distinct gene mutation profiles among luminal-type and basal-type

Container MBW12K90MC Thursday 25 Jan 2007

Cylinder Oil Drain Analysis & Engine Performance Report

Sample Flame Marine Interpretation Report of 24

(Web: www.flamemarine.com Email: [email protected] Tel: +44 1229 588601)

Samples Landed : SINGAPORE - 26 Jan 07 Received at Analysis Labs : 29 Jan 07 Engine :SAMSUNG MAN B&W 12K90MCMCR : 74,640 bhp @ 94 rpm Next Samples Due : 33,700 Engine Hours (approx.)

Conditions at time of Sampling Total Engine Running Hours : 32,670 hours Engine rpm at time of sampling : 90.6 rpm Cylinder Oil Consumption : 30.5 Litres/hr Sulphur % content of fuel : 2.6% (Before Engine) Vanadium content of fuel : 87 ppm Atmospheric Humidity / Temperature : 93% / 26°C

• Source of power reported in Sample Submission Form is not indicated.

Effective Power from Diesel Analyser is used in Flame Marine calculation.

Running Hours and Wear Rates

• The wear rate since new at last overhaul is high for Units 1, 2, 4, 5, 7, 8, 10 and 11 • Liner maximum wear of unit 1, 5, 6, 8, 10, 11 and 12 is high.

2040

60

80100

% M

CR

26Jul06 04Oct06 29Nov06 25Jan07Load 79.4 77.4 75.7 72.3

Red - HigherBlue - Lower

Sample Submission Form

Flame Marine Calculation

Power (bhp)% MCR

Feed Rate (g/BHPh)

54,090 53,97564.0 72.30.51 0.51

010000

20000

30000

4000050000

Hour

s

05000

10000

15000

2000025000

Hour

s

0.01.0

2.0

3.0

4.05.0

mm

0.000.03

0.06

0.09

0.120.15

mm

/100

0 hr

s

1 2 3 4 5 6 7 8 9 10 11 12Liner Total HoursHours Since Last O/hLiner Max WearWear Rate Since New

326707844.55

0.1427

3267093042.67

0.1143

326701482.8

0.0861

3267010392

2.90.1302

3267055403.18

0.1172

326701483.12

0.0959

3267054882.93

0.1078

3267046433.07

0.1095

326705533

2.30.0848

3267020103.18

0.1037

3267057923.05

0.1135

326701483.24

0.0996


Findings & Recommendations



Power and Performance Condition

• Power by Diesel Analyser indicates that engine load is lower than 29th Nov 2006 report.

• Measured Averages compared to indication in the Engine Shop Test Performance Curve for the load of 72.3% MCR show:

o True load is close to 72.3% MCR - indicated by low variance in Engine rpm, Fuel Rack, Turbo-charger rpm and Pscav.

o Torque is high - indicated by higher Fuel Rack relative to Engine speed. o Combustion may be late - indicated by lower Pmax-Ptdc.

• Power balance is disrupted by high deviation in MIP for Units 1, 6 and 12. • Rate of pressure change line (dp/da) is not displayed to check if positioning of

the TDC line is correct on the indicator diagrams. Please ensure that TDC line is correctly adjusted after recording performance and provide diagrams with the dp/da line displayed.

Fuel Oil

• Fuel corresponding to RMG380 was delivered on 17 Jan 07 at Singapore. Cat-fines, although well within specification, are high enough to cause abrasion in the engine. Care should be taken to ensure efficient clarification of the fuel.

• Fuel Oil Temperature at 129OC before Main Engine is within recommended range for current 296cst fuel oil in use. We suggest that fuel temperature at inlet to the fuel pump be maintained at higher end of the recommended range in DnVPS bunker analysis report, to allow for heat loss between measuring point and inlet to main engine injection pumps.

Combustion

• Unstable combustion is indicated by: o Fuel contamination in all Units. o Burning of cylinder lubricant in Units 6, 7, 8, 10 and 11. o Incomplete combustion in Units 3 and 6 to 11. o Signs of late combustion in Units 1, 3 and 6 to 11. o High Soot in Units 3 and 6 to 11.

We recommend to check injectors of Units 3, 6, 8, 10 and 11.

Wear

• Influence of combustion on wear o Combustion conditions are influencing wear in Units 1, 3 and 6.

