-2-

PREFACE
The purpose of this booklet is to assist superintendents,
chief engineers and supervisors in their work if bearing prob-
lems arise in MAN B&W two-stroke engines.

First section describes a number of items common to all

bearings, and the following sections deal with the specific
problems for crosshead, crankpin and main bearings.

Main points regarding inspection:

• The background for rule no. 1: "Do not open up bearings
without an obvious reason" is that experience shows that
some engine components, especially bearings, fail more
frequently shortly after an overhaul due to incorrect reas-
sembly, foreign particles being introduced, etc.
• So as to ensure that engine designers/manufacturers and
end-users use the same terminology when discussing
bearing questions, our internal pre-printed "Inspection Re-
ports" for each of the three big bearings should be used
every time a bearing is opened up for inspection.
• At least once a month, and few hours after major repairs,
the crankcase should be carefully inspected for fragments
of loose metal.
• If metal fragments are found, the origin should be found
by using the prescribed check procedures and, if possible,
without opening the bearings. A damaged bearing should
not be opened unless an updated spare bearing is avail-
able.
 -3-

BEARINGS
 -5-

TAKING PHOTOS Of BEARINGS

Taking photos is an important part of bearing investigation
and reporting as a photo will tell much more than many
words.
Before photos are taken, wipe the bearing clean from oil and
mark up the items listed below, using a permanent speed-
marker giving a clear contrast between marker colour and
bearing. Dressing-up is done after the photo session.

As a minimum mark up the following:

1. Bearing position
2. Direction of rotation
3. Starboard side and port side
4. Forward direction and aft direction
5. Location and size of damage
6. Marks and stamps (manufacturer's name and logo are
normally marked on the side of the bearing).

If possible, avoid flash and light reflection. Do not forget to

take photos of the back si de of the bearings, including the
marking and the position of a possible damage to the bear-
ing metal.
 -7-

BEARING SUPPLIERS AND TIiIEIR MARKING

Always note down, the name of the bearing manufacturero

A bearing is an approved component, and the bearing manu-

facturer has been approved as a supplier. However, approval
of one bearing type does not mean that other types from the
same supplier are approved automatically. Some suppliers
are only approved to deliver low-Ioaded bearings.

The list below shows which manufacturers are approved and

which are not as of end-2ü11. The maker's logo has to be
stamped on the bearing side together with the bearing draw-
ing number.

It is important to note that missing logos may indicate that an

unauthorised bearing supplier is used.

Zallern BHW Gleitlager GmbH & Ca Braunschweig (Germany):

The logo followed by "2" means the shell was made in Braunschweig.
The logo followed by ({5" means the shell was made by Glygo do Brazil.

Glacier (England):

Taken over by Oaido.

 -8-

DAIDO METAL CO., LTD. (Japan):

Old marking New marking

Dong Yang Metal (Korea): Miba Gleitlager AG (Austria):

SHINA Metaltech Co., Ltd. (Korea):

SHINWOO Metal Industrial Co. LTD. (Korea):

TLC - Tous les Coussinets (France). Taken over by Zollern TLC:

 -9-

HANSUNG MACHINERY CO., LDT. (Korea):

Chongqing Yujin Machinery Plant - China:

KNG (Japanese maker):

Unknown producer not approved:

Sumitomo
(Japanese, "unknown" not approved by MAN Diesel & Turbo):
 -11 -

MATERIAlS AND BUILDING-UP OF BEARINGS

AII bearings consist of a steel back and a bearing material
(tin-based white metal HMü7 or tin-aluminium AISn40) cov-
ered with a flash layer in tin (Sn) for protection against corro-
sion. In addition, crosshead bearings have a 20-30 ~m Pb-
based overlayer used to adapt the bearing to the pino The
Pb-based overlayer is sometimes replaced by a synthetic
plastic overlayer.

We distinguish between the previous thick shell bearings

(30-60 mm thick) and the new thin shell bearings (thickness
2-2.5% of the corresponding journal diameter).

Until 1980 all bearings were produced with HMü7 white

metal as the bearing material, Le. GFCA and earlier engine
types all have white metal bearings.

White metal has the advantage that it is not very sensitive

to foreign particles, which can be absorbed in the relatively
soft material. However, the fatigue strength is limited and it
is decreases at high temperatures.

As the material is rather soft, it is relatively easy to repair

damaged areas by scraping. When the Pmax in the GB and
MC engines increased the harder AISn40 with higher fatigue
strength was introduced as bearing material, first in the GB
engines for crosshead bearings and later in MC-C engines
for all three bearing types on small and medium bore en-
gines. However, the AISn40 material is more sensitive to
contamination and foreign particles, especially in crosshead
bearings where an Ni or Ag layer is necessary between the
bearing material and the necessary Pb-based overlayer to
ensure good adhesion.

For crosshead bearings, the coating is a lifetime coating. For

main bearings, it is a running-in coating which is worn away
after some thousand hours of operation.
 -12 -

Due to the difference in hardness, it is much easier to scrape

a white metal bearing than a tin-aluminium bearing. A Scrap-
ing in a tin-aluminium bearing must only be done by a spe-
cialist from MAN PrimeServ, Copenhagen.

A few years ago, we often found that poor bonding between

the steel back and the bearing metal was the reason for
bearing failure, but for the moment this production failure
type is almost eliminated.

The bonding strength between the white metal and the steel
can be checked by using a so-called chisel test. With an
approx. 6 mm wide cross-cut chisel, chisel a groove in the
white metal down to as close to the steel bearing shell as
possible. If the white metal forms chips, this is an indication
that the bonding strength is acceptable in the areas exam-
ined. An unacceptable bonding strength is indicated by de-
tachment of flakes of white metal from the steel shell. This
may be the result of production errors such as insufficient
tinning of the steel surfaces.

The bonding test can be used on all types of bearings, and

must be carried out by a specialist.

