.J.

B&W Marine Service

Technical Service & Spare Parts

2, Torvegade
DK 1449 Copenhagen K
Cables: BWMARINESERVICE
>Teleph : 1 - 542501

Tele Copy Machine

Teleph : 1 - 542501 - Ext 2565

Division of Burmelster & Waln

Copenhagen, Denmark

Date
Service Letter
no. SL~8-5/~

VTF, VTBF and VT2BF Engines

Relative Movement between Cooling
Jacket and Scavenge Air Box

Dear Sirs,

In the post year we have had reports of relative movement

between the scavenge air box and the feet of cooling jackets on some
engines with welded scavenging air boxes and a few engines with cost
scavenging air boxes.

The forces acting on this connection are shear due to

bending moments from gas forces and calculations and experiences
show that with all staybolts correctly tightened,plane surface of
scavenging boxes and correctly aligned cooling jacket feet the fric-
tion created by the contact pressure is sufficient to prevent relative
movement between the two ports.

Mater-ially reduced contact pressure due to insufficient

tightening of staybolt may reduce friction to such an extent that
relative movements occur.

The contact pressure mat also be reduced by scavenging

fires. Particularl y when sludge for a prolonged period of burning is
accumulated in the scavenging box and where a scavenge fire is
not discovered and extinguished early the staybolt tubes and the
neighbouring walls of the scavenge box may be heated and thereby
compressed between the A-frame and the cooling jacket to such
extent that the upper surface of the scavenge box has lowered
after cooling down to normal temperatures, whereby the contact
pressure is reduced.

Departments with speCial telex

Tachnical .arvlca: Spare parts: Purcha.a: Forwarding:
Telex: 31151 bwserv dk. Telax: 31197 bwpart dk Telax : 31196 bwpurc dk Telex> 19023 & 19042 bwforw dk
Teleph 1 - 314433
. AlS BURMEISTER & WAIN'S
MOTOR- OG MASKINFABRIK AF 1971
2

It may sometimes be difficul t to discern normal elastic

deflections from relative movements, or fluids at the feet may give
an impression of relative movements that do not exist.

In case of doubt a check should be made by means of a

c lock gauge fb<ed ta a magnetic foot. The clock gauge to be fitted
close to the rr:.~gnetic block and the magnetic block close to the
foot as shown on enclosed drawing No. 223995 to avoid any possible
influence of vibrations.

If the measured deflection exceeds -: 0.05 mm relative

movements must be assumed to take place.

If not arrested at an early stage the movements cause

wear and ensuing vertical movements and these may after some time
grow large enough ta cause loosening of the fitted belts in the
vertical joints of the cooling water jackets or even breakage of
their flanges.

1. Preventive Measures

In case no movements occur:

1.1 Tightening of staybolts to be checked and to increase

~he margin of safety the tightening force to be increased
in accordance with the enclosed list Na. 223803.

For some of the older engines it is not possible to place the

existing hydraulic jackets to the top nut of the staybolts
'v'lithout removing the starting air pipes. However, a new
hydraul ic jack is now avai lable that - in mcny cases -
avoids this removal of pipe and is recommended to re-
place the existing jack.

It would be prudent some time in the first service year

to make a complete check and retightening of the stay-
bolts.

1.2 To obtain a further increase of the margin of safety it is

recommended at a fitting opportunity to increase the fric-
tion by injection of a "Loctite plastic gasket" or an equiv-
alent as described on page 5.

1.3 Scavenging air fires are usually caused by abnormal com-

bustions and pistons and piston ring conditions causing
blowby of excessive amounts of sludge and hot combustion
gases to the scavenging air box.
 MS BURMEISTER & WAIN'S
MOTOA- OG ~ASKI 'lFABRIK AF 1971 3

Such abnormal conditions should be prevented by keeping

the engine in general and the fuel valves in particular in
good working order. .

In this respect we refer to the enc los.:d maintenance-

instructions: Cylinders, Pistons, and Rings.

1 .4 The duration of a possible scavenge fire may be diminished

by;

1.4.1 C leaning of the air box at reasonable intervals

to avoid accumulation of large amounts of sludge.
Simuitaneous removal of dry coke formation on the
walls of the scavenging air box in height with
the scaveng i ng ports.

1.4.2 Installation of detectors for scavenging air fires

at each cylinder or high exhaust temperature
alarms so that the engine could be slowed down
immediately, and of equipmerjt for extinguishing
of scavenging air fires with for instance steam or
C02 (carbon dioxide), drawing Nos. 159OB74
and 1674B71 or water spray drawing No. 191338.

The installation can be made automatic as shown,

the extinguishment starts when the temperature in
the scavenging box reaches 1200 C and ceases
automatically when the temperature drops below
1200 C.

The water mist is effec tive in extinguishing the

fire and also secures certain cooling of the
scavenging box, whereby undue heating and
deformation rr,ight be avoided.

1 .5 In welded scavenging air boxes the risk of deformation of

staybolt tubes as a consequence of scavenging air fire may
furthermore be avoided or greatly reduced by fitting of
heat shields to the corner of the scavenging air box as
shown on the enclosed drawing No. 1788C92 for K62-EF.

2. Repair in Plants with welded Scavenging Air Box

In case relative movements are noticeable or clearances

are found we recommend -at first opportunity an investigation and
possibly a repair according to the following procedure:
 AlS BURMEISTER & WAl'I'~,
MOTOR- OG MASKINFABRII< AF 1971 4

2.1 ~lar:k0" 011 ~:tayb:Jlts in that half of the engine where

m:)ve'1'lerts have occurred and check tha~ the fitted bolts
bet'Neen ihe cooling jackets are wellrightened. If move-
;.,,~nt~ have occurrf~d during longer periods also check that
+e I,;ces for staybol t nuts on the cool ing iacket are at
eol...':;'; r,eight, relative to each other and renew the fitted
nol Is where necessary. Check that the scavenging box is
'esring on the A-frame top at the free end. If not, tighten
-he s'oybolts here until no clearance can be found, but no
more. According to our investigation wear wi II not occur on
rhese places.

