704.

08-40D

Running with Cylinders or

Turbochargers out of Operation

1. General reduction of the engine revolutions, until

the exhaust temperatures are in accor-
The engine is designed and balanced to run dance with the values stated in Chapter
with all cylinders as well as all turbochargers 701.
working. If a breakdown occurs which dis-
ables one or more cylinders, or turbochar- If more than one cylinder must be cut
gers, repair should preferably be carried out out of operation, and the engine has two
immediately. or more turbochargers, it may be advan-
tageous to cut out one of the turbochar-
If this is not possible, the engine can be op- gers. However, see ‘ ‘ Note’’ under point
erated with one or more cylinders or turbo- 1 above.
chargers out of operation, but with reduced
speed owing to the following: 4. When cylinders are out of operation,
governor hunting may occur. When this
1. As, in such cases, the air supply is no happens, the fuel pump index must be
longer optimal, the thermal load will be limited by operating the electronic
higher. governor on ‘ ‘ index control’’.
Therefore, depending upon the actual
circumstances, the engine will have to For some electronic governors, it is not
be operated according to the restrictions recommended to use the mechanical
mentioned in Items 4 and 5 further on in stop for max. index. These governors
this Chapter. have a built-in electronic max. index
control.
Note that the exhaust temperatures can
sometimes be high at about 30-40% Regarding the mechanical/hydraulic go-
load, corresponding to 67 to 73% of vernor (Woodward) the stop screw,
MCR speed. It may be necessary to mounted at the change-over mechan-
avoid operating in this range. ism, see Plate 70301, is screwed slightly
downwards, until the hunting just cea-
2. Pressure pulsations may occur in the ses.
scavenge and exhaust receivers, which Before this is carried out, measure or
can give a reduced air supply to any one mark the position of the stop screw, so
of the cylinders, consequently causing that it can be returned to the original po-
the respective exhaust temperatures to sition, when max. index is no longer ne-
increase. eded.

The fuel pump index for these cylinders 5. With one or more cylinders out of ope-
must therefore be reduced to keep the ration, torsional vibrations, as well as
exhaust temperatures (after valves) be- other mechanical vibrations, may occur
low the value stated in Chapter 701. Ho- at certain engine speeds.
wever, see ‘ ‘ Note’’ under point 1 above.
The standard torsional vibration calcu-
3. Since the turbochargers will be working lations cover the following conditions:
outside their normal range, surging may ! normal running
occur. ! misfiring of one cylinder

This can generally be remedied by ‘ ‘ blo- The latter leads to load limitations, see
wing off’’ from the scavenge air receiver. Item 4 further on , which in most cases
The increased temperature level caused are irrespective of the torsional vibra-
by this must be compensated for by a
 704.09-40D

tion conditions; additional restrictions 2. How to put Cylinders out of

may occur depending on the specific Operation (Plate 70401)
conditions.
See Volume II, ‘ Maintenance’ for the respec-
The above-mentioned calculations do tive procedures.
not deal with the situation where recipro-
cating masses are removed from the The following points (A-E) describe five dif-
engine or where the exhaust valve re- ferent ‘ ‘ methods’’ of putting a single cylinder
mains open. In such specific cases the out of operation.
engine maker has to be contacted.
The extent of the work to be carried out de-
Should unusual noise or extreme vibra- pends, of course, on the nature of the
tions occur at the chosen speed, this trouble.
speed must be further reduced.
NB In cases where the crosshead and
Because the engine is no longer in ba- crankpin bearings are operative, the oil inlet
lance, increased stresses occur in to the crosshead must not be blanked-off, as
crankshaft, chain and camshaft. How- the bearings are lubricated through the
ever, if abnormal vibrations do not oc- crosshead.
cur, the engine can usually be run for a
short period (for instance some days) A summary of the various cases is given on
without suffering damage. Plate 70401.
If the engine is to be run for a prolonged A. Combustion cut out. Piston and
period with cylinders out of operation, the exhaust valve gear still working
engine builder should always be contacted Compression on
in order to obtain advice concerning possible
recommended barred speed ranges. Reasons:
Preliminary measure in the event of, for in-
When only the fuel for the respective cylin- stance: blow-by at piston rings or exhaust
ders is cut off, and the starting air connec- valve; bearing failures which necessitate
tions remain intact, the engine is fully reduction of bearing load; faults in the injec-
manoeuvrable. tion system.

In cases where the starting air supply has to Procedure:

be cut off to some cylinders, starting in all Cut out the fuel pump by lifting and securing
crankshaft positions cannot always be ex- the roller guide. (See Vol. II, Procedure 909-
pected. 5).