Area wíth peeled-off whíte metal. The arrow show loose whíte metal.
 -13 -

Chise/ test showing an area with satisfactory bonding strength. The ar-
row shows /ocation of micro specimen.
 -14 -

Bearing types in the different MC(C) - ME engines (October 2011)

Crosshead Main Crankpin Journal

Engine Type U L U L U L U L

S26MC O Z O Z Z O Z Z
--
L35MC O Z O Z Z O Z Z
--
S35MC O Z O Z Z O Z Z
-- -- -- --
S35ME-B9 O Z O Z Z O Z Z
-- -- -- -- -- -- --
S4üME-B9 O Z O Z Z O Z Z
-- -- -- -- -- -- --
L42MC O O O Z Z O Z Z
-- -- -- -- -- -- --
S42MC O Z O Z Z O Z Z
-- -- -- -- -- -- --
846MC-C O Z O Z Z O Z Z
-- -- -- -- -- --
L5üMC O O O Z O O X X
-- -- -- -- -- -- --
S5üMC O O X X O O X X

S5üME-B9 O Z O Z Z O Z Z
-- -- -- -- -- --
S5üMC-C O O O Z Z O X X
-- -- -- -- -- --
L6üMC O O X X O O X X
-- -- -- -- -- --
S6üMC O O X X O O X X
-- -- -- --
L6üMC-C FPP O Z O Z Z O O Z
-- -- --
L6üMC-CCPP O Z Z Z Z Z Z Z
-- -- -- --
S6üMC-C FPP ,O Z O Z Z O O Z
-- -- -- --
S6üMC-CCPP O Z Z Z Z Z Z Z
-- -- -- --
865ME-C O Z O Z Z Z O Z

u = Upper
L = Lower
X = Thick shell white metal bearing
O = Thin shell white metal bearing
Z = Thin shell tin-aluminium bearing (AISn40)
 -15 -

Bearing types in the different MC(C) - ME engines (October 2011)

Crosshead Main Crankpin Journal

Engine Type U L U L U L U L

L7üMC O O O O O O O Z
-- -- --
L7üMC-C O Z O Z Z O O Z
-- -- --
S7üMC O O X X Z O X X
-- -- -- -- -- -- --
S7üMC (uprated) O O O O O O O O
-- -- -- --
S7üMC-C O O O Z Z O O Z
-- -- --
K8üMC O O X X O O X X
-- -- -- -- --
L8üMC O O X X O O X X
-- -- -- -- -- --
S8üMC O O X X O O X X
-- -- -- -- --
S8üMC-C O O O O O O O O
-- -- -- -- -- -- -- --
K/S8üME-C9 O O O O O O O O
-- -- -- -- --
K9üMC O O X X O O X X
K9üMC-C /
O O O O O O O O
ME-C
S9üMC-C /
O O O O O O O O
ME-C
K98MC/ME O O O O O O O O
K98MC-C /
O O O O O O O O
ME-C

u = Upper
L = Lower
X = Thick shell white metal bearing
O = Thin shell white metal bearing
Z = Thin shell tin-aluminium bearing (AISn40)
 -17 -

RECOMMENDED TOOLS USED FOR BEARING INSPECTIONS

• Handheld scraper with different roundings
• Zieh-klinge (cabinet scraper)
• Bayonet scraper (difficult to find nowadays)
• 3M sponge
• Short blade feelers with 0.05 mm step
• Long blade feelers with 0.05 mm step
• Kjaer telescopic feelers
• Edge feeler
• RUGOTEST for rough judgement
• Roughness measuring tool
• Polishing linen for crosshead pins (3M aluminium oxide-30
micron and 15 micron)
• Camera
• Micrometer gauge with ball nose.

Short and long feelers

/

Tradítíonal bayonet scraper

Handheld scraper wíth

well defíned roundíngs

\
Zíeh-klínge (cabínet scraper) and 3M sponge
 -18 -

Even if it is generally recommended not to carry out scrap-

ing on bearing shells, and especially not on thin shells and
AISn40 bearings, there are situations where it is necessary
to use a handheld scraper or a bayonet scraper, for instance
in cases where a wiped overlayer has to be removed or
where a flex edge or blended edge has to be established.

Scraping, if necessary, is only to be done by engineers fa-

miliar with the procedure and method. To remove wiped
overlayers from oil wedges in crosshead bearings, it is rec-
ommended to be careful and use a handheld scraper with
roundings close or corresponding to the bearing diameter.

Use a zieh-klinge (cabinet scraper) if foreign particles are

imbedded in the surface and to clean up oil wedges and oil
grooves.
3M sponges can be used to freshen up the surface and re-
move tin oxides (black/dark hard areas).

Kjaer telescopic feelers are normal standard tools for meas-

uring of top clearances in main bearings.

Before measuring, check that the feeler blades are in good

condition.

The feeler is inserted along the crank throw. When the feeler
hits the journal, it is horizontally pushed against the clear-
ance. Now the feeler blade is pushed max. 20 mm into the
gap.

The clearance is measured at both the fore and the aft part
of the bearing.
 -19 -

Kjaer telescopíc teeler

Crank throw
Crank throw

-
y
~
11

11

11

11

I I

JI

Maín bearíng journal

Use ot Kjaer teeler

 - 20-

Normal feeler blades are used for crosshead and crank-

pin bearings. In order to avoid opening main bearings for
inspection only (rule no. 1), it is strongly recommended to
use an edge feeler along the edges on both sides, and only
open up if white metal is found in the crankcase, and missing
bearing material is discovered with the edge feeler.

In case a designated tool is not available use a welding wire

cD2 - cD3 mm.

Checking the bearing edges

Bearing edges can be checked with a feeler that can follow
the bearing edge against the journal in the entire circumfer-
ence on both sides. If white metal is missing at the edge, the
tip of the feeler will enter the clearance, thus locating the
damage. In most cases, this clearance can be seen with the
naked eye as a dark spot when using a strong flashlight.

The foremost and the two aftmost main bearings are more
difficult to access in the entire circumference on both sides,
but it is often possible to bend the feeler to suit the situation
and thus reach as far round as possible.

Clearance at
the edge
 - 21 -

Wire feeler
It is rather easy to make a feeler (see sketch). The feeler
should be made from a piece of steel wire (e.g. a welding
rod) approx. 0.6-1 m long, depending on the engine type,
and 2 to 3 mm thick. Approx. 7 to 10 mm of the wire should
be bent to an angle of approx. 65° to form a "feeler tip". Grind
the tip smooth to obtain the shape and dimension shown on
the sketch. Note that the thickness of the white metal is ap-
prox. 1.5 mm, which is why the tip should be less than 1.2
mm thick and bigger than the max. top clearance. At the
other end of the tip, a "handle" should be made by bending
a hook or similar in the same direction as the tipo

<1.2 mm
1 >O.J~ 7-10 mm

I r~ 1
I

60-70

2-3 mm
o
o
o
T"""
I
o
o
L{)

Wire feeler
 - 23-

BEARING CLEARANCES
In the last two decades, our prescribed bearing clearance
valves have changed a number of times. However, based
on new calculation methods and positive results confirmed
in service, the so-called "Optimum Lemon Shape", values
apply today.