2.2 If clearances are found They are to be measured as shown

on the enclosed drawing No. 223804. If clearance exist
betwen the scavenging box and the A-frame it is also
measured and added to the clearance between cooling jack-
et and scavenging box. If the clearance is more than 0.2
mm different from one point to another the shim1 hove to
be ground oblique. With less difference the shims ha'/e the
same tickness all over and corresponding to the overage
clearance. At places where there are vertical jaints in the
~ca'lf~nging air box thE': thickness of shims to be to the meas-
';red clearance. The shims in other places to hove an extra
thickness above the measured clearance to make up for the
higi-,er elcsticity of those staybolt tubes and thereiJ y ensuring
nr; egLral distribution of the contact forces. The extra thick-
ness should for our different engine types be as follows:

84VT2BF -180 0.2 mm

74VT2BF-160 0.3 mm
62VT2 SF -140 0.2 mm
62VT2SF-90 0.2 mm
50VT2BF-ll0 0.2 mm
42VT2BF-9C 0.15 mm

2.3 for piacing the shims the cooling jackets to be lifted two
ar.d two with use of 4 pieces of jacks, drawing No. 224014.

The lift should be ab:. : mm. In case of lifting the two

cool i ng iackets nearest ~o the chain box the camshaft cou-
pling should be loosened.

Check that the shims cannot get jammed at wear edges.

Clean the contact face carefully of oil and grease, using
o water-soluble cleaning emulsion. Clean the contact faces
carefully wi th Loctite activator type N. These cleaning
 MS BURMtl5TEfl .~ WAIN'S
MOTOR- OG M/15KI'If. "'SRIK AF :971
5

fluids are blown into the surfaces by compressed air. Then

clean shims with Loctite activator type N and coat with
Loctire plastic gasket after it has been checked that the
surfaces are perfectly dry. The amount of Loctite should
be sufficient to fi 11 up the possible grooves in the worn
surface. Where shims are not to be used the Loctite could
be blown in between the surfaces by compressed air of low
pressure,

Mount the shims in place and lower the cooling jacket

unit within shortest possible time {max. 4 hours}.

Tighten up staybolts according to the enclosed list No.

223803.

We recommend to replace the guide pins between the

scavenging box and cooling jacket feet with new adapted
guide pins.

Control the alignment of the camshaft if some horizontal

fitted bolts have been changed.

3. Repair In Plants with Cost Scavenging Box

Owing to the greater coefficient of elasticity and the thicker

wells the risk of permanent deformations in case of scavenging
air fire is essentiolly smaller for a cast scavenging box.

The extra shim thickness mentioned for welded scavenging

boxes under 2.2 should for cast scavenging boxes at the
same places be as follows:

84VT2BF-1BO 0.0 mm
74VT2BF-160 0.0 mm
62VT2BF -140 0.1 mm
62VT2BF-90 0.1 mm
50VT2BF -110 0.1 mm
42VT2BF -90 0.1 mm

After repair pre-tighrening of staybolts to be increased

according to the enclosed list No. 223803.

Further it IS recommended to replace the guide pins

between the cool ing jacket foot and scavenging box with
 A/S BURMEISTER & WAIN'S
MOTon- OG MASKINF;,BRIK AF 19'/1 6

fitted bol ts or, where this IS not possible, with new

adapted guide pins.

4. Repair of Engines with Horizontal Seal between the Scavenging Box

and the Cool ing Jacket

Simultaneously with wear at the feet, wear will occure at

the contact surfaces between cooling jacket and the top
plate of the scavenging box in above engine type.

At repair where shims are to be mounted under the feet

an oi I and heat resistant compressible gasket of a thick-
ness corresponding to the mean value of the thickness of the
shims + 10% should be mounted between the mentioned
contact surfaces.

The gasket to be in two halves and otherwise with

dimensions according to the contact surface.

'5. Postponement of repair

The repair can be made successively on each of the two

halves of the engine and normally without delay In the
ship's schedule. However, there may be cases where so
many of the feet are worn that it would be desirable to
postpone the repair untii later opportunity for instance
ot a docking. In such cases we recommend not to make
any retightening of the staybolts until repair has been,
made in order to avoid as far as possible any overstressing
of engine parts.

Yours faithfully,
AKTIESELSKABET
for
BURMEISTER & WAIN'S MASKIN- OG SKIBSBYGGERI

Enclosed
1 list No. 7256/68
Maintenance instruction: Cylinders, Pistons, and Rings
Tightening of staybol t nuts
 AlS BURMEISTER & WAIN'S
MOTOR- OG MASKINFABRIK AF 1971 223803

Modified Hydraulic Stoyeolt Tightening

Hydraul ic ;acks

Engine type Draw, No. Pattern No. Modified 'tightening

DM 84VT2BF-180 181954 57497M 770 kp/cm 2

180454 55523M 770

171436 49670M 540 "
OM 74VT2BF-160 181988 57636M 770 "
11
181408 55793M 860
180409 55596M 860 "
: 6i i iO 36527M 540
OM 74VTBF-160 16' i 10 36527M 490 "
OM 74VTBF-140 1611 10 36527M 490 "
OM 74VTF-160 161110 36527M 490 "
OM 74VTF -140 161110 36527M 490
152125 No number 490
140
DM 62VT2BF- 183048 57695M 770 "
-90
180503 55609M 890
161252 No number 540 "
140
OM 67VT8F- :61252 No number 4S\1
-115
I,
DM 62VTF-115 161252 No number 490
i :57926 No number 490 "
149925 ~..Jo number 490
OM 50VT2BF-ll 0 183086 57731 M 770 "
181457 55839M 770 "
180518 55576M 770
161252 No number 400
OM 50VTBF -110 161252 f'.io number 370
OMSOVTF-II0 161252 No number 370 11

DM 42VT2BF-90 181242 55643M 700 "

180559 ~'-lo number 700

Above modified tightening forces must only be applied on engines where no relative
movements are noticeable, or where the clearances measured after having slacked 011
stoybolts do nOl differ more than 0.2 mm from one foot to any of the neighboughring
feet on some side of engine.