If the engine does not turn on starting air in a Note: Piston cooling oil and cylinder cooling
certain crankshaft position, it must immedia- water must not be cut off.
tely be started for a short period in the op- See also Item 4, 704.11.
posite direction, after which reversal is to be
made to the required direction of rotation. B. Combustion and compression cut out
Piston still working in cylinder
Should this not give the desired result, it will
Reasons:
be necessary to turn the engine to a better
This measure is permitted in the event of, for
starting position, by means of the turning
instance, water is leaking into the cylinder
gear. Remember to cut off the starting air
from the cooling jacket/liner or cylinder co-
before turning, and to open the indicator
ver.
cocks.
704.10-40D

Running in this way must as soon as pos- engine must be lowered to 83% of MCR
sible be superseded by the precautions speed.
mentioned under D or E.
See also Item 3, 704.11. C. Combustion cut out.
Exhaust valve closed.
Procedure: Piston still working in cylinder.
1) Cut out the fuel pump by lifting and se-
Reasons:
curing the roller guide.
This measure may be used if, for instance,
See Vol. II, Procedure 909-5.
the exhaust valve or the actuating gear is
defective.
2) Put the exhaust valve out of action and
See also Item 4, 704.11.
lock it in open position.
See Vol. II, Procedure 908-6.
Procedure:
1) Cut out the fuel pump by lifting and se-
Shut-off the air supply to the exhaust
curing the roller guide. (See Volume II,
valve, and stop the lube oil pumps. Dis-
Procedure 909-5).
mantle and block the actuator oil pipe.
Restart the lube oil pumps.
2) Put the exhaust valve out of action (See
Volume II, Chapter 908-5) so that the
3) Close the cooling water inlet and outlet
valve remains closed (lift the guide or
valves for the cylinder. If necessary,
stop the oil supply and remove the hy-
drain the cooling water spaces
draulic pipe).
completely.
Note: The cylinder cooling water and piston
4) Dismantle the starting air pipe, and
cooling oil must not be cut out.
blank off the main pipe and the control
air pipe for the pertaining cylinder.
D. Piston, piston rod, and crosshead
suspended in the engine.
5) When operating in this manner, the
Connecting rod out
speed should not exceed 55% of MCR
speed see also ’Note’ below. Reasons:
For instance, serious defects in piston,
Note: The joints in the crosshead and piston rod, connecting rod, cylinder cover,
crankpin bearings have a strength that, for a cylinder liner and crosshead.
short time, will accept the loads at full speed See also Item 3, 704.11.
without compression in the cylinder. Howe-
ver, to avoid unnecessary wear and pitting at Procedure:
the joint faces, it is recommended that, when 1) Cut out the fuel pump by lifting and fixing
running a unit continuously with the the roller guide.
compression cut-out, the engine speed is See Vol. II, Procedure 909-5.
reduced to 55% of MCR speed, which is nor-
mally sufficient to manoeuvre the vessel. 2) Put the exhaust valve out of action (Vo-
lume II, Chapter 908-5) so that the valve
During manoeuvres, if found necessary, the remains closed.
engine speed can be raised to 80% of MCR
speed for a short period, for example 15 mi- 3) Dismantle the starting air pipe
nutes. Blank off the main pipe and the control
air pipe for the pertaining cylinder.
Under these circumstances, in order to en-
sure that the engine speed is kept within a
safe upper limit, the over-speed level of the
 704.11-40D

Note: In this case the blanking-off of the 3. Starting after putting Cylinders
starting air supply is particularly important, out of Operation
as otherwise the supply of starting air will
blow down the suspended engine compo- After carrying out any of the procedures
nents. described under points B, C, D, and E, it is,
before starting, absolutely necessary to
4) Suspend the piston, piston rod and check the oil flow through the bearings, and
crosshead, and take the connecting rod the tightness of blanked-off openings.
out of the crankcase, in accordance with
the directions in Volume II, Chapter 904 . After 10 minutes’ running, and again after
one hour, the crankcase must be opened for
5) Blank off the oil inlet to the crosshead. checking:

6) Set the cylinder lubricator for the pertai- ! the bearings,

ning cylinder, to ‘ ‘ zero’’ delivery. ! the temporarily secured parts,
! the oil flow through bearings,
E. Piston, piston rod, crosshead, ! the tightness of blanked-off openings.
connecting rod, and telescopic
pipe out Load Restrictions:
Reasons: Cases A and C, see Item 4 below.
This method is only used if lack of spare Cases B, D and E, always contact the engi-
parts makes it necessary to repair the defec- ne builder for calculation of allowable output
tive parts during the voyage. and possible barred speed range.
See also Item 3, 704.11.

Procedure: 4. Running with one Cylinder

1) Cut out the fuel pump by lifting and loc- Misfiring (Cases A and C)
king the roller guide.
See Vol. II, Procedure 909-5).
Misfiring is defined as:
! no injection and
2) Put the exhaust valve out of action (See
! compression present.
Volume II, Chapter 908-5) so that the
valve remains closed.
If only one cylinder is misfiring, it will most
likely be possible to run the engine, i.e. the
3) Dismantle the starting air pipe, and
remaining and working cylinders, with a me-
blank off the main pipe and the control
an indicated pressure, pi, up to 90% of the
air pipe for the pertaining cylinder.
specified MCR-value of pi for the actual en-
gine. In such cases, the following r/min and
4) Dismantle piston with piston rod and
shaft powers may be obtained with a fixed-
stuffing box, crosshead, connecting rod
pitch propeller.
and crankpin bearing. Blank off the stuf-
fing box opening with two plates
(towards scavenge air box and crank-
case). Minimum plate thickness 5 mm.

