
tut close-fit the cylinder jacket surface and at the same time it should be pressed to the surface of
injector fastening bolts screwed into the pipe union. A clearance not exceeding 0.5 mm is permis-
iible between one of the bolts and the appliance control surface;
(j) fill,the cooling system with water and pressure-test it at a pressure of 3 kgf/ctn2;
(k) fit the injector on a new annealed rose-copper gasket and tighten up the injectur holding holts
uniformly. Check the clearance between the milled part of the pipe union and the side stem of the in-
jectcr body; the clearance should be at least 0.5 mm;
(1) to seal the Injector pipe union in case of outside water leakage, do not perform the operations
specified in sub-paragraphs "e" and "f"
B. Overhauling the Seals of Starting Valve Pipe Unions
81. To seal the starting valve pipe union (Fig.1 7) in case water leak:, rent? thr c~liniir?r sleeve
face, do the following:
(a) drain water out of the cooling system;
(b) disconnect the air pipes from the valve. Reletit;e U c r:r;r r ; !n,? a ring rruo; and remove
the valve. Take the rose-copper gasket out of the pipe urrr,~r~
(c) unscrew the pipe union nut with the aid r)f wr,:nJ, (I t; - 22 iN~~ ,r,u1 rrrr~ove thc? pet ure ringr~,
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OVERH.AUUNG THE SEALS OF INJECTOR AND S CA *TiC VALVE PIPE UNIONS, AND SEALS OF
PURL FSRD AND WATER PUMPS
A. Ovetbaulfng the Seals of Injector Pipe Unions
80. To seal the injector pipe unions (Fig.17) in case water leaks onto the face of the working cy-
it>sder sleeve, do the following:
(a) !drain water out of the cooling system;
(b) disconnect the high-pressure pipe and the pipe for fuel leaking from the Injector;
(c) remove the injector and take the rose-copper gasket out of the pipe union Heat:
(d) screw out the body of pipe Bunion 20 by means of appliance 47b - 232-088, and remove the
pressure blocks and the rubber gasket;
(e) use appliances 4713 -232-097 and 6113 -232-003 to screw pipe union 23 out of the cylinder
slue.
Remove the rose-copper gasket, then clean and examine the parts;
(f) place a new annealed rose-copper gasket under the pipe union, screw the latter into the cy-
aider sleeve and tighten it up with a force applied by one hand to the arm of the lever of appliances
lB :-2.o97 and 6113 - 232-003.
ig) check condition of pressure blocks and rubber gasket. Replace the gasket if it has lost its
Ten remove the lever and screw In the pipe union additionally through an angle of 45 to 900;
tmm is`left between the end face of the pipe union body flange and the generatrix of the cylinder
!rubber gasket through 1.5 to 2 revolutions. Take herein care to see that a clearance of 0.5 to
(b) fit the blocks and the rubber gasket into place, screw on the pipe union body and tighten up
(1) check proper mounting of the pipe union with the aid of appliance 4!11 -232-094. The appliance
-must'close-fit the cylinder jacket surface and at the same time it should be pressed to the surface of
the injector fastening bolts screwed Into the pipe union. A clearance not exceeding 0.5 mm is permis-
sible between one of the bolts and the appliance control surface;
(j) fill.the cooling system with water and pressure-test it at a pressure of 3 kgf/cm2;
(k) fit the injector on a new annealed rose-copper gasket and tighten up the injector holding bolts
=Uniformly. Check the clearance between the milled part of the pipe union and the side htem of the in-
jector body; the clearance should be at least 0.5 mm;
(1) to seal the injector pipe union in case of outside water leakage, do not perform the operations
specified in sub-paragraphs "e" and "V?.
B. Overhauling the Seals of Starting Valve Pie Un Ion s
81. To seal the starting valve pipe union (Plo 17' in C".?^ .
~- r+?- i ?? ^ni~i ? ? (Illtlt tfll' yllnllt'r HieeVC
face, do the following:
(a) drain water out of the cooling system;
(b) disconnect the air pipes from they valve. Releru;e the i;u s ii.. ur iris; mu r; and remove
the valve. Take the rose-copper gasket out of the pipe uin ri -ur
(c) unscrew the pipe union nut with the aid of wrench r:l i; - tltll ,ides r'cmove the prt'ysure ringr+,
tae
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(d) LJ r c1l)l~l:nn, r' 14 r
then take-oil the rt.,.~< -;-epee: , ,.-kc?.