The stoybolts are tightened two by two ~orting from the two on each side of the chain
drive and then 5uccessively the next two on both sides and so on. Tightening moreover
to be in accordance with enclo;ed instructions.
 A/5 flURMEISTER 1\ WAIN'S
MOTOR- OG MASKINfABRIK AF 1971

CYLINDERS, PISTONS AND RINGS

Cyl inder condition

The piston rings must provide a gastight seal of the clearance between pis-
ton and cylinder liner. This seal is achieved as the gas pressure above and
behind the piston ring forces it downwards against the floor of the ring
groove and outwards against the cylinder wall. In order to obtain good
sealing it is therefore of importance that the piston rings, grooves and cyl-
i nder wall are of proper shape, and that the ri ngs can' move free Iy in
their grooves as the piston, during the vertical stroke, will also make small
horizontal movements. The state of lubrication of the piston rings influences
the seal ing as well as the wear.

Inspection through scavenging ports

By this method reliable information about the condition of cylinders, pistons,

and rings is obtained at low expense in terms of time and labour. It con-
sists in turning the piston into the bottom position and examining the cyl-
inder wall directly through the scavenging ports. To obtain a true impres-
sion of details, a powerful lamp mounted On a stick, which is introduced
through the scavenging ports, is necessary. The scavenging ports are access-
ible from the rear of the engine when the observer creeps into the scaveng-
ing air receiver, while inspection from the manoeuvring side may be carried
out after removal of the small upper inspection covers on the scavenging box.

After inspection of the cylinder wall, the surface of the piston rings is
examined through the scavenging ports, by turning the rings stepwise past
the ports. At this inspection the conditions described in the following points
1 to 7 should particularly be noted.

It is good policy to c.arry through these insepctions at regular intervals and

enter the observations in suitable forms, and also to combine them with re-
moval of the inflammable oil sludge and carbon deposits in scavenging air
box and ports.

1. Piston rings. In good condition

When the good service conditions aimed at have been achieved, the cylin-
der liner and the outer surfaces of the piston rings will be worn bright, and
this also appl ies to the underside of the rings and the floor in the ring
grooves. The rings can move freely in the grooves;. they are well oi led,
intact and not unduly worn.

THIS DOC\.IM!NT MAY NOT lE DUPlICATlD OR ITS CONTlNTS

USED OR COMMUNICATED TO OTHERS WITHOUT EXPRESS AUTHORITY.
D!l.IVERY SUaJECT TO AVAILABILITY: ALL RIGHTS AND TECHNICAL
MODIFICATIONS RESERVED I&W MARINE SERVICE COPENHAGEN.
 K706.02

AI~ BU",~'r 'Slf"l '- '1',,,,,,.;

MOTCl"'- OG 'AI,'';KI'IFAl\fllI: A" :";,

2, Piston rngs. \,\icro-seizure

If, for., r,ll1e, ihe oil film disappears partially,

so that dry areas are
formea 'j{] :~E' :yli'1de wall, these areas and the piston ring surfaces will
r

by fri:r:'-:r,(]! :11+ercction become finely seized and hardened, i.e. the good
"mirror su~face" is deteriorated. Such "micro-seized" surface, which has a
characteristic '.;ertically striped appearance, will, due to the hardness, only
very 'Slowly be e!imi ... oted if the oil film is restored, ond as long as the
micro-seizure is C'ctiVE:, local wear will be excessive. Micro-seizure may
be limited to part of the circumference of the cylinder, but as the rings
are free to turn :r 'heir grooves it will usually extend ever the entire con-
tnct surface or
the rings, Where su.-::h micro-seizures occur, a sharp burr is
formed '.)('1 the edges of the piston rings. (Repair, see poir.t j 1.)

3. Piston rings. Sticking

I~' ~he piston rings, C:ue to depasits of hard oil carbon, cannot rr,(;'-I~ in the
r;~G g;'-:D'/es. dmk ol'eas will appear on the cylinder woll, irdiccti"::? ,:~m
bustior. .~as blow-by between piston rings and cylinder wall. The blow-by
.... ill p r o'71ote breakins-'d0wn of the oil film and thus the c/lj':-:!er wear, and
Tile risk ,ft ring break-::ge is increased as long as the sticking i~ ,:r.ly pq"tial.
rh~ rr'e rr.:)Veme~t of the rings in the grooves may be checked by Dr"Sl':1g
~. V{on.1N; $ticl.. againsr rhe ring through the scavenging l')cr~,

4, PistOl] rings. Breoi.,ing. Collapse

B-:)ken pi~t,.:;,., rings are,

if not missing or visibly fractured, never+heless
(hcernible ot porr inspections by being blcckish and without tension when
touched.