• Skirt Abrasion o Skirt abrasion is influencing wear in Units 1 and 7. o Skirt abrasion is influencing wear in Units 3 and 6 which should reduce as

running-in is completed. o Units 8, 10, 11 and 12 are also affected by skirt abrasion.

• Ring Groove Wear o High Chromium in Units 1, 3, 6 and 7 indicates wear of the piston ring groove

coating.

• Cat-fines are causing abrasive wear in Units 1, 3, 6 and 7.


Findings & Recommendations



• Wear is lower in most units than previous report. Wear in Unit 6 is higher than normal but should reduce as running-in is completed. All other units are within limits of normal wear. We recommend to inspect pistons of Units 1 and 6

Water

• High Water in all Units poses risk of emulsification and disruption of cylinder lubricant. There are signs that high Water in Units 3 and 6 may be causing emulsification/ increase of viscosity, and contributing to wear. There are signs that high Water in Unit 11 is causing emulsification/ increase in Viscosity but water does not appear to be having any influence on Wear. As a precaution, we recommend that the Air Cooler and Water Separator serving Units 3 and 6 are inspected and drains checked for obstructions in order to eliminate water ingress. Sampling Procedure should be followed carefully as incorrect sampling can cause high Water in the CDO samples. It is important that a correct reading for water is obtained as it is the indicator for unusual Water ingress into the combustion space. Note that the first liquid from the Sampling Cock should be run off to waste as water may accumulate in the line prior to commencement of sampling.

System Oil Contamination

• System oil reserve is adequate to maintain satisfactory lubrication and crankcase cleanliness. The amount of contamination by cylinder drain oil is within acceptable limits.

Feed Adjustment

• HMI Setting: 65% The directly calculated feed rate is within the recommended range for fuel Sulphur of 2.64%.

• Cylinder Drain Oil (CDO) analyses indicate adequate reserve for current Fuel and Engine Load when account is taken of Fuel and System Oil contamination. The cause of combustion instability need to be addressed in order to maintain both piston cleanliness and low wear.

• We recommend to maintain current feed setting until the next set of samples confirms possibility to reduce.

Flame Marine


Cylinder Lubricator Setting & Feed Rate



Sulphur Content of Fuel: 2.64%Before Engine BN of Cylinder Oil In Use: 70 Reported Consumption: 31 Litres/hr @50°C Source: Sample Submission Form Effective Power: 53,975 bhp = 72.3% MCR Source: Diesel Analyser

Feed Setting

• HMI Setting: 65%

Specific Feed Rate

• Using effective power of 53,975 bhp, consumption of 30.5 Litres/hr and SG of 0.93 @ 15°C corrected to 0.908 for oil temp of 50°C, feed rate calculates as follows:

Specific Feed by direct calculation: Litres/hr x SG@ 50°C x 10³

bhp

Specific Feed = 0.51 g/BHPh Density correction factor of 0.00064 per °C is used in Flame Marine calculation. The directly calculated Feed Rate is within the recommended range for fuel Sulphur of 2.64%. Accuracy of calculated feed rate is subject to reliability of reportedConsumption and Effective Power.

50.060.0

70.0

80.090.0

% L

oad

25.035.0

45.0

55.065.0

Litr

es/H

r

0.20.4

0.6

0.8

1.01.2

Feed

Rat

es

26Jul06 04Oct06 29Nov06 25Jan07% LoadCLO ConsumptionSulphurHMI SettingHMI @ 0.19 x S%HMI @ 0.25 x S%Direct Calculated0.19 x S%0.25 x S%

79.443.413.71

9391

1190.66

0.7190.941

77.431.702.21

5672

0.510.4470.560

75.747.923.62

9388

1160.78

0.7020.918

72.330.502.64

656684

0.510.5120.669

% MCRLitres/hr%%%%g/BHPhg/BHPhg/BHPh


Fuel Oil



Fuel Oil Analysis

Fuel of 296 cst was delivered at Singapore on 17 Jan 2007.

• Water content in ABS Bunker Analysis is satisfactory.

• High Cat-fines pose high risk of abrasion in fuel pumps, injectors and cylinder units. Caution should be exercised in the treatment of the fuel to ensure efficient separation and filtration. .

• High Cat-fines in Before Purifier sample relative to ABS analysis on 17th Jan 2007 indicates poor settling.