':ul t. I,: e i.I iuis ..+tt of the cylinder elccve,
(e) clean and in irc.?ct he par: s, S< .
t ?u
c ?j :ic rose -copper gasket so that it is 0.3 to
0.5 mm thicker than the rc:niUv~ 1 ;o_. e?c r;,c rubber gasket is turn, replace it by a new one and
attach it by means of glue H- tin to t w , I: cicd irfa: c of pressure ring 17;
(f) screw the Stating valve l~.}r~ ui;,on into the working cylinder sleeve and tighten it up with a
force applied by one hand to the arm of t; e lt?ver of appliance hlB -232-014. The pipe union should
not approach its constant POSit ion by 45 to yt-" (as to the arlgic of turn). Then lengthen the lever and
tighten up the pipe union additionally until it occupies a position in which the indicator valve is lo-
cated strictly vertical on top;
(g) mourn the pressurc~ ring with the rubber gasket glued to it, tit the rubber ring and the pressure
ring, after which screw the sealing nut on the pipe union:
(h) fill the cooling system with water, bleed the air out, and pressure-test the system at a prep=
sure of 3 k
(i) fit the starting valve on a new annealed gasket and tighten up the valve fastening nuts uniformly;
(j) to seal the starting valve Pipe union in case of outside leakage of water, do not fulfil the ope-
rations specified by sub-paragraphs "d" and "f"
C. Uverhaull_tthe Fuel Feed Pump Seal (Sec Fig 26)
52- The fuel feed pump seal is to be overhauled in case more than 15 drops of fuel leak through
cover hole 32 (See Fig,lib) per minute.
83. To overhaul the seal, proceed as follows:
(a) remove the fuel feed pump from diesel engine;
(b) take out the textolite retainer of the drive coupling;
(c) press the half-coupling off the pump shaft, and remove the pressure cover;
(d) take the step bearing out of cover lb (Fig. 26), and remove the graphite and rubber rings from
the pump shaft;
(e) wash and inspect the parts of the seal; during inspection pay particular attention to the condi-
tion of the surfaces of the graphite ring slots and the pressure ring grooves; file-clean the nicks, if
any;
(f) lap the step bearing working surface to a surface plate with a thin layer of PoYI paste until
the contact covers at least 85 per cent of the surface; then lap it to a wet cast-iron surface plate with-
out any abrasive, to obtain mirror finish of the surface and a contact of at least 85 per cent;
(R) assemble the pump seal and take care to see that the pressure ring lugs enter the graphite ring
slots. Check ease of graphite ring axial travel when loaded by spring;
(h) place a new gasket under the pressure cover, insert the step bearing into the pump cover, and
fit the pressure cover into place. Check the pump shaft for easy rotation;
(i) press the half-coupling onto the'purnp shaft, fit the drlve textollte? rc.tsher into place, and i.
stall the pump on the diesel engine;
(J) assemble the fuel pipeline, prime the system and pressure-text it for a pressure of 3 kgi/cm
In?
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1
faces, and make sure that the centring grooves are free of nicks and galling;
(j) check flatness of the end face and the centring groove of the cup thoroughly;
(k) clean and inspect the other parts.
86. No nicks and notches are allowed on the working surface i! steel sealing ring 9.
Prior to fitting the sealing ring on the shaft, lap the ring working surface on a surface plate with
a thin layer of paste 1'08.
The ring should contact the plate by at least 85 per cent of the surface.
Then lap the ring to a wet cast-iron surface plate without my. abrasive, until rn' - ter' finish of the
surfaces is obtained.
87. in case deep notches are found on the working surface of the bushing graphite ring. urc2ercut
the surface on a lathe, but do your best to ensure the least possible urdersizing of the surface.
D. Overhauling the Seale of Fresh and Sea Wftcc r E'unil~~~,? 1 ii
84. Overhaul the seals in case more than 15 drupa of water leak from the fresh water pump per
minute, or if more than 30 drops leak from the sea water pump.