The calJse of breakage may be the striking against wear edges or irregular-
ities i;; 'he cylinder wali, but most often it is "collapse" of the piston
rings. This happens if the gas pressure build-up behind the piston rings dur-
ing c:och combustion is too slow and feeble. In this case, the gas pressure
w;ll pe~"'tr(]te between liner and rings and force the rings violently inwards
in ti,e gr(KlveS, i.e, "collapse" of the piston rings will occur, caus:"g
blow-by ~lnd breakage.

ioo :;iow pressure build-Up behind the rings may be due to too small :ing
clearanc~, portial sticking, bad sealing between ring and floor of groove,
etc. "C!overleafing", i.e. increased wear between the cylinder lubricating
points by which the liner assumes the shape of a cloverleaf (see Point 12),
may also cause collapse of the rings, by admitting gas pressure to their
ou:-side, and sO ma'l too large chamfering of the ring eilds which is un-
 K706.03
AIS BURMEISTER & WAIN'S
MOTOR- OG MASKINFABRIK AF 1971

necessary and detri mental.

5. Piston rings. Blow-by

Loss of combustion gas post the piston rings is a natural consequence of

collapse of these (see Point 4) but may also be due to sticking (see Point
3). In the later stages, when it becomes more persistent, it is usually also
due to advancing ring breakage, caused by the collapse.

It is discerned by black, dry zones in the upper part of the cylinder. Al-
so the upper piston rings may hove lost their tension and some or 011 of
the rings Nos. 2-3-4 may be broken. If the blow-by has been violent,
sludge may have been sprayed into the scavenging air receiver.

See also: "Operational Disturbances". (Enclosed)

6. Deposi ts on pistons

Usually some deposits have accumulated on the sides of the piston crown
and on the upper ring zone, especially opposite the lubricating holes in
the cylinder liner.

In case such deposits are abnormally thich their surface is smooth from
rubbing against the cylinder wall. Such contact may remove the oil film'
locally, resulting in micro-seizure which causes increased wear of liners
and rings.

Coloured, ash-like deposits usually originate fram alkaline additives in the

cylinder lubricating oil. They ore most apt to cause trouble if too high al-
kalinity is employed unnecessarily, i.e., when the sulphur content in the
fuel is low.

7. Lubricating condition

It is noted whether the ai I fi Im in cylinder and on piston rings seems ade-

quate. All piston rings except the uppermost should show ample ai I .,t the
edges.

8. Intervals between piston overhauls

In the course of the first 2,000 service hours with new cylinder Iiners the
pistons should be pulled for inspection and cleaning. Subsequent piston o-

- verhauls should take place on the basis of the above-mentioned port in-
spections and indicator cords. As stated in the list, intervals of 6,000-8,000
 K706.04

AJS BURMEISTEr1 ... WAIN'S

MOTOR- OG MASKINFA8RIK AF 1971

service hours between piston overhauls may generally be accomplished, de-

pending on the fuel oil and cylinder oil used, but also on the absolute
wear condition ot the cyl inder liner.

9. Removel of the rings

When a piston has been taken out for overhaul, it should, before cleaning
O(;d removl1l ('If pisron rings, be inspected together with the cylinder liner
with regard to points 1 to 7. For removal of piston rings, which are to be
used again, and for 011 mounting of rings, the special ring opener which
prevents local overstressing of the rings should be used. Straps to expand
the ring gap or tools working on the same principle must not be used, as
this would result in permanent deformation which may cause blow-by and
broken rings.

10. Piston. Cleaning

It is important to clean piston rings and ring grooves very carefully of car-
bon deposits, as parts of deposits left prevent the ring from forming a per-
fect seal. Deposits on the piston crown and in the ring zone are removed,
ond before fitting the piston in the cylinder, the upper, conical section of
the liner must be carefully cleaned of carbon deposits, as these will other-
wise during insertion of the piston be carried away by the rings, thus im-
pedi ng the free movement of these.

11. Working surfaces in cylinder liner, on piston and piston rings.

If there are areas with micro-seizure (see Point 2) on these surfaces, they
should be ~cratched over horizontally by hand with a very coarse grindstone
to break dle hard glaze. The resulting "honing marks" should be as coarse
as passi ble, but it is not necessary to grind to such an extent that the ver-
tical stripes disappear' completely. The sharp burrs on rings to be used
again are removed by a 1 mm chamfering of the edges.

If there are horizontal wear ridges in the cylinder liner - usually in the
vi ci n i ty of the scavenge ports or in the upper part of the liner - they
should be carefully ground away be means of a manual grinding machine,
so that -he rings can pass smoothly.

12. Cyl inder diameter

While the piston is removed from the cylinder, the latter is measured to
record the wear. The measurements are taken by means of a mi crometer
----o
:g
"
~
 K706.05
AlS BURME1STER & WAIN'S
MOTOR. OG MASKINFABR1K AF 1971

gauge and the me()suring points localized by a template rule with holes,
placed vertically in the cylinder, so that the diameters are always measur-
ed at the same spots. The measurements should normally be taken in the
thwartsh ips and fore-and-aft direction.

If ring breakage has been excessive, there is reason to take extra measure-
ments in the upper part of the cyl inder and compare diameters exactly
above the lubricating holes with interjacent diameters, so as to check for
increased wear or "clover-Ieafing ll in the latter areas. (See Point 4).

When burning fuel oil and therefore using alkaline cylinder oil, the mere
presence of an oil film is not always sufficient to ensure even wear, as
the alkaline admixture in the oil wears out during the slow circumferential
distribution of new oil in the cylinder liner. This systematic variation in
alkal inity on the I iner wall may produce uneven wear or IIclaver-leafing"
of the liner if the alkalinity locally becomes too low. A tendency to clo-
verleafing should therefore be discovered in time and counteracted by more
ample dosage of cyl inder oi I or increase in alkal inity.

When measuring, take care that the micrometer gauge is of approx. the
same temperature as the liner.

When the wear of 0 cylinder lir:ter exceeds 0.4 to 0.8% of the diameter,
i.e. when it becomes too troublesome to maintain a satisfactory service
condition, the cylinder liner in question should be exchanged. When ex-
changing the liner, 0 new sealing ring should be fitted in the groove in
the cylinder cover. See description under index 802 in instruction book
PARTS AND TOOLS, TEXT.