The tables on the following pages state the present clear-

ances for crosshead, crankpin and main bearings. Always
remember to measure the clearances both before and after
exchange of bearings.

Crosshead bearing clearances (top) to be measured with

feelers fore and aft. Steps for the feelers should be 0.05 mm.
Crank position approximately 100 degrees after top dead
centre (TOC). Measurement to be made in the upper part in
the "window" for the piston rod. The difference between the
measurements from fore to aft should not exceed 0.05 mm.
See also the instruction book for the engine in question.

Crankpin bearing clearances (bottom) to be measured with

feelers fore and aft. To be measured with the crank position
in bottom dead centre (BOC). Steps for feeler blades 0.05
mm.

The difference between the measurements fore and aft

should not exceed 0.05 mm.

Main bearing clearances (top) to be measured by Kjaer

telescopic feelers fore and aft. The difference between the
measurements fore and aft should not exceed 0.05 mm.
Steps for feeler blades 0.05 mm.

When measuring with main bearing kjaer feeler gauges, it is

an important rule that the clearance is not determined until a
feeler blade fails to enter the slit. Example: 0.25 go, 0.30 go,
0.35 go, 0.40 no go. The clearance is then defined as 0.35
mm or 0.35 go - 0.40 no go.

The feeler blades are to be kept in top condition. If a blade is

bent or broken, it should be replaced immediately to avoid in-
correct measurements or scratching of the shell and journal.
 - 24-

MAIN BEARING CLEARANCES [MM]

Thin Shell
(Note: C/earances not adjustab/e)

Engine type Min. Max.

S26MC 0.15 0.40

L35MC
0.15 0.45
S35MC
S35ME-B 0.15 0.40
S40ME-B 0.15 0.45
L42MC
0.20 0.55
S42MC
S46MC-C 0.30 0.65
S50MC-C 0.30 0.65
S50ME-B8 0.35 0.60
S50ME-B9 0.30 0.50
L60ME/C-C
0.45 0.75
S60ME/C-C
S65ME-C 0.25 0.55
L70MC (uprated)
0.50 0.90
S70MC (uprated)
L70ME/C-C
0.50 0.90
S70ME/C-C
K80ME/C-C 0.60 0.85
K80ME-C9 0.25 0.65
S80ME/C-C 0.55 0.85
S80ME/C-C RTC 0.25 0.65
S80ME-C9 0.25 0.5
K90MC-C 0.65 1.00
S90ME/C-C 0.65 0.95
S90ME/C-C RTC 0.30 0.70
K98MC6
0.65 0.95
K98MC-C6
K98ME/C6 RTC
K98ME/C-C6 RTC
0.35 0.65
K98ME/C7
K98ME/C-C7
 - 25-

Thick Shell

Engine type

S50MC 0.10 0.35

L50MC 0.10 0.35
K50MC 0.10 0.35
K60MC 0.10 0.35
L60MC 0.10 0.35
S60MC 0.10 0.35
L70MC 0.15 0.40
S70MC 0.15 0.40
LSOMC 0.20 0.45
L90MC 0.25 0.50
K90MC 0.25 0.50

MC/MC-C - ME Engines
Bearing clearances tor crosshead and crankpin bearings

Crosshead Crankpin
Engine Type Min. Max. Min. Max.

S26MC 0.10 0.35 0.10 0.35

S35MC 0.10 0.40 0.15 0.45
S42MC 0.15 0.50 0.15 0.50
S50MC 0.15 0.50 0.20 0.55
S60MC 0.25 0.60 0.30 0.65
S70MC 0.30 0.65 0.35 0.70

L35MC 0.10 0.40 0.15 0.45

L42MC 0.15 0.50 0.15 0.50
L50MC 0.15 0.50 0.20 0.55
L60MC 0.25 0.60 0.30 0.65
L70MC 0.30 0.65 0.35 0.70
LSOMC 0.35 0.70 0.40 O.SO
L90MC 0.40 0.75 0.45 O.SO

K50MC 0.20 0.50 0.20 0.55

K60MC 0.25 0.60 0.30 0.65
K70MC 0.30 0.65 0.35 0.70
K90MC 0.40 0.75 0.45 O.SO
 - 26-

MC/MC-C - ME Engines
Bearing clearances for crosshead and crankpin bearings

Crosshead Crankpin
Engine Type Min. Max. Min. Max.

K98MC 0.35 0.70 0.50 0.90

S46MC-C 0.15 0.50 0.20 0.55
S50MC-C 0.15 0.50 0.20 0.55
S60MC-C 0.20 0.55 0.40 0.75
S70MC-C 0.25 0.60 0.40 0.80
S80MC-C 0.35 0.70 0.50 0.85
S90MC-C 0.35 0.70 0.50 0.85

L60MC-C 0.20 0.55 0.40 0.75

L70MC-C 0.25 0.60 0.40 0.80

K80MC-C 0.35 0.70 0.40 0.80

K90MC-C 0.40 0.75 0.45 0.80
K98MC-C 0.35 0.70 0.50 0.90

L60ME-C 0.20 0.55 0.40 0.75

S60ME-C 0.20 0.55 0.40 0.75

S65ME-C 0.25 0.50 0.25 0.50
S70ME-C 0.25 0.60 0.40 0.80
S80ME-C 0.35 0.70 0.50 0.85

----
S90ME-C 0.35 0.70 0.50 0.85
K98ME 0.35 0.70 0.50 0.90
K98ME-C 0.35 0.70 0.50 0.90
 - 27-

Gf-GfCA-GB ENGINES
Measurements in mm.

Bearing clearances for

crosshead, crankpin, main and journal bearings

Crosshead Crankpin Main Journal

Engine Type Min. Max. Min. Max. Min. Max. Min. Max.