85. The seal is to be overhauled in the following sequence:
(a) drain water out of the respective system (fresh or sea water);
(b) disconnect the pump suction and delivery pipelines and blank them off by means of plugs;
(c) mark the mating surfaces of the pump housing, volute and branch pipe;
(d) remove the g~~p A?l suction branch pipe;
(e) unlock the plate washer, then release and remove the nut (fairing);
(1) press off the impeller with the aid of puller 47A -232-084;
(g) take the sealing ring off the pump shaft;
(h) use puller 4711..232-085 to press .~.~t the oil seal bushing with the graphite ring glued into it;
(i) clean the joints of the housing parts, remove the remaining sealing compound from the joint
D
\~ - lowed to glue a new graphite ring by means of
If the graphite is chipped and cracked, or
if the graphite ring projects from the bushing
t __\\ by less than 1 mm, replace the ring. It is al-
FIG. 85. BUSHING WITH GRAPHITE RING
epoxy resin, and then to finish the working
surface (see Fig. 85).
After the working surface is fiQished,
check the following:
(a) out-of-flatness of surfaces D and E, which should not exceed 0.03 mm;
(b) run-out of surfaces D and E relative to the axis of surface A; run-out is allowed up to 0.02 mm
on dia.50 mm.
Before fitting the seal bushing into the pump cup, lap the graphite ring working surface to a wet
cast-iron surface plate without abrasive, until a mirror finish of the surface and a contact of at least
85 per cent are obtained.
Replace the rubber sealing ring by a new one in case it is cut, or if it has lost its elasticity or
shape.
88. To assemble the pump, proceed as follows:
(a) fit the rubber ring on the seal bushing, but take measures to prevent twisting of the ring;
F
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(ti) lubricate the rubber ring; with u~l and j,rth 1 w hui tutu the pump cup;
(c) fit the steel and rubber sealing; - tngs, ,t , wt li as tht pacer ring and the .bring, on the shaft,
and make sure that the rings are free to travel when actuated by the spring;
(d) mount the volute into place, and press the pump impeller on;
(e) attach the suction branch pipe to its scat,
Note. Attach the +oint' of the branch nine, volute and cup of the pump on sealing compound "tter-
metic"
89. Having assembled the pump, blank off the suction and delivery branch pipes, bleed the air out,
pressure-test the pump with water for a pressure of 3 ks,Tf/cm2 and at the same time turn the diesel
engine. No leakage is allowed.
Insignificant dripping (3 to 5 drops per minuted is permissible. After the water pipeline is as-
sembled, pressure-test the system with water at a pressure of 2 kgf/cm2, and make sure that it is
not leaky.
FUEL AND OiL FILTERS
A. Fuel Filter (See Fig.25)
Washing One of the Sections by Counterflow of Clean Fuel
from the Other Section
90. Carry out washing with the independent fuel feed pump engaged, or if necessary during engine
operation at idle speed or minimum load.
Washing is performed in the following sequence:
(a) turn cock 8 so that the indicator available on its end face occupies position ? , if the right-
hand section is to be washed, or position ? , if the left-hand section of the filter is to be washed;
(b) open drain plug 11 of the section to be washed, and drain the fuel out in a strong jet, until clean
fuel starts flowing;
(c) after both sections are washed, close drain plug 11 and turn cock 8 to its working position ?
Replacing the Filtering Element
91. Replace the filtering element as follows:
(a) screw out bolt 10, remove casing 15, spring 9 and the filtering element;
(b) clean the casing and all the removed parts with clean diesel fuel;
(c) mount a new filtering element, the spring and the casing, and tighten up bolt 10.
Note. When assembling, pay attention to see that felt seals 13 and 17, and also the paronite gaskets
are intact. Replace the damaged seals and gaskets.
H. Oil Filter (See Fig.32)
92. To disassemble and clean the oil filter cartridges, do the following:
(a) pump oil out of the sections by means of the independent oil pump;
(b) release the nuts of the fastening studs, and detach the covers of the casing sections;
(c) take out the cartridge of filtering elements, and wash the outer surface of the elements with
clean diesel fuel;
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open indicator valve, or from the scavenging and exhaust ut tho cylinder sleeve. During engine
operation, looseness of the starting valve causes heating of fte pat which fethis starting air to the
valve.