13. Renewal of piston rings

When the rings have been removed from the piston, their radial width is
measured. If this has been reduced by wear more than stated in the tol-
erance table (See volume K-l (Date)), which gives permissible wear tol-
erances, the ring should be exchanged. If some of the worn-in rings are to
be used again, these should be fitted in the upper grooves of corresponding
size on the piston, while the new rings are fitted lower.

14. Ring grooves in piston

The ring grooves should be reslotted and the piston fitted with oversize
rings if the wear gauge (shown in the tolerance table) can enter the groove
by more than 2 mm.

-
-0
o
o
r-...
~
 K706.06
A/S BURMEISTER & WAIN'S
MOTOR- 013 MASKINFA8RIK AF 1~7'

15. Pisto,.., ring clearance

With the ;-ing5 fitted In place, the vertical clearance between ring and
ring groove shoul d be as stated in the tolerance table.

16. Piston crown

The piston crown should be checked for burnt-away material by means of a

template, and the steel crown should be renewed if the thickness of materi-
al has been reduced to half the original thickness in any place (see the tol-
erapce table) _ The piston crown snould 01 so be inspected for cracks, and
the joint between crown and skirt should be inspected or pressure-tested for
oi I leakage. If the pistan is taken apart for reslotting of ring grooves, the
cooling oil deflector should be inspected and the cooling chamber cleaned
of oi I carbon.

17. Piston ring gap

As the piston rings work at a somewhat higher temperature than the liner,
i~ is important that the ring has a gap which is sufficient to permit the
thermal p.xpansion of the ring. This gap may be checked by placing the
ring at the bottom end of the cylinder liner, which is usually not worn
considerabl 'i'

When measured In this place, the ring gap should be as stated In ~he tole-
rance table.

18. Fitting of piston rings

Piston rings must only be removed and fitted by means of the piston ring
opener mentioned under point 9. The lowermost rings, which usually have
gastight seals (S-seals) are placed so that the tongue rests on the floor of
the groove, whi le the angular lobe turns towards the combustion chamber.
When a iing has been fitted in the piston, it is pushed back and forth in
the groove with the hand to make sure that it moves freely. It is also ad-
visable to insert a feeler blade of correct thickness in the groove above
the rings or~d move it all the way round to check both clearance and clean-
Ing.

19. Cyl inder lubrication system

Before the piston - well oiled ... is mounted in the cylinder liner, the cyl-
inder lubrication should be checked. Pump the lubricator by hand and
check whether pipes and joints are leak-proof and whether oil flows out at
 K706.o7
AIS BURMEISTER & WAIN'S
MOTOR- OG MASKINFABRIK AF 1971

each lubricating point In the liner. If inspection has shown that the a-
mount of oil should be increased or decreased, this is done as described In

the instructions for "Cylinder lubricators".

 K708.10
A/S BURMEI" fEH 8. WA!NS
MOTOR. OG MASKINFA8RIK /lr: 19,"

Operational disturborlces

Mechanical

In case of serious defects arising in vital parts of the main engine or in

the turbochargers, and replacement or repair being impracticable due to
lack of spores, weather conditions or soiling schedule, it is practically al-
ways possible to continue the voyage by putting out of action the compo-
nents affected. See "Putting cylinder out of action" and "Turbocharger di-
sturbances" .

Deterioration of circulating oil

If the condition of the lubricating oil has been altered in such a way that
corrosive attack on the bearing journals may be expected, whether due to
oxidation, water or acid in the oil, or in case of damage to the bottom
lank, IJ smaller amount of new oi I fi lied into the oil pan may be circulat-
ed directly from this, hypassing the bottom tank, until the ship reaches a
harbour. Sp.e "l_ubricoting oil control".

Cooling oii f'liiule

After ;epoir OT cooiing-oil fCJilule in one or more cylinders, it should be

checKed widl rU 1ITlj'lt] !ubricatil'g oil pump that cooling oil connections in
the cr:::nk<..me 'JI ~ lea~ -pr oaf and that the discharge from all pistons, crass-
Ileods and crank bemirlgs ale in order. Failure of the piston cooling may
cau~e eycessive tr)lrnGtiofl of ~il carbon in the cooling space of the piston.
It shouid therehrf'! be checked whether the cooling oil temperature-rise a-
cross some piston i~ Inwer than normally at the load in question. if so, the
!ocd on the cyii';der should be reduced and the piston taken out at the
first opportunity fOI d:srnantlil19 and cleaning of the cooling space.

Lubricating oii fClilure

If thp- IU::I~"rll,.-;)jl pressure drops below the minimum mentioned in K-l,

slow down i,wned:ate!y and ask bridge for permission to stop. Stop if per-
mitted. Tfw iN,sun fer The pressure drop should be found and remedied be-
fore the engine is stolied. reel over 15-30 minutes ofter starting, one hour
loter and agoin when full i00d is obtained.

Cooling water fnilurp.

-
o If the cooling woter ff.n'perature has been excE:-ssive for a single cylinder or
 K708.11
AIS BURMEISTER & WAIN'S
MOTOR. OG MASKINFABR!K AF 1'0:1

for the entire engine, e.g. 90-100 C, it should, by opening the test
cocks on the di!ocharge from cyl inders, be checked whether steam has devel-
oped. If this is the case, water does not contact the cooling surfaces,
which may therefore be heated unduly. To avoid heat stresses arising in
cylinder liner, cylinder cover and exhaust valve housing if the water returns
too early, the engine should be stopped and left to cool, while the dis-
charge valve is closed on the affected cylinders. After 15 minutes they are
opened a I ittle to allow the water to rise slowly in the cool ing jackets.
Check filling at test cocks. Make port inspection (see "CYLINDERS, PIS-
TONS AND RI t'~GS ") to ascertain that internal water leakage has not a-
risen. Remember slow turning with open indicator cocks at subsequent start-
Ing-up.