• Lower Cat-fine content in Before Engine fuel sample relative to the Before Purifier sample suggests satisfactory clarification.

Fuel Oil Temperature (Inlet to Engine)

• Fuel Oil Temperature at 129OC before Main Engine is within recommended range for

current 296cst fuel oil in use. We suggest that fuel temperature at inlet to the fuel pump be maintained at higher end of the recommended range in ABS bunker analysis report, to allow for heat loss between measuring point and inlet to main engine injection pumps.

H20 MCR S V Na Al Si Fe Ni CaABSBefore PurifierBefore Engine

0.30.050.05

11.1611.3

12

2.542.582.64

878387

161213

30157

3591

1411

2124

15118

200400

600800

Cst

@ 5

0ºC

120130

140

150160

ºC

26Jul06 04Oct06 29Nov06 25Jan07Cst @ 50ºCHeating Temp for 15 cStFuel Oil Temp Before EngineHeating Temp for 10 cSt

489.8133139150

507.2139

151

494.9133140151

295.8123129140


Fuel Oil



Fuel Oil Trends

• Sulphur at 2.64% is lower than 29 Nov 2006. Amount of acid condensation is

expected to be lesser due to lower Sulphur and reduced Fuel consumption at lower Engine Load.

• Vanadium at 87 ppm is similar to 29 Nov 06, posing similar risk of Vanadium deposits in the nozzle rings and on the blades of the turbo-chargers.

• Sodium at 13 ppm is low. Sodium:Vanadium ratio is outside the 3:1 danger zone and should not affect the melting point of Vanadium nor increase the risk of Vanadium deposits.

• MCR (Micro Carbon Residue) at 12% is normal and should allow complete combustion with low risk of carbon deposits. MCR is a measure of the ability of the fuel to burn completely.

• Cat-fines (Al + Si) at 8 ppm are low and should not pose any risk of abrasion in the

engine.

Fuel Analysis

01

2

34

Sulp

hur

030

60

90120

V &

Na

05

10

1520

MC

R

26Jul06 04Oct06 29Nov06 25Jan07Samples fromSulphurVanadiumSodiumMCR

Bunker3.71

7517

17.11

Before Engine2.2111417

13.3

Before Engine3.62

818

17.2

Before Engine2.64

871312

%ppmppm%

Cat Fines

020

40

6080

Cat

Fin

es

26Jul06 04Oct06 29Nov06 25Jan07Samples fromAluminiumSiliconCat Fines

Bunker314

Before Engine47

11

Before Engine79

16

Before Engine718

ppmppmppm


System Oil



• System oil reserve is adequate to maintain satisfactory lubrication and crankcase cleanliness. The amount of contamination by cylinder drain oil is within acceptable limits.

• Small increase in Viscosity, TBN, Vanadium and Calcium, relative to New Oil, points

to minor contamination by Cylinder Drain Oil. • Dispersancy is high and adequate to maintain piston cleanliness. Soot is slightly

higher than normal.

• Water is within the advised level of 0.2%, and the recommended limit of 0.5%

Vis H2O TBN Soot Fe Cu Al Si Mg V04 Oct 200629 Nov 200625 Jan 2007New Crankcase Oil

14.4614.0514.2711.87

0.10.20.1

12.6212.1712.076.04

0.10.20.20.1

1719250

1614140

0000

3354

1417165

2219200

Dispersancy Phosphrous Zinc04 Oct 200629 Nov 200625 Jan 2007New Crankcase Oil

78757898

120142145210

130159157240

Calcium04 Oct 200629 Nov 200625 Jan 2007New Crankcase Oil

6660794075202920


Ambient Condition



• Variations in atmospheric humidity and temperature influence the amount of Water

entering the turbo-chargers with the mass of air required for given engine load.

• Current satisfactory scavenge air temperature after air coolers of 44, 44, 44 and 44°C should assist efficiency of water condensation at the air-cooler and amount of water that can be removed from the scavenge air. Eventual amount of water entrained in the scavenge air will depend on efficiency of the water separators and drainage arrangements.