Remove the defective starting valves, disassemble them, lap and then check for sealing again;
(c) check sealing of the emergency control station starting valve in the following sequence:
- set the control selector switch in position CONTROL PANEL;
- supply air at a pressure of 30 kgf/cmz to the starting valve;
- do not push the valve button, and make sure that no air leaks through the body relieving hole;
shut-off the air supply from the starting cylinders and check ease of valve opening by pushing
the button as far as it will go and then releasing it; the valve must quickly return to its initial posi-
uon;
(d) check proper connection of pipes running from the cylinder st ~rting valves to the air distri-
butors, for which purpose compare the cylinder numbers punched against the respective holes on the
air distributor housings;
(e) remove the air distributor covers and do the following:
- check setting of air distributor slide valves, i.e, see if the air feed corresponds to the cylinder
firing order; bear herein in mind that the direction of rotation of the slide valves coincides with the
direction of rotation of the upper crankshafts;
- make sure that the supply of air into any cylinder begins when the lower piston of this particu-
lar cylinder is in a position of 0 to 3o before TDC (during AHEAD direction of rotation);
(f) pressure-test the starting system pipelines with air at a pressure of 30 kgf/cm2.
Eliminate leakage found during pressure-testing.
To check reliability of the starting system, it is advisable to turn the diesel engine with starting
air from the emergency control station and the remote control panel.
B. Checkin Pro er Linka e of Control Rods and Levers with the timer enc control Station, Governor,
d
Fuel in ection Pum
ps an Overspeed overnor
G
To carry out the above checks, proceed as follows:
(a) check the control rods and levers for free travel;
(b) set the governor control handle In vertical position and shift the emergency control station
handle in the direction of supply until the governor load indicator occupies a position corres ndin
to 50 per cent. Po 8
In this position:
- the emergency control station handle must be within divisions 4.5 - 5.0;
- the angles between the fuel injection pump side rods and the lateral shaft'levers, between the
lateral shaft lever and the emergency control station rod, between the lateral shaft lever and the
vernor spring-loaded rod, as well as between the spring-loaded rod and the ~ ve go,
equal to 90? 5? ~e rnor lever, must be
At the same time, the governor lever and the speed control , ;o_mc,tur rod, as well as the servo-
motor rod and the governor remote control mechanisn, lever, ~n,i:he at a square angle towards each
other, if the above requirements are not satisfie?c+., ?carr\ ,,,t r: s ;ur!mcnt by changing the len h of the
rods running to the rmcrgrnr}' control station and ~:et ?? ~ ?,;, .r ,? ~
i
between the lateral shaft and the governor; It ninth of the spring-]oadc~d rod
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(c) set the handles of ibe ;!!rvt rn(!r" and tt;c emergency control station to the maximum
feed, and turn the knob of ti;c etfe.r~ n, v ~ontn.,l ;ttion fine adjustment Hhaft until the overhang
of the stern fuel injection hump rrr.k of the 8th cylinder is 28 ? 0.1 mm (as measured with the aid of
appliance (1Ls-232-045).
In this position:
- the emergency control station handle must be on division 9 - 10;
- the governor load indicator must point to division 98 - 105;
- the overhang of the racks in the other fuel injection pumps (as measured with the aid of appli-
ance 6th -232-045) must correspond to the values indicated in the diesel engine Service Log (and
should be accurate within t02 mm).
If the deviation of the rack position exceeds the above ranges, adjust the linkage between the
rack and the control rod. To this end, release the locking screw of the clip on the rack roller,
rotate the roller and set the rack in the required position.
To check the rack overhang by means of appliance 61B -232-045 (see Fig.85a), proceed as
follows:
Release cup 4, fit appliance body 1 on the fuel A
injection pump rack and clamp the body to the rack
end face. Take care to see that spring 3 presses
herein the end face of cup 4 to the spherical head of
the bolt on the pump housing.
Then secure the cup in position by means of
screw 5, after which take the appliance off the rack
and measure size B accurate within 0.1 mm.
Rack overhang D will be equal to the difference
between sizes B and K(D B - K),where K - constant
d
y.
size punched on the appliance bo
It is not advisable to measure size D directly A
by means of a depth gauge. as it may result in con- RIG, 85o. CHECKING THE RACK OVERHANG BY MEANS
OF APPLIANCE 61U. 2 -045
aidcrable errors.
- body; 2 - scrwr; 3 - spoin9. 4 - CUPS S - SCVSW
1
Ensure a clearance of 1.0 to 1.5 mm on the
outer side between the shank axle and the rod in the rod eye of the overspeed governor actuating
mechanism.