K45GF 0.15 0.45 0.15 0.25 0.20 0.30 0.20 0.30

K46GF 0.20 0.55 0.20 0.30 0.25 0.35 0.25 0.35
K80GF 0.25 0.65 0.25 0.35 0.30 0.40 0.30 0.40
-- --
K90GF 0.25 0.65 0.25 0.35 0.30 0.40 0.30 0.40

L45GF 0.15 0.45 0.15 0.25 0.20 0.30 0.20 0.30

- - -- --
L55GF 0.20 0.55 0.20 0.30 0.25 0.35 0.25 0.35
-- -- --
L67GF 0.20 0.55 0.20 0.30 0.25 0.35 0.25 0.35
-- -- -- -- -- --
L80GF 0.25 0.65 0.25 0.35 0.30 0.40 0.30 0.40
-- -- -- --
L90GF 0.25 0.65 0.25 0.35 0.30 0.40 0.30 0.40

K45GFCA 0.15 0.45 0.15 0.25 0.20 0.30 0.20 0.30

K67GFCA 0.30 0.65 0.35 0.70 0.15 0.40 0.15 0.40
K80GFCA 0.25 0.65 0.25 0.35 0.30 0.40 0.30 0.40
-- --
K90GFCA 0.25 0.65 0.25 0.35 0.30 0.40 0.30 0.40

L45GFCA 0.15 0.45 0.15 0.25 0.20 0.30 0.20 0.30

-- -- --
L55GFCA 0.20 0.55 0.20 0.30 0.25 0.35 0.25 0.35
--
L67GFCA 0.20 0.55 0.20 0.30 0.25 0.35 0.25 0.35
-- --
L80GFCA 0.25 0.65 0.25 0.35 0.30 0.40 0.30 0.40
-- --
L90GFCA 0.25 0.65 0.25 0.35 0.30 0.40 0.30 0.40

L45GB 0.15 0.45 0.15 0.25 0.20 0.30 0.20 0.30

--
L55GB 0.20 0.55 0.15 0.30 0.20 0.35 0.20 0.35
--
L67GB 0.20 0.55 0.20 0.30 0.25 0.35 0.25 0.35
-- --
L80GB 0.40 0.75 0.25 0.35 0.30 0.40 0.30 0.40
--
L90GB 0.40 0.75 0.30 0.40 0.30 0.40 0.30 0.40
 - 29-

JOtlRNAL SURFACES
The roughness necessary for a smooth running-in to any
of the bearings are stated in the drawings of journals and
crosshead pins.

In connection with renewal of bearing shells or overhaul, it

may be necessary to carry out roughness readings and pol-
ishing in order to reach the correct surface. The definition for
roughness is given in ISO 4287.

Roughness measurements are stated in Ra values. The cut-

off (profile filter) is selected depending on the work piece
surface either according to the valley spacing or the expect-
ed roughness values. At the same time, the total length of
evaluation and the corresponding traverse length are defined
according to the standards. Deviations are necessary if the
work piece does not allow the required traverse length. Ra is
defined in the figure below.

Ra - parameter according to ISO 4287

Z(x)

x
Ir

Ra - aríthmetícal mean devíatíon of the assessed profíle

Ra is the arithmetic mean roughness value from the amounts

of all profile values.
 - 30-

Comparison table - new and old roughness designations

Ra max.150 CLA IJm in 85308 Previous MAN

1302IJm ASA 46.1 standard
0.025 N1
0.05 2 N2
0.1 4 N3
0.2 9 N4
0.4 15 N5
0.8 32 N6
1.6 63 N7
3.2 125 N8
6.3 250 N9
12.5 500 N10
25 1000 N11
50 2000 N12

A comparison between the old and present standards is

shown in the above table. The previous MAN standard (N1-
N12) is used at some locations.

Roughness is measun~d with an electronic roughness test-

er (best way) or is evaluated by means of a RUGOTESTER
(available from MAN PrimeServ, Copenhagen) to visually
compare the surface of the pin/journal with test specimens.

The correct surface roughness is especially important for

crosshead pins to minimise the risk of a bearing breakdown.
If the surface roughness of the crosshead pin is too high,
polishing must be carried out and calling in specialists from
MAN PrimeServ, Copenhagen' to rectify the surface is rec-
ommended.
 - 31 -

Limits for surface roughness

Main and crankpin journa/s
New journals:
AISn40 bearing Ra 0.4
White metal bearing Ra 0.8

Journals to be reconditioned at following values:

AISn40 bearing Ra 0.8
White metal bearing Ra 1.6

Crosshead pin
New or repolished Ra 0.05
After sea trial Ra 0.08
Repolishing Ra 0.1

As is well known, the crosshead pin surface is the most criti-

cal, and if the roughness in service is found to be higher than
Ra 0.10 (N3), the pin must be repolished to avoid the risk of
wiping and seizure.

Measure the roughness with an electronic roughness tester,

or evaluate the roughness with a RUGOTESTER by compar-
ing the surface of the pin/journal with the test specimens of
the RUGOTESTER. When performing this test, the pin sur-
face and the RUGOTESTER specimens must be clean and
dry. Hold the tester clase to the surface, and compare the
surfaces visually.

Alternatively, use your finger or a coin to run over the pin/

journal surface and the RUGOTESTER specimens to com-
pare and determine the roughness leve!. The RUGOTESTER
tool is available from MAN PrimeServ, Copenhagen
 - 33-

BACK SIDE Of BEARING SHELLS

The back side of a damaged bearing very often disclose if
the reason is to be found outside the bearing itself.

Back side in perfect condition

The cause of the damage could be foreign particles trapped

between the bearing shell and the support, for instance a
small piece of paper or sand particles due to insufficient
cleanliness during assemby.

See also "Crankpin bearing section".

Or it could be faults in the bearing support, for instance a

faulty welded repair of the bedplate.

A repair often includes polishing of the saddle where special

tools are obtainable from MAN PrimeServ, Copenhagen, see
photo on page 35.
 - 34-

Shell wíth marks from weldíng on saddle followíng overheatíng.

Shell wíth marks from foreígn partícles.

 - 35-

Shell with indication of weld repair of the saddle.

Tools for polishing of main bearing saddle.

 - 37-

LUBE 61L FILTERS

In the event of a bearing failure, one of the first components
to be investigated is the condition of Jhe main lube oil filter.
For MAN B&W two-stroke engines full-flow filters with a fine-
ness of 50 IJm are prescribed for white metal bearings and
40 IJm for ALSn40 bearings (and continous running of the
lube oil centrifuges).

If a sudden drop of the differential oil pressure across the

main lube oil filter is observed, there is strong reason to be-
lieve that the filter is damaged, and it should be investigated
as soon as possible.

Wrapped-ott notch wire in engine /ube oi/ pipe system

Photo ot damaged net ti/ter

 - 38-

Photo ot debris trom damaged oi/ ti/ter (ti/ter mesh) tound in engine

Debris from a damaged filter has a tendency to spread eve-

rywhere in the lube oil system, for instance to the cooling
space in the pistons from where there is a high risk that the
particles can be back-flushed down to the crankpin bear-
ings. Therefore, all pistons to be dismantled, and all bearings
be inspected.