Governor fai lure

The governor wi II reduce the fuel pump del ivery to zero in case of f. inst.
failure of the governor oil pump or of the oil supply to the amplifier cylin-
der. To permit starting and running with the governor cut out, change over
to "EMERGENCY"_

['>late: When the governor is cut out, no protection against roclng IS ot

hand. Manoeuvring should therefore be performed with special core, parti-
cularly ~e!!_~<?jJir:~ in hard weather.

Regarding governor iailure, see special instruction book.

Leaky exhaust valve

Th:s manifests itself by rise of the local exhaust temperature and falling of
the compression and max. combustion pressure of the respective cylinder.
To limit the damage to the valve (the burn marks) this should be changed
immediately, if possible, or the fuel pump roller guide should be lifted as
Cl preliminary measure.

Blow-hI'

Leaky piston rings manifest themselves in grave cases as "leaky exhaust

valve" as described above, but may be discerned at an earlier stage by a
hissing sound. rhis is most clearly heard at the drain from the scavenge
box whep the cock is opened, and also sparks and smoke may appear.

When I istening, or cleaning the pipe, keep clear af shooting I ine os burning
oil may be ejected.
 K708.12
A/S BURMEIST<::R & WAIt~'S
MOTOR- OG MASKINFABRIK AF Ig,'

On stopped engine, blow-by may be located by inspection of the piston

ring condition through the sca'lenging ports. Blow-out sludge in the scaven-
gi ng receiver may also indicate the defective cyl inder.

Concerning the causes of blow-by, see "Cylinders, Pistons and Rings" In

which also permanent repair is described.

As blow-by may be due to "collapse ll of otherwise intact piston rings, there

is during running a fair chance of bringing it to settle down temporarily by
reducing the fuel pump index for some minutes and increasing the cyl inder
oil dosage for the respective cylinder. If this is not sufficient, a permanent
reduction of index or lifting of the fuel pump roller guide should be effect-
ed. .

Scavenge fire

Cause

ignition of the dry carbon deposit settling in the upper part of the scavenge
box may be caused by prolonged blow-by, but can also be effected by
slow burning in the cylinder, due to incorrectly atomized or misplaced fuel
sprays, or by blow-back through the scavenging ports due to too large resist-
ance in the exhaust system (back pressure). For th i s reason protecti on gri ds,
nozzle rings and tlJrbine blades should not be allowed to foul unduly, and
back pressure after turbochargers should not exceed 300 mm water column.

When burning flakes of the glowing carbon deposit drop into the oil sludge
in the bottom of the scavenging box, this sludge may also burn, and if the
amount of combustible material here is large, serious damage to the piston
rod and box walls may be d~ne, the latter possibly causing decrease of the
tie-bolt tension.

Premonition

A scavenge fire manifests itself by increase of exhaust temperature of the

affected cylinder, but heating of the box will also be noticeable. If the
fire is violent, smoke from the exhaust and decreasing engine speed may
occur. As a violent blow-by may cause smoke, sparks and even flames to be
burst out when the respective drain cock is opened, keep clear of shooting
line.

A monitoring device, the sensor of which consists of a special wire, fitted

round the cylinder liner, may be installed, giving alarm at abnormal tem-
perature ri se.
 A/S BURMEISTER & WAIN'S
MOTOR- OG MASKINFABRIK AF 1971

SL68-5/~
liu no. 7256/68
VTF. VTBF and VT2B'F Engines Our r.f,

Relative Movement between Cooling

Jacket and Scavenge Air Box

LI ST OF DRAWINGS

No. Conlenl. Copi

DM
223803 Modi fi ed hydrauli c staybolt tightening
223804 Measured clearance in assemblings
223995 Fi tting of clock gauge on scavenging box
191338 Arr. of water spray extinguisher in scav. air box
1590074 Arr. for CO fire extinguisher
2
1674B71 Arr. of steam extinguisher in scav. air box
1788C92 Heat shi eld for staybol t pi pe
224014 Arr. of hydr, jacks
191531 Shims between cooling jacket and scav. air box

2.0 m~
 AlS BURMEISTER & WAIN'S
MOTOR- OG MASKINFABRIK AF 1971
13-0203-02

PLAN XXXIV a Dismantling of staybolt nuts:

The staybolt nuts should be loosened and tightened

up only by means of the special hydraulic tools
supplied. Further, the nuts should be tightened
successively, starting with the nuts nearest the
centre of the engine and continuing alternately
towards the fore end and the after end. The pro-
cedure is besides as follows:
1. The contact faces for the hydraulic tools and the
threaded ends of the staybolts, should be care-
fully cleaned.
2. The distance pieces 1 and the tightening tools 1-2
are placed on the staybolts as shown, whereupon the
pump!. with fittings is connected. Then the nuts
are dismalltled according to the instructions per-
taining to plan LIV. In order to loosen the nuts
it may be necessary to increase the pressure 50-100
kg! sq. crr.. arJove the tightening pressure stated in
thp. j n.stl'llct.ions.

b 1'~g~~~_~~l_~L~f staybolt nuts:

1. The tightening surfaces of the nuts are to be care-
fuJly cJcnnf:d of impurities, which also applies to
th.> t1:1'pad of the nuts and the staybolts. Then the
t}l!'':~;:tded ends should be greased with a mixture of
g!'(:i!Jid.Le ctf1d oil or with molybdenum disulphide.
Furt hp.y' j t should be ascertained that the nuts fit
ttw U:rn.Ci.:is easily.
2. Tt)f.- IIydr3u1 i I: 1.0015 are mounted as mentioned in
!H'Ctj (}!I .'( -. ;2 and in accordance wi th the instruc-
t-i()n~ pPTt~~irJing to plan LIV.
3. By lTIF;.;11~' t.h e pump the presses are then charged
(j
Wl th ,.,j 1 p.r:d the pressure is read on the manometers.
Cbar f' i !.< + he made to the tightening-up pressure
I)

st.;; tJ' f ; t}- (> tab 1 e per t a i n i n g top 1 an L1 V.