The clearance between fuel feed limiter rod 1 (Fig.48b) and the lateral shaft lever mop must
be within 0.4 to 0.6 mm. Adjustment of clearance between the rod and the lever stop is carried
out by turning the adjusting screw, and then securing it with the lockout, and sealing;
(d) shift the governor speed-control handle and the emergency control station hand:- : posi-
tion STOP.
In this case, the fuel injection pump racks must be moved out by a value not exceeding the size
of the zero feed stop;
(e) when overhauling and adjusting the fuel injection pump control mechanism, fit the levers on
the epltnd shafts of the sherd governor ttnd the governor remote control mechanism only in ac-
cordnec with the rant. h- nrks.
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It is trot iCcOtttntc?njrcf Ni , h,tnge c? lrt,~;tt; of t!,t :,pI tn~ l0LIJt?~I ruJ whirl, links up the governor
servu-muter Hhaft lever with the Id(eraI sh~ttt lever.
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C. Checking rite Fuel Stcttt for i'ru~~erSealirtg art~t Setttthe Fuel In ecti~,~ Acivanct? At&lc.t
To check (ht. fuel system for pruper sealing, proceed at follows:
(a) prime the system with diesel fuel by means of the independent fuel feed pump, and eliminate
leakage, if any;
(b) prime the system with fuel until fuel without air bubbles starts flowing out of the pipe union on
the uppermost point of the system;
(c) close the pipe union and pressure-test the system with fuel at a pressure of 3 kgf/cnt2 for
10 minutes; no leakage is allowed;
Note. Uue to the fact that some portion of fuel-and-nil mixture necessary to ensure I ~'
r J to easy tar.1
of the high-pressure fuel injection pump racks gets onto the racks during diesel engine
operation, insignificant leakage (not more than 3 drops in the course of 5 minutes) is allow-
ed along the racks at rated speed of diesel engine.
(d) adjust the pressure in the system within 1.0 to 1.2 kgf/cm`.
Carry out adjustment of the fuel Injection advance angles with regard to the stern fuel injection
pumps of the 8th and 16th cylinders in the following sequence:
(a) detach the high-pressure pipe from the pump, and mot_ ..phance 475-232-055;
(b) set they 8th cylinder stern fuel injection pump rack ovc :rs1; within 280.05 mm by means
of appliance 61b-232 .o 5.
When adjusting the fuel injection advance angles, see +? an the pressure of fuel in the supply pipe-
line is i kgf/cmZ;
(c) turn the crankshafta through 1 or 2 revolutions by means of the shaft barring arrangement
and see If the transparent pipes of appliance 475 get filled with fuel;
(d) drain part of fuel out of the appliance g;:?? pipe and make sure that the fuel injection pump
delivery valve is sealed properly (the level of fuel in the appliance pipe should not increase);
(e) turn the diesel engine crankshafts clockwise with the aid of the shaft barring arrangement
(by intermittent short-time engagements of the electric motor), notice the moment when the fuel
level (meniscus) in the appliance pipe starts rising; and at the same time cut out the electric motor.
In this position determine the fuel Injection advance angle by the graduation available on the coupling
of the respective lower crankshaft.
The fuel injection advance angles for all the cylinders must correspond to the values specified
in the Service Log, and should be within 14 to 22?. When checking the fuel injection advance angles,
follow the diesel engine cylinder firing order, which is. 1-14-8-11-2 12.5-15-6-U-3-16_4-10-7-13.
If it is necessary to change the fuel injection advance angle for a separate fuel Injection pump,
vary the thickness of the set of adjusting shims placed under the lump flange.
During adjustment, the thickness of the set of adjusting shims may be changed within t0.5 mm
relative to the rated value (see Para.655 of Section "fuel lnjection Equthmem").
A 0.25 mm reduction in the thicknera8 of the suet of shims l)liI~ rci twdor the lrcrflp flange Increases
the fuel injection advance angle by 10, 1laving reduced the thi, kn~"+y of ;-,, sr: ?! HUImM, usr gauge
47 5 232-130 to check the posit Ion of the l,lungrr c?nd fc r t lit ~? rile I I;utrr sit?CV&: he-lcs.