Ambient Condition

020

40

60

80100

% M

CR

020

40

60

80100

Hum

idity

020

40

60

80100

Tem

p

2040

6080

Aft

er A

ir C

oole

r

3040

5060

Tsca

v

26Jul06 04Oct06 29Nov06 25Jan07HumidityTempLoadAfter Air Cooler (1)After Air Cooler (2)After Air Cooler (3)After Air Cooler (4)Tscav

7938

79.44445474547

8030

77.4

7633

75.74547454446

9326

72.34444444444

%ºC% MCRºCºCºCºCºC


Ambient Condition



• High Water in all Units poses risk of emulsification and disruption of cylinder

lubrication.

• Water is diluted by System Oil contamination in Units 10 and 11.

• High Water in Units 3, 6 and 11 appears to be causing emulsification/increase in Viscosity and to be causing wear in Units 3 and 6.

Water/ Wear Comparison

0.00.5

1.0

1.52.0

% W

ater

% W

ater

cst

% W

ater

ppm

Iron

1 2 3 4 5 6 7 8 9 10 11 1226 Jul 200604 Oct 200629 Nov 200625 Jan 2007ViscosityIron

1.21.21.4

1.2522.75

116

1.21.31.31.2

21.568

1.21.31.31.3

24.99138

1.21.31.3

1.2521.8

77

1.21.31.31.2

21.9959

1.31.31.31.3

24.85188

1.31.41.4

1.1524.12

129

1.31.21.41.2

24.6598

1.31.31.5

1.1523.43

67

1.41.31.31.3

22.2994

1.11.31.3

1.3523.7

95

1.31.41.4

1.1523.28

95


Performance & Combustion



Cylinder Parameters

• Data from the SEMS Diesel Analyzer indicate:

Ptdc - Deviation from mean is high for Unit 8 Pmax - Deviation from mean of Units 1, 7 and 8 exceeds recommended

limits of +/- 3 kg/cm2. Pmax-Ptdc - Pressure rise is within B&W recommended safe limit of 35 kg/cm2. MIP - Deviation from mean of Units 1, 6 and 12 exceeds recommended

limit of +/-0.5 kg/cm2, disrupting the power balance. Exh Temp - Deviation from mean of Units 9 and 11 are high.

010

20

30

4050

Pmax

-Ptd

c

8090

100

110

120130

Pmax

& P

tdc

-4-2

0

24

Ptdc

dev

iatio

n

-6-3

0

36

Pmax

dev

iatio

n

-1.0-0.5

0.0

0.51.0

MIP

Dev

iatio

n

-40-20

0

2040

Exh

devi

atio

n

300330

360

390420

Exh

Tem

p Lo

cal

1 2 3 4 5 6 7 8 9 10 11 12PmaxPtdcPmax-PtdcMIP Exh Temp Local

114.594.9

2015.5290

120.194.8

2514.5285

117.994.5

2315

290

11991.9

2715

280

117.193.5

2414.5275

119.191.4

2815.5270

121.794.5

2714.5300

114.689.8

2515

280

119.693.3

2614.5260

119.894.4

2515

285

116.693.2

2314.5310

117.893.3

2515.5290

kg/cm²kg/cm²kg/cm²kg/cm²ºC





Comparison with Engine Shop Test Performance Curve

• Measured Averages compared to indication in the Engine Shop Test Performance

Curve for the load of 72.3% MCR show: o True load is close to 72.3% MCR - indicated by low variance in Engine rpm,

Fuel Rack, Turbo-charger rpm and Pscav. o Torque is high - indicated by higher Fuel Rack relative to Engine speed. o Combustion may be late - indicated by lower Pmax-Ptdc.

Red - HigherBlue - Lower

Performance Curve

(72.3% MCR)Measured Average % Variance

Engine speed rpmFuel Rack mm

Ptdc Kg/cm²Pmax Kg/cm²

Pmax-Ptdc Kg/cm²MIP Kg/cm²

Turbo-Charger rpmPscav Kg/cm²

Exh Temp ºC

93.2 90.6 2.79101.6 106.5 4.8295.4 93.3 2.20126.1 118.2 6.2630.7 24.9 18.8915.5 14.9 3.879,106 9,302 2.15

- 2.0 -276.5 284.6 2.93





Performance Evaluation

• Higher Exhaust and lower Pmax-Ptdc suggest that combustion is later than 29 Nov

06 report for Units 4, 7 and 8

• Higher Pmax-Ptdc and lower Exhaust in Unit 6 suggest that combustion is earlier than 29 Nov 2006.