Furthermore, all lube oil pipes with blind ends and lube oil
coolers must be opened for inspection and cleaned.

Turbocharger bearings lubricated by the system oil must be

checked immediately.
 - 39-

Flushing
To avoid damage on the bearings from foreign particles, the
oil system is flushed carefully before the first engine start,
both in the workshop and on the shipyard following strict
flushing instructions from MAN Diesel & Turbo. However,
careful flushing where the lube oil bypasses the bearings is
also necessary during m_ajor repairs with high pollution of
the crankcase, and after a serious filter breakdown.

Do not forget to keep the lube oil centrifuges running all the
time. Ask for specific flushing instructions at MAN Prime-
Serv, Copenhagen. The flushing procedure must meet the
ISO 4406 codeo
 - 41 -

SCRAPING Of BEARINGS - ESTABLISHING Of EDGE RELIEF

In the past, almost all white metal bearings (among others:
main, crankpin, crosshead, thrust bearings and guide shoes)
were adapted to their counterpart by hand scraping with a
bayonet scraper. With the modern and very accurate ma-
chine tools used in the last four decades, a general scraping
is no longer needed, and most of the engineers skilled in this
procedure are gone as well.

However, situations may still arise where scraping of bear-

ings shells produced with modern finish is necessary. The
photo overleaf showns a main bearing with repeated dam-
age on the edge.

Scraping of a bore relief on a main bearing is also shown.

Edge relief scraping with a hand scraper solved the prob-
lem. It is important to note that scraping requires a certain
amount of expertise, so if you are in doubt, call in assist-
ance. It must be mentioned that white metal (HMü7) is softer
than tin-aluminium (AISn40) and, therefore, easier to scrape.
Scraping of AISn40 metal should in any case be left to a
specialist.
 - 42-

Countermeasure by scraping, which is done in three steps,

to achieve controlled "deformed edge" or inclination. In the
above case, "cross" scraping removed approx. 0.02-0.03
mm, followed by one additional scraping to smoothen the
transition zone and removing approx. 0.01 mm.

After the scraping, the complete area was dressed up using

a zieh-klinge (cabinet scrapers) followed by a 3M sponge, or
similar, achieving a "virginal" appearance.
 - 43-

Illustratían far use af bajanet scraper.

 - 45-

SPARK EROSION
Spark erosion is micro pitting related to main bearings and
thrust bearings where the bearing material (HMü7 or AISn40)
is corroded by electrical sparks from the bearing shell to
the main bearing journal due to electro-potential difference
between the crankshaft and the bearing. Spark erosion in
AISn40 bearings may develop faster than in HMü7 bearings.

Normal

Note: wide journal imprint

 - 46-

Main bearing journal with spark erosiono

Corresponding lower main bearing shell

Corresponding upper main bearing shell

Thrust collar with spark erosion

 - 47-

Without countermeasures, voltage differences of Up to 350-

450 mV can be measured. To avoid spark erosion, the volt-
age have to be reduced to a value below 50 mV by a shaft
earthing device placed on the propeller shaft close to the
engine. A voltmeter is installed to ensure a continuous dis-
play of the potential difference. Readings in excess of 50 mV
are a sign of worn brushes or poorly maintained brush gear
and/or slip rings

Cable connected
to the hull

Cable connected
to the hull

Cable to
alarm system

Slip ring for

monitoring
equipment

Shaft/íne earthíng devíce parts

Bad/y maíntaíned earthíng devíce

Unfortunately, bad maintenance and poor quality of this de-

vice have often caused spark erosion.
l
 - 49-

WATER IN LUBE OIL

Water in the lube oil is poison for the bearing shells and the
journals.

Crosshead bearings may suffer corrosion damage to the Pb-

based overlayer, and severe and extensive fatigue damage
in main and crankpin bearings may be the result of operat-
ing the engine with a high lube oil water content for longer
periods.

White Metal. Fatigue cracks, caused by high water content, causing

increased stress to the bearing. Similar cracks were found on al! seven
lower bearing shells.

AISn40. Partially corroded over- AISn40. Almost completely cor-

layer, not yet scuffed. roded-off overlayer, severe scuffing
between Ni-Iayer, AISn40 lining and
XH-pin.

Photos of crosshead bearings, one HMü7 and one AISn40,

damaged by water in the lube oil.

A freshwater content of 0.2% is permissible. (0.5% for a

short period).
 - 50-

Only traces of seawater are allowed.

Evidence of water:
• Dew on the sight glasses.
• Milky appearance of the lube oil.
• Heated soldering ¡ron will give a hissing sound when
dipped in water-contaminated lube oil.
• Test the water for salinity.
• Let lube oil supplier analyse a sample.
• Analyse onboard using portable equipment.

Ways to get the water out:

• Run the purifiers in parallel with a temperature as high as
possible (max 95° to protect the waterlock in the purifiers).
• If there is a big amount of seawater in the lube oil, the
whole oil amount should be removed, and the system in-
cluding coolers and filters must be cleaned thoroughly, and
the system flushed.

In case of water in the lube oil, the Pb content in the lube oil
will increase due to the corrosion of the overlayer, and the
percentage can therefore be a measure for the progress of
the corrosion.

The lead content values in the system oil can be used as a

guideline:
0-4 ppm Normal.
5-10 ppm Inspect filters. Inspection of crosshead bear-
ings when convenient.
>10 ppm Inspect filters and crankcase, and prepare for
inspection of crosshead bearings asap.

Excessive water content in the lube oil will cause the lead
overlay in crosshead bearings to corrode away rapidly. Main
and crankpin bearings lined with white metal or AISn40 may
also suffer irreparable damage from water contamination, but
the damage mechanism would be different and not so acute.
 - 51 -

The above scenario can be avoided by continuously monitor-

ing the water content in the lubricating oil. For this purpose,
a "Water In üil Monitoring System" connected to the alarm
system can be implemented. It is highly recommendable to
install on-line water-in-oil monitoring equipment, which is
available from MAN PrimeServ, Copenhagen.

Heavíly damaged maín bearíng due to water ín the lube oíl.

 - 53-

CROSSHEAD BEARINGS
When working with crosshead bearings, the attached
"Crosshead Bearing Inspection Report" should be used. Thin
shell bearings are with either white metal (HMü7) or tin-alu-
minium (AISn40).