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F. Checkinj the Speed Governor Itc:nur_ _cr l -'VHN__n fc,r Freer Functioning
To check functioning and to parry our. utJ; i t:nen` f the panel seuer and governor apeed-control
servo-motor, use compress d t,ir at a J,rc 5ti;:r?? of 4 i 0.2 kgf/cni , and proceed as follows:
Disengage the governor site ,ntrol 1i;;n,0t firn the Sector, for which purpose push the handle
button and turn the handle cJnck0 r?t: h p0''
Check healing of the contr?1 .;yo iii ;iir pinuIi, c !,,:n:5.
With the panel control handle stt tu, fx,:>it;r,n :Y0P, the Netter air outlet pressure (as read by the
pressure gauge connected to setter L:tvit' H) rnur t be within 1.3-ft l kgf/cm2, while the speed-control
handle on the governor must be between the first two nr,tc1it?5 in the left-hand part of the STOP zone
scale.
To adjust the setter for the above value of air pressure, turn the tappet. If the setter air outlet
pressure is insufficient, turn the tappet counter-clockwise, whereas when the pressure is too high, turn
rho is nnPr rtnrlrauiczj.
Shift the panel control handle to division 9 of the scale. In this case, the setter air outlet pressure
must be within 3.2 - 3.6 kgf/cm2, and the governor speed-control handle must be within the zone of
divisions 15 - 17. If the governor handle is in some other position, adjust speed-control servo-motor
spring 12 (Fig.46), proceeding from the following: if the handle fails to approach the required pusi-
tion, reduce the servo-motor spring tension by turning adjusting nut 7 counter-clockwise; if the handle
overruns the required position, increase the spring tension, for which purpose turn the adjusting nut
clockwise.
Having adjusted the setter of the panel and the speed-control servo-motor, check the remote
control system for proper functioning again, as described above.
After this is done, check position of the governor handle, with the panel handle being set for fuel
shut-off. When the panel handle is set to division 3 - 3.5, the governor handle should be between divi-
sions 4.5 - 6.0.
RUNNING-IN AND ADJUSTING THE DIESEL ENGINE DURING OPERATION
1. Running-in of diesel engine after overhauls, repairs and preliminary adjustment is to be per-
formed at propeller performance. The turn of the propeller blades in units with a variable-pitch pro-
peller must correspond to the flank speed position.
The first starting of the diesel engine should be clone only from the emergency station, while
control of engine may be exercised from the remote control panel.
2. Before running-in the engine, do the following:
(a) clean and wash all the oil filter cartridges;
(h) force oil completely out of the engine and system Into the service tank;
(c) carry out heating and separation of oil in the tank;
(d) after the oil is separated, send it for analysis, to make sure that it corresponds to the t equire-
ments laid down in Specifications i1P'1'Y 1211 N0.24-63.
3. The duration of running-in and adjustment of diesel engine during operation is as follows:
(a) 6 hours (according to 'f'able l) - in case the engine has been overhauled without rta,lae e.inc.nt
of parts, and also if any parts of the turbo-supercharger (except those indicated in Huh-partigral,i, "b")
have been replaced;
196
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fib) 15 hewr ti (acc~,r,il;1L [? i .,f.,, ~.
?f oil( or sev
sleeves (beparatel~~, cn, rral pistons and cyluielcr
i in.I.li il~ i.~
and thrust rings of turbr)-supercharger
I C)tC r;
(v.) 21 hours (accur~iing to l ahf - O1? or everal noing sets of the cylinder sleeve and
piston have been replay tJ.
4. Change over the eng;ni' from unt 11t lug to the other, and stop it after the ratings are acconlplish-
ed, smoothy- in the course of 3 to 5 niInutjs.
5. During the running-In pru. etiiur e, carry uut pc rl~kiic itltipectIUnS of diesel engine, as follows;
(a) check heating of main and crankpin hearings to the touch;
(b) inspect the inner fastenings;
(c) check condition of working cylinder sleeves, pistons and compression rings through the sca-
venging and exhaust ports;
(d) examine the screens of the scavenging pipeline oil filter. Appearance of growing amounts of
small bronze particles on the filter screens is indicative of abnormal wearing of end bearings, main
drive thrust bearing, or turbo-supercharger thrust hearing. In this case, Inspect the diesel engine
thoroughly, find the abnormally functioning units, disassemble them and eliminate the faults. If insig-
nificant amounts of bronze or babbit particles are found on the filter walls, and also if bright spots
are detected on the piston trunks and cylinder sleeves, continue the running-In procedure, but increa-
se the duration of low-load operation; the number of inspections of these cylinders should be Increas-
ed;
(e) inspect the inner cavities of the exhaust manifold traps.