.
 AlS 8URMEISTER " WAIN'S
MOTOR- OG MASKINFA8RIK AF 1971 13-0204-05

4 The staybolt nut~ ~re tightened by means of the tom-

my bars 6. It is checked by means of a feeler whether
the nuts are bearing agtiinst the cylinder frames,
whereupon the pressure is released.
After tightening of the first two nuts the hydrau-
lic presses are placed above the next two nuts which
are then tightened as described above.
6. When all the nuts have been tightened in the
prescribed order the hydraulic presses are again
placed above the nuts first tightened, after which
the procedure is repeated in the same order, again
tightening to the pressure stated in the table
pertaining to plan LIV. 'If possible, the nuts are
now retightened and it is checked that they are bear-
ing against the support before relieving the hydrau-
lic pressure.
7. If only one set of staybolts for one cylinder has
been tightened according to the above procedure it
should at the same time be checked that all stay-
bolts in the entire cylinder group are correctlx
tightened. It is also advisable to check all stay-
bolts at least once a year.
8. After having tightened the staybolts, check all
three steadying screws 2 with nuts for smooth runn-
ing, and then screw them in by hand (without spanner)
until they t.ouch the staybolts. Retighten all the
steadying screws by m~am of a normal spannerA None
of the screws should thereby be able to turn
appreciably as this would indicate that one screw is
not touching the staybolt. Afterwards tighten up the
lar.k llutS. The steadying screws serve the purpose to
prevent vibrations in the staybolts by which these
may be overloaded and fractured.
When !flounting and dismounting the staybolts, loosen
the lock nuts and screw the steadying screws so far
back that the groove turned into the thread will be
visible outside the lock nut.

Holding-down bolts, side & end chocks

If holding-down bolts as well as side and end chocks
are tightened hydraulically, the procedure is as
described in the text for plan LIV and the tighten-
ing pressure as stated on the jack.
For the first. tightening of holding-down bolts as
well rlS sjde and end chocks, the pump is charged to
twice the stated pressure, however, maximum 1,000
kg/sq.cm, and ,the nut is tightened hard up, after
which the system is relieved of the pressure. After
about 2 minutes, the pump is again char~ed to twice
the st1ted pressure or maximum 1,000 kgjsq.cm, and
the nw, is loosened. Now the nut is tightened to the
,stated ~icssure, proceeding as described in the text
for plan LIV.
 /
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THIS DOCUMENT MAY NOT lE DUPliCATED OR ITS CONTENTS
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...
~
DfllVERY SUIJECT TO AVAILAlILITY, ALL RIGHTS AND TECHNICAL
MODIFICATIONS RESERVED KW MARINE SERVICE - COPENHAGEN_
 _._--------- _.. _-----
NEASURING POINT NO: ENGINE TYPE
NAME OF SHIP:
MASURDCLEARANCE IN J100m m WITHALL STAY BOLTS
LOSENED.
PORT STARBOARD

A B C D F G H I K L M N 0 P R
1 (FIG 2)

S - - - - - - - - - - - -
2(FIG 3)
T - - - - - - - - - - - -
U - - - - - - - - - - - -
!
v- - - - - - - - - - - -
AOOITION
~ ACCORaNG

T022SL 68$f)
TOTAL ,,
!~t-2#3.

IF ALL POINTS TOTAL II~23 LESS THAN Q2mm SHIMS IS NOT USED
MEASURING POINT NO: FIG1.

CYL Er r r r r ~2 i" r r r j
2 3 5 6 7 9 ID rH
l2

FIG 2. FIG3.
STAR BOARD.
v U

o L
N M

COOLING JACKET Ft.-ET SCAVNING

SCAVENING BOX. BOX
AFRAM
D

C-H--+---+-+-- F

PORT
B A 5
, ILAD N
TEGN.No.
22380'
 --I THIS DOCUMENT MAY NOT BE DUPLICATED OR ITS CONTENTS

2Z399b I
USED Ol COMMUNICATED TO OTHERS WITHOUT EXPRESS AUTHORITY.
DELIVERY SUBJECT TO AVAILABILITY, ALL RIGHTS AND TECHNICAL
MODifiCATIONS RESERVED MW MARINE SERVICE - COPENHAGEN

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191JJ1 MODifiCATIONS RESERVED MW MARINE SERVICE - COPENHAGEN,

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USED OR COMMUNICATED TO OTHERS WITHOUT EXI'lESS AUTHORITY.
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MODIFICATIONS RESERVED S&W MARINE SERVICE - COPENHAGEN.
 THIS DOCUMENT MAY NOT lE DUPLICATED OR ITS CONTENTS
USfO 01 COMMUNICATED TO OTHERS WITHOUT EXPRESS AUTHORITY.
DELIVERY SUIJECT TO AVAllAIIlllTY, Al.l RIGHTS AND TECHNICAl.
MODIFICATIONS USERVED MW MARINE SERVICE - COPENHAGEN.

1674811

. ';!I .. '

TJ
aFORa ~~

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MODifiCATIONS RESERVED MW MARINE SERVICE - COPENHAGEN.

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19 153 1 MODIFICATIONS RESERVED MW MARINE SERVICE COPENHAGEN.