White metal
Sn flash layer 0.002 - 0.003 mm
Pb overlay 0.02 - 0.03 mm
White metal 1.5 mm
Steel back

Tin-aluminium
• • • •1'1-- Sn flash layer 0.002 - 0.003 mm
Pb overlay 0.02 - 0.03 mm
Ni or Ag dam 0.002 - 0.005 mm
AISn40 1.0 mm
Steel back

or

~~~~.-PTFEor similar
AISn40 1.0 mm
Steel back

The oscillating movement of the crosshead bearings makes

the geometry of the oil wedges an important parameter.
The extent of the oil wedges for the different engine sizes is
shown on page 57.

In case of wiping, use a scraper to re-establish the geometry

of the oil wedges. However, if lube oil is pouring out evenly
from the oil canals, the bearings should not be opened un-
less there are other signs of damage.
 - 54-

Due to too many cases with a too thin Pb overlay on lower

crosshead bearing shells (nominal thickness 0.02-0.03 mm),
a method to determine the thickness of the Pb overlay has
been developed. Apply a scraper with a 300 mm radius to-
create a track on the bearing material. After etching with 4%
Nital, it is easy to distinguish between the white metal/tin-
aluminium and the overlayer.
Measure the width of the zones with a Vernier gauge and
transfer the values to a calculation sheet to determine the
thickness of the overlayer.

Use a scraper with a defined radius of R = 300 mm to ex-

pose the white metal below the overlayer.

Crosshead bearing lower shell measuring points.

 - 55-

Measuring point 1
The width of the exposed white metal is 12 mm, and the
width of the entire groove is 10 mm. The calculation of the
lead over-Iayer thickness on the shown crosshead bearing
lower shell at measuring point 1, after scraping test, shows
that the lead overlayer thickness is 0.018 mm.
Calculationofradiusofscraper.

1.~lnput-

For AISn40 crosshead bearings with Ni layer, it is important

that the lower bearing shells are exchanged when the Ni lay-
er is exposed. Otherwise, there is a risk of scuffing between
the pin and the bearing and, thereby, an increased risk of
overheating and, in the worst case, a crankcase explosion.

Partía//y corroded over/ayer, not yet scuffed. Not acceptab/e.

 - 56-

A-A
(Gil wedge)
 - 57-

Extent 01 oil wedge in crosshead bearing lower shell

Engine type Extent L (mm) *

S46MC-C 10
S/K/L50ME/MC 15
S50ME-C/MC 10
S/K/L60ME/MC 15
S/K/L70ME/MC 15
S/K/L80ME/MC 15
K80ME-C/MC-C 15
K/L90ME/MC 15
K90-98M E-C/MC-C 15
* On each side of the axial oil groove.
 - 59-

CRANKPIN BEARINGS
When working with crankpin bearings, the attached "Crank-
pin Bearing Inspection Report" should be used.

Also for crankpin bearings, the back side must be investi-

gated in case of bearing damage.

The pieture show the baekside of a erankpin bearing where a trapped

pieee of paper has eaused fatigue eraeks on the bearing metal.
 - 60-

The below pictures show damaged areas on the bearing due

to welded repairs of the bearing cap. Furthermore, it was
concluded that a piece of paper forgotten between the bear-
ing shell and the connecting rod had provoked the damage.

The following considerations are to be taken, especially

when working with crankpin bearings:

Tightening of studs
Use all four hydraulic jacks at the same time. For bearings
with four studs and only two jacks available, the tightening
sequence must take place in parallel in two steps.

For parallel tightening the sequence is:

Step 1: 50% of the specified tightening pressure forward -
followed by 100% aft side, and finally 1000/0 forward side.
This is to avoid the risk of displacement between the two
bearing halves, and thereby creating a scraping edge.

In case of filter breakdown, it is necessary to be careful with

the cleaning of the connecting rods as foreign particles can
be collected in the blind ends of the drillings.
- 61 -

Photo of damaged crankpín

bearíng as a result of cross-
wíse tíghteníng.
 - 63-

MAIN BEARINGS
Again, please note: Bearings should not be opened with-
out an obvious reason. Instead, we recommend to carry
out frequent checks of the bearing edges with edge feelers.
See the section about Tools. For all main bearing investiga-
tions, the attached sheet: "Main Bearing Inspection Report"
should be used. The building-in principies are different for
MC and MC-C engines. As can be seen on the layout draw-
ing below, it is possible to adjust the clearances by means of
shims on MC engines, but not on MC-C engines.

FigureA

Thick shell design (Ieft on Figure A)

• Original design for MC engines
• White metal
• Top clearance to be adjusted by shims
• Bedplate and bearing cap machined separately.

Use on the following engine types:

• S50-SS0MC
• L50-L90MC
• K50-S0MC-S
• K90MC.

In case of main bearing failure on an MC engine, it must

be checked that all the following modifications have been
introduced.

Improvements introduced
• Reduced clearances (see table)
• Vertical guide pins between bearing halves to prevent hori-
zontal displacement
• Flex-edge to reduce the risk of edge damage
• Offset to ensure bearing load
• Revised alignment procedure.
 - 64-

Please note that in case a main bearing has to be replaced

with a new spare bearing, this will automatically be delivered
as a flex-edge bearing.

c ~I
c-c

New design Previous design

F/ex-edge bearíng

Thin shell design (right on Figure A)

• White metal or AISn40 bearings
• Bedplate and bearing cap are machined assembled.