6. When adjusting the diesel engine during the running-in procedure, follow the results of diesel
engine bench tests carried out at the Manufacturing Plant, and also the values of parameters obtained
before from the engine adjusted at the same speeds and loads.
7. During adjustment of the diesel engine, do the following:
(a) carry out preliminary adjustment of engine during maximum mooring trial rating in such a
way that the mean value of maximum combustion pressure P in one row of cylinders does not differ
z
from the mean value of pressure PZ In the other row of cylinders by more than 6 kgf/cm2, and that
the average temperature of exhaust in the cylinders of one row does not differ from the temperature
of exhaust in the cylinders of the other row by more than 600C;
(b) during sea trials, carry out full-scale measurements at all ratings with a duration above
1 hour.
Measure the combustion pressure at ratings of 650, ;70 and 850 r.p.m.;
(c) at a 75 per cent power rating during operation at propeller performance, check the combus-
tion pressure in all cylinders, for which purpose shut-off the cylinders alternately by setting the fuel
injection pump racks to the ZERO feed with the aid of stop #7H-232-i12.
Prior to connecting the maximum pressure gauge, open and scavenge the indicator valve.
'lhe combustion pressure should be at least 50 kgf, cm2; take care to see that the difference in
the values of combustion pressure between separate cylinders is not in excess of 10 kgf!cm2.lf the
/ombustion pressure in some cylinder is beyond tho above range, or if the difference between the
pressure values in the cylinders is above IV kgf 'em`, adjust the combustion pressure in the cylinders
by selecting the necessary ,'nmpress!on plan of Liu ,snit.:;ilnr ..'J. A 0.5-mm change in the thickness
of the plate changes the c' mhustlon t YC -ru, C' i' ah' 1' ..
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50X1 -HU
CAI"FIUN I Vr
I)'it
ht I ii:
t
(d) after final :id
the values obi ault"1J
CAUTION! Nt vt r
t ion tf t h, +
the Pultll,:,,
rt'nluvc ih(' +itai't'I $ Of 11115
t 7'- ! y it ?1 the ompt t tinluii hdnlhur is
,ice pat.tiuetcr~ .:huuid not eXceed
ihl ,'k ..~ 1 cii ine Service log.
r ` .:u ji in the .111'lers by changing the ik)NI-
!i' i? itii iiil at in ,-1 l hanging the fuel fet l ensurtxl by /
(c) during the flank spied
h
- write doWn the pt)Sitie.ln 1tut i>1>I II ('F Intl) the test certificate; tht? 1k1IIttt'r
should be in a Ik)sitlon tndicatc't1 hi .? t. I og.
- check the strokes of the fuel in jt'l in }?~!,ti;, i;t, ks for [hi' 4th, hth, Nth and lh th cylinderN, ttnti
enter the values into the test certificate; tilt' r,ttokt ~- HhiouIJ not t?Xceeti th.vSIuea indtcated n the' ..".,t....
Service Log; - -- - -_~..~ ...___.......... _ .~,...~
8. When running-in the diesel engine at sea trial ratingh, measure the parameters at steady
rating, under the condition that the ship's course is straight and the Sea is melderate.
Operation rating
[)urat ion of operation
(hr, min _-_r?
at rating total
Operation at mooring trials
Ahead running, with zero turn 300 0 - 15
of the variable-pltch propeller
Ahead running, with the out- 350 0 - 15
board pitch indicator being in
a position corresponding to flank
apetad
Same '80 0-20
Same 510
0-30
Same 560
0-40
Ahead running, with zero
turn of the variable -pitch propel-
ler
Ahead running, with the out-
board pitch Indicator being In a
position corresponding to flank
speed
Same
Same
IN
Crankshaft speed,
r.p.m. (for Instal-
lations with a va-
riable-pitch pro-
peller)
Operation at yea trlalN
300
350
4 )f)
0-10
0-15
0-30
0-50
1-20
2-00
2-10
'2 2(1
Indlx~etlunN
See Para.5 (tt+,b)
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Ate