365
180 185
R35
Instruefion .-

The shim surfaces to be cleaned

:'Pu>.r with Loefife Activator type "N" and
after drying to be coated in Loefite
Plastic Gasket. Loctite Plastic
a Gasket is selfhardening (12 -18 hours)
~ -
Cb
Before the shims are fitted the
surfaces of cooling jacke t and
Scav box have to be cleaned

~
I"') -t1 .~ <:::>
I"")
~
first with f x cleaning- emulsion and
afterwards with Loctife Activator "N:
The fitting can start when above
surfaces have dried and has (0 be
finished within 4 hours.
~

Shims A Slul
1 .. ",_USl
.os
' " HOOt
ANIAl

Shims bttfwlt.n coo/in.! and Seav. box.

flca..o ... "....... .. ............ I&AU. WAOI I _0
19/5JI A Steel 1:2.5
 THIS DOCuo.lENT MAY NOT BE DUPLICATED OR ITS CONTENTS
USfD OR COMMUNICATED TO OTHERS WITHOUT EXPRESS AUTHOR I TV.
D!LIVERY SUBJECT TO AVAILABILITY: AlL RIGHTS AND TECHNICAl
MODIFICATIONS RESERVED MW MARINE SERVICE - COPENHAGEN.
191535

300
145 155
R20
Instruction:
The shim surfaces to be cleaned
with Loefite Activator type "N" and
after drying fo be coated in Loefite.
Plastic Gasket. Locfife Plastic
Gasket is selfhardening (12-18 hours)
~
V)
~ - Before the shims are fitted the
surfaces of cooling jacket and
Scav box have to be cleaned
C) ,~
first with f x cleaning- emulsion and
0)
"f '"
'-t
afterwards with Loefite Activator "N:'
The fitting can start when above
surfaces have dried and has to be
V)
finished within 4 hours.
~

......
Shims
NN.4..,..LSI '" HCM* POS.
_
-...
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Sin'
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Shims bdwHn cHlin,lltnd scat( bOA.

'I;;5J5' -:4 . .m~1 ~ --, ..
 Survey No. 224801
DE 74VT2BF -160

Working plan for alignment of ioint between

cooling jacket/scavenging box, according to
SL 68-5/<P

1. Crankshaft alignment reading

2. Check on slJpporting chocks and side chocks
3. Check on holding-down bolts
4. Dismantle push-rods for exhaust valves and lift fuel oil pumps
5. Check on camshaft alignment (loosen couplings against chain
casing)
6. Check on horizontal fitted studs in cooling iacket ioints
(uppermost two fitted studs)
7. Dismantle starting air pipes at cylinder covers
8. Replace pO$sible worn-down horizontal fitted studs in the
cooling jacket joints after having loosened the stay bolts In
pairs at the joint in qL'dstion
9. Dismantle all le uprJer stay bolt nuts (note tightening)
10. Dismantle coollns- !Vater pipe at inlet t::l cooling iacket
J J. Dismantle cylin.Jer lul ricating pipes a le. drive for cylinder
lubricator
J 2. Dismantle drain pipe From cylinder cover
13. Dismantle inlet and outlet pipes for camshaft lubrication
14. Dismantle main fuel oil pipes to the pumps
15. C lean thorough Iy the top plate of the scavenging box
16. Measure clearances in the joints between cooling jacket/
scavenging box, and scavenging box/A-frame, as prescribed
17. Dismantle lower horizontal fitted studs in cooling jacket joints
for dismantling of the cylindrical dowel pins in the feet
18. Dismantle cylindrical dowel pins in cooling iacket feet
19. Dismantle screws in horizontal joint in spacer for chain casing
or horizontal fitted studs against chain casing
20. Make shims as prescribed
21. Check on contact faces on upper stay bolt nuts and on cooling
jackets (align cooling jackets by surface grinding, and the nuts
after setting-up on threaded mandre I)
22. Lift the cooling jackets by means of 6-8 20-50-ton hydraulic
jacks for each engine half (lift about 2 mm)
23. Clean contact faces between cooling jacket and scavenging box
as prescribed
24. Mount shims with loctite packing material as prescribed
25. Lower the cooling jackets and tighten the stay bolts according
to instruction (twice)
 2

26. Ori 11 and ream for, and mount new cylindrica I dowe I pins
in cooling jacket feet
27. Where eyes of cooling jacket feet are cracked, mount stop
chocks
28. Possible alignment of camshafts after having dismantled fuel
pump hoursings
29. Finish-mounting of engine
30. Crankshaft a lignment reading
31. Check on repair at full load
 28/4-70

Instructions for Measuring Relative Movements

Cooling Jacket Feet - Scavenging Box

1. A magnetic block, with frame and crossbar (not segmented type),

are used for measuri ng.
2. The rods are to be made as short as possib le to reduce errors caused
by the elastic deformations in the scavenging box top plate.
3. Ensure that no part of ~he measuring system is in contact with pipes
or simi lar objects from 'Nhich vibrations can effect the measurements.
4. Clean the top plate of the scavenging box, where the magnetic
block is to be positioned, very carefully so that the block stands
firmly.
5. If it is necessary to increase the length of the rods at some cylinders
compared to corresponding measurements on other cylinders/feet, this
shou Id be noted on the measuri ng diagram.
6. Take measurements a long the whole front and back of the engine I
with fu II cargo as we II as ba I last. The rpm are to be noted and I
if possible, wing and sea.
7. Vertical measurements, and horizontally fore-and-aft and thwart.ships,
are to be taken.

Cyl. 2 3 4 K 5 6 7

Front
V v
/,XX XX \I
I\,
V
.1\ X X xx xx X
H X '\v /v\
v
xx xx X X XX XX X
T X )( )( X \/
"
\/
/' X X XX XX X
"
Back
V /,v X )( v
1\
v
.I\. xx X X XX XX X
H X v
/, /,v xx v
/,
v
" X X XX XX X
T >( xx >( X \/
A
\1
1\ X X XX XX X