Introduced gradually on MC engines and used on all MC-C

and ME-C/ME-B:
• 26-42MC
• S46-S90MC-C
• L60/70/90MC-C
• K98MC/K98MC-C.

Improvements introduced
• Revised alignment procedure
• Running-in coating on AISn40
• Blend-edge
• Reduced top clearance.
 - 65-

Typíca/ damage on a maín bearíng. Cure: íntroductíon of f/ex-edge.

Photo of scraped bearíng for edge re/íef

 - 67-

CROSSHEAD GUIDES - GUIDE SHOES AND GUIDESTRIPS

If white metal is found in the crankcase and no obvious
source is found, the guide shoes should be inspected by
turning the pistons in the bottom position and inspect the
guide shoes visually. If a damaged area is found, its further
development should be kept under observation.

Reasons could be
• Imperfect bonding of white metal due to insufficient tinning
of the guide shoe befare the white metal is cast on.
• Machining of the crosshead guides giving hard edge pres-
sure (tilting tool), or insufficient alignment where the ma-
chining of the crosshead guides took place from both sides
due to lack of large plano millers.

The cure in this case is to grind the crosshead guides manu-

ally with the assistance of a straightening plate and a spe-
cialist.

Oamaged guide shoe

 - 68-

Guíde shae wíth cantact an the edges

Befare rectífícatían After rectífícatían After rectífícatían

 - 69-

Straíghteníng plate

It should be underlined that failure of the guides and guide

shoes is very seldom and normally with no consequential
damage.
I
 -71 -

CRANKSHAFT DEFLECTIONS
The attached "Crankshaft Deflections" specifies the terms
used when measuring crankshaft deflections.

The tables below specifies the limits for crankshaft deflec-

tions on GF(CA) and MC/ME engines.

Normally Realignment Absolute

obtainable for a recommended maximum
new or recently permissible
overhaul engine
Type mm mm mm

K45GFCA 8/100 21/100 32/100

K67GFCA 12/100 31/100 47/100
K80GFCA 14/100 38/100 57/100
K90GFCA 15/100 42/100 64/100
L45GFCA 12/100 32/100 48/100
L55GFCA 14/100 37/100 56/100
L67GFCA 16/100 46/100 69/100
L80GFCA 18/100 52/100 78/100
L90GFCA 20/100 58/100 87/100

When judgíng crankshaft alígnment on the above U/ímít-value" basís J

make sure that the crankshaft ís actually supported ín the adjacent

bearíngs.
Maín bearíng statíc load can be checked by a jack-up test or measuríng/
checkíng the far Ubottom clearance wíth 0.05 mm.
JJ
 -72 -

I I \
( )
I
1 I I
1 I I I I
I I I
I I I
I
1---

Normally obtain- Realignment Absolute

able for a new recommended maximum
or recently over- permissible
hauled engine
mm mm mm
Type 2 2 2

K50ME 0.12 0.25 0.34 0.38 0.51 0.51

L50ME 0.17 0.34 0.45 0.51 0.68 0.68
- - --- - - --- - - ---
850ME 0.23 0.46 0.61 0.69 0.92 0.92
- - --- -- --- -- ---
850ME-C 0.23 0.47 0.62 0.70 0.94 0.94
- - --- - - --- - - ---
K60ME 0.15 0.31 0.41 0.46 0.62 0.62
- - --- - - --- - - ---
L60ME 0.20 0.40 0.54 0.61 0.81 0.81
- - --- - - --- - - ---
L60ME-C 0.22 0.45 0.59 0.67 0.89 0.89
- - --- -- - - - - - ---
860ME 0.27 0.55 0.73 0.82 1.10 1.10
- - --- - - --- - - ---
860ME-C 0.28 0.56 0.75 0.84 1.13 1.13
- - - - - --- - - ---
K70ME 0.18 0.37 0.49 0.55 0.74 0.74
- - --- - - --- - - ---
L70ME 0.24 0.48 0.63 0.71 0.95 0.95
- - --- -- --- - - ---
L70ME-C 0.25 0.49 0.65 0.74 0.98 0.98
- - --- - - --- - - ---
870ME 0.32 0.64 0.85 0.96 1.28 1.28
- - --- - - --- - - ---
870ME-C 0.33 0.66 0.88 0.99 1.32 1.32
- - --- -- --- - - ---
L80ME 0.27 0.54 0.72 0.81 1.08 1.08
- - --- - - --- - - ---
880ME 0.36 0.73 0.97 1.10 1.46 1.46
- - --- - - --- - - ---
880ME-C 0.38 0.75 1.00 1.13 1.50 1.50
- - --- - - --- - - ---
K80ME-C 0.22 0.44 0.58 0.66 0.88 0.88
- - --- - - --- - - ---
L90ME 0.30 0.60 0.81 0.92 1.22 1.22
- - --- - - --- - - ---
L90ME-C 0.27 0.54 0.72 0.81 1.08 1.08
-- --- -- --- - - ---
K90ME 0.25 0.50 0.67 0.75 1.00 1.00
- - - - - -- - - - - - ---
K90ME-C 0.20 0.41 0.54 0.61 0.82 0.82
- - --- - - --- - - ---
890ME-C 0.36 0.72 0.96 1.08 1.45 1.45
--- - - --- - - ---
K98ME 0.25 0.49 0.65 0.74 0.98 0.98
- - --- - - --- - - ---
K98ME-C 0.25 0.41 0.54 0.61 0.81 0.81
 -73 -

1. Normal for all crank throws.

2. Permissible for the foremost crank throw, when the crank-

shaft fore end is provided with a torsional vibration damper,
tuning wheel or directly coupled to a generator rotor. Per-
missible for the aftmost crank throw when the crankshaft aft
end is provided with a flexible coupling. When judging the
alignment on the above "Iimiting-value" basis, make sure that
the crankshaft is actually supported in the adjacent bearings.
(See 'Alignment of Main Bearings' item 2.3 'floating journals').
 Report: Crankshaft Deflections
~
I=t=l (Autolog) Plate 70815

M/V Engine type: Total running Checked by:

hours
Builder: Engine No.:

Yard No.: Built year: Date:

For comparison of Ships draught, aft measured (m) Fullyloaded Ballasted (m)
measurements (m)

Jacket cooling water temp. (OC) Main lub. oil temp. (OC)

Fig.1 Fig.2
Top
~(+)
7
Fuel pump
side ---+--- +I ----t---
Exhaust
side

I
B1 B2
I
For deflection readings, a dial micrometer is to be placed in Bottom
Looki ng forward
the punch marks.
Closing of the crankthrow is regarded as negative deflection

(Unit tor measuring and calculating: 1/100 mm)

Fig.3 Cyl. No. and deflections

Crankpin position
1 2 3 4 5 6 7

Near bottom, fuel pump side B1

Fuel pump side C
Top T
Exhaust side *) E
Near bottom, exhaust side B2