5) Blank off the oil inlet hole from the tele-

scopic pipe.

6) Set the cylinder lubricator for the pertai-

ning cylinder to ‘ ‘ zero’’ delivery.
704.12-40D

Total No. of % r/min % Load B. If the ship must be instantly

Cylinders (of MCR) (of MCR) manoeuvrable, but the damaged
turbocharger cannot run even at
4 83 57 reduced load:
5 86 63
Note: This mode of operation is only
6 88 67
recommendable if no time is available
7 89 71
for carrying out the procedures describ-
8 90 73
ed in Item ‘ C’, ‘ Running for an extended
9 91 75
period with a Turbocharger out of Ope-
10 91 77
ration’.
11 92 78
12 92 78
Refer to the T/C manual regarding the
maximum time of operation in condition
NB Only valid for misfiring, i.e. Item 2, points
‘ B’, before the bearings will be damaged.
A and C, see Pages 704.09-10 and Plate
70401.
Engines with one turbocharger:
With a CP-propeller, the same values apply 1. Stop the engine.
when running according to the design pitch.
2. Lock the rotor of the defective turbo-
If more than one cylinder is misfiring, the charger. (See T/C manual).
engine builder must be contacted. 3. Remove the compensator between
the compressor outlet and the scav-
Running Limitations in Cases B, D and E enge air duct.
In cases B, D and E, the engine builder must This reduces the suction resistance.
always be contacted for calculation of 4. Load restrictions: See Plate 70403.
allowable output and possible barred speed
range. Engines with two or more
turbochargers:

5. How to put Turbochargers out of 1. Stop the engine.

Operation 2. Lock the rotor of the defective turbo-
charger. (See T/C manual).
(See also special instruction book for turbo-
chargers). 3. Insert an orifice plate in the compres-
sor outlet.
If heavy vibrations, bearing failure, or other A small air flow is required through
troubles occur in a turbocharger, preliminary the compressor to cool the impeller.
measures can be taken in one of the follo- 4. Load restrictions: See Plate 70403.
wing ways:
Note: The load limit can be increased
A. If the ship must be instantly considerably if an orifice plate is also
manoeuvrable: inserted in the turbine inlet, as desc-
ribed in Item C, ‘ Engines with two or
Reduce the load until the vibrations cea- more Turbochargers’.
se.
 704.13-40D

4. Load restrictions: See Plate 70403.

C. Running for an extended period with
a turbocharger out of operation
D. Repair to be carried out
Engines with one turbocharger: during voyage.

! Engines with exhaust by-pass Engines with two or more

turbochargers:
(Option).
1. Stop the engine.
1. Stop the engine.
2. Insert blanking plates in compressor
2. Lock the turbocharger rotor.
outlet, turbine inlet and turbine outlet.
(See T/C manual).
3. Load restrictions: See Plate 70403.
3. Remove the blanking plate from
the exhaust by-pass pipe.
Engines with one turbocharger, equip-
4. Remove the compensator between ped with exhaust by-pass (Option):
the compressor outlet and the
1. Stop the engine.
scavenge air duct.
This reduces the suction resistan- 2. Insert blanking plates in turbine inlet
ce. and turbine outlet.
5. Load restrictions: 3. Remove the blanking plate from the
See Plate 70403. exhaust by-pass pipe.

! Engines without exhaust by-pass. 4. Remove the compensator between

the compressor outlet and the scav-
1. Stop the engine. enge air duct.
2. Remove the rotor and nozzle ring 5. Load restrictions: See Item ‘ C’,
of the turbocharger. ‘ Engines with exhaust by-pass
(See T/C manual) (Option)’.
3. Insert blanking plates.
(See T/C manual)
6. Putting an Auxiliary Blower
4. Remove the compensator between out of Operation
the compressor outlet and the sca-
venge air duct.
If one of the auxiliary blowers becomes
This reduces the suction resistan-
inoperative, it is automatically cut out by
ce.
the built-in non-return valve, and there
5. Load restrictions: are no restrictions in the operation of the
See Plate 70403. engine.
See also Vol. III, ‘ Components Descrip-
Engines with two or more tions’, Chapter 910.
turbochargers:
1. Stop the engine.
2. Lock the rotor of the defective turbo-
charger. (See T/C manual)
3. Insert orifice plates in the compres-
sor outlet and the turbine inlet.
A small air flow is required to cool the
impeller, and a small gas flow is de-
sirable to prevent corrosion.