*) Positions C and E are included for reference purposes.

Fig. 4 I 8ottom 1/2 (8 1 + 8 2 ) = 8 I

Fig.5 Vertical Deflections

Top-bottom or (T-B) = V
I I I I I I I
For permissible deflections, see Plate 70817. See also Item 2.2 'Checking the Deflections*
earlier in this Chapter.

When referríng to thís page, please quote Operatíon Plate 70815, Edítíon 0001
MAN B&W Diesel A/S
Vessel:
No.ofcyl.:
Crosshead Bearing Inspection Report
IMOno:
IEng. type:
Builder:
Clockwise (Y/N):
Eng. No.:
Eng. hrs.:
Checked by:
Date (yyrnmdd):
o
Bearing details
Bearing no.: IBearing hrs.: Drawing no.: Marking:
Overlay: Sn-flash layer (Y/N):
Bearing housing: IBearing maker:
Thin shell bearing type:
Inspection details
Findings
DCorrosion DCracks D Detachment DFretting D Hard contact
D Lacquering D Loose white metal D Misalignment D Peeling off D Porosities
D Scratches DScuffing DSeizures D Spark erosion DSqueezed
DTearing D Trapped partieles DWiping
Joumal imprint
DDentmarks D Heat cracks D Rough surface D Scratches D Uneven surface
Shell imprint
DConcave DConical DConvex DEven DUneven
D Weak / light DWide
Cause of defect
DAssembly DBonding DClearance D Contamination DDesign
DDirt D Hard contact D Housing geometry D Joumal geometry D Lubrication
DMaterial DOther D Shell geometry D Spark erosion DWater
Measurement details
o
1=nrt)
Man 269 . Fore
180 . 91 Exh.
Upper shell ]
I[
11 111 111 11
Lowershell

271 ]
11 111 111 11
I[
269
-.- Aft

89
] I I Ir

Lowershell
~
91

]
t-----J
11

I
AI Ir
Upper shell

I
Man 271
• o • 89 Exh.
180 Fore

Shell thickness
at 180 0 Damageno. Start angle (degrees) End angle (degrees) Position (fore/mid/aft) Depth (mm)
(mm)
1
2
3
Clearances
Top clearance (1/100 mm) Bottom clearance (1/100 mm)
Fore Aft Fore Aft ~
(]f)
~
~
Upper shell
Horizontal clearance (1/100 mm)

Exhaust/Fore Exhaust/Aft
Lower shell
Horizontal clearance (1/100 mm)

Exhaust/Fore Exhaust/Aft
~ I

8
~
....
Se:::
--=--
~

-
=:J

Manoeuvre/Fore Manoeuvre/Aft Manoeuvre/Fore Manoeuvre/Aft Top clearance

O
Remarks:

Re!. 2005-01-12
Vessel:
Crankpin Bearing Inspection Report
IMOno: Builder: Eng. No.: Checked by:
Q
No.ofcy!.: IEng. type: Clockwise (YIN): Eng. hrs.: Date (yymmdd):
Bearing details
Bearing no.: IBearing hrs.: Drawing no.: Marking:
Overlay: Sn-flash layer (YIN):
Bearing housing: IBearing maker:
Thin shell bearing type:
Inspection details
Findings
DCorrosion DCracks D Detachment DFretting D Hard contact
D Lacquering D Loose white metal D Misalignment D Peeling off D Porosities
D Scratches DScuffing DSeizures D Spark erosion DSqueezed
DTearing D Trapped particles DWiping
Joumal imprint
DDentmarks D Heat cracks D Rough surface D Scratches DUneven surface
Shell imprint
DConcave DConical DConvex DEven DUneven
DWeak/light DWide
Cause of defect
DAssembly DBonding DClearance D Contamination DDesign
DDirt D Hard contact D Housing geometry D Ioumal geometry D Lubrication
DMaterial DOther D Shell geometry D Spark erosion DWater
Measurement details

Upper shell
o
I rp. Man 271 . Fore
o . 89 Exh.

271

269
-
(jij
..

_ .• 89
~ Aft
~ Upper shell

¡~. ~
91
Lower shell
Lowershell
~
I
180
Man 269 180 . 91 Exh.
Fore

Shell thickness Damages

at 0° Damageno. Start angle (degrees) End angle (degrees) Position (fore/mid/aft) Depth (mm)
(mm)
1
2
3
Clearances
Clearance (1/100 mm), C

Upper shell
Fore

Horizontal clearance (1/100 mm)

Aft

Lower shell
Horizontal clearance (1/100 mm)
i11/\ ~ Horizontal c1earance to be ~
~ measured just aboye and
u below the bore relief.
;;
\
/'"'\
......-

~
/

~
Exhaust/Fore Exhaust/Aft Exhaust/Fore Exhaust/Aft

Manoeuvre/Fore Manoeuvre/Aft Manoeuvre/Fore Manoeuvre/Aft

Remarks:

Re!. 2005-01-12
r
IMOno:
Main Bearing Inspection Report
Builder: Eng. No.: Checked by:
Q
Vessel:
No.ofcy!.: IEng. type: Clockwise (Y/N): Eng. hrs.: Date (yymmdd):
Bearing details
Bearing no.: IBearing hrs.: Drawing no.: Marking:
Overlay: Sn-flash layer (YIN): Shims (mm):
Bearing housing: IBearing maker: Off-set:
Thick shell bearing type: Thin shell bearing type:
Inspection details
Findings
DCorrosion DCracks D Detachment DFretting D Hard contact
D Lacquering D Loose white metal D Misalignment D Peeling off D Porosities
D Scratches DScuffing DSeizures D Spark erosion DSqueezed
DTearing D Trapped particles DWiping
Joumal imprint
DDentmarks D Heat cracks D Rough surface D Scratches D Uneven surface
Shell imprint
DConcave DConical DConvex DEven DUneven
D Weak / light DWide
Cause of defect
DAssembly DBonding DClearance D Contamination DDesign
DDirt D Hard contact D Housing geometry DJoumal geometry D Lubrication
DMaterial DOther D Shell geometry D Spark erosion DWater
Measurement details

Upper shell
o
I ~e
-
Man 269 . Fore
180 . 91 Exh.

271

269
-'-
I
I
I
I
.- .¡-. -. -. -'-
~ Aft
~ Lower shell

I '- 89

~ .~
I
91

I
e) Upper shell
Lower shell

; Man 271 . o 89 Exh.

180 Fore

Shell thickness Damages

at 180 0 Damage no. Start angle (degrees) End angle (degrees) Position (fore/mid/aft) Depth (mm)
(mm)
1
2
3
Clearances
Top clearance (1/100 mm), T Bottom clearance (1/100 mm), B
Fore Aft Fore Aft .- . '_0_'_'_'-'-'-'- _

~ r\U
[~J
Upper shell Lower shell

~~f
Horizontal clearance (1/100 mm) Horizontal clearance (1/100 mm)

Exhaust/Fore Exhaust/Aft Exhaust/Fore Exhaust/Aft

I _
~60
Manoeuvre/Fore Manoeuvre/Aft Manoeuvre/Fore Manoeuvre/Aft
J~
.. J.~I.___
Horizontal clearance

Remarks:

Re!. 2005-01-12