Indicator Diagram

• Rate of pressure change line dp/da is not displayed to check if positioning of the TDC line is correct on the indicator diagrams. If TDC line is not correctly positioned, Ptdc and MIP will not be reliable and will provide a false indication of the Engine power balance.

254269

285

301316

Exh

Tem

p Lo

cal

1822

25

2932

Pmax

-Ptd

c

11.411.7

12.1

12.412.7

VIT

104.1106.3

108.5

110.7112.9

Fuel

Rac

k

13.214.4

15.6

16.818.0

MIP

1 2 3 4 5 6 7 8 9 10 11 12

26 Jul 200629 Nov 200625 Jan 2007





CDO Condition

• Zinc indicates:

o leakage of system oil into under-piston space of all Units is normal.

• Vanadium/ Viscosity indicate: o high contamination of CDO by unburned fuel in all Units. o contamination of CDO by unburned fuel and system oil in Units 10 and 11.

• TBN/ Calcium indicate: o dilution of CDO by Fuel and/or System Oil in Units 7, 8, 10 and 11. o burning of Cylinder lubricant in Units 6, 7, 8, 10 and 11

CDO Condition

020

40

6080

Zinc

21.122.6

24.1

25.627.1

Vis

cosi

ty

125148

171

194217

Van

adiu

m

2377724277

24777

2527725777

Cal

cium

2429

34

3944

TBN

1 2 3 4 5 6 7 8 9 10 11 12ZincVanadiumViscosityCalciumTBN

11178

22.752531039.15

1814121.5

2526036.56

7191

24.992539035.79

415321.8

2533039.26

11143

21.992524035.21

5192

24.852530033.79

8185

24.122516027.68

15191

24.652523028.19

16177

23.432526034.64

19177

22.2925190

31.2

1119423.7

2523029.21

9165

23.282534036.79

ppmppmcstppmmg/KOH





Combustion Evaluation

• Engine Performance/ CDO analysis point to:

o Incomplete combustion in Units 3 and 6 to 11 o Late and/or Incomplete combustion in Units 1, 3 and 6 to 11 o Possibility of Blow-by in Units 3 and 6 to 11.

(when account is taken of variation in dilution by Fuel and System Oil contamination)

Combustion EvaluationZi

nc

Van

adiu

m

Fuel

Inde

xM

IP

Van

adiu

m

Pmax

-Ptd

c

Van

adiu

m

Soot

Van

adiu

m

1 2 3 4 5 6 7 8 9 10 11 12ZincVanadiumFuel IndexMIPPmax-PtdcSoot

1117810615.519.60.4

1814110614.525.30.4

719110715

23.40.5

415310715

27.10.3

1114310714.523.60.4

519210815.527.71.2

818510714.527.20.7

1519110615

24.80.5

1617710714.526.30.6

1917710515

25.40.7

1119410614.523.40.5

916510615.524.50.4

ppmppmmmkg/cm²kg/cm²%





Wear Evaluation

• Influence of combustion on wear

o Combustion conditions are influencing wear in Units 1, 3 and 6. o There are no signs that combustion conditions are having any significant

influence on wear in Units 2, 4 and 6 to 12.

• Skirt Abrasion o Units 1, 3, 6, 7, 8, 10, 11 and 12 appear to be affected by abrasion between

piston skirt and liner wall. o Low Tin and Iron in Units 2, 4, 5 and 9 indicate normal free movement of the

pistons, and that abrasion between piston skirt and liner wall is insignificant.

Wear EvaluationIr

on

Van

adiu

m

Iron

Soot

Iron Tin

Iron

Cop

per

1 2 3 4 5 6 7 8 9 10 11 12VanadiumIronSootTinCopper

1781160.42718

141680.4153

1911380.53146

153770.3172

143590.4103

1921881.24453

1851290.7304

191980.5213

177670.6144

177940.7215

194950.5203

165950.4204

ppmppm%ppmppm





• Influence of Cat-fines on Wear

o Cat-fines are influencing wear of the liner, rings and ring grooves in Units 1, 3, 6 and 7 as indicated by correlation of Aluminium, Chromium and Iron.

o There are no signs that Cat-fines are having any significant influence on Wear in Units 2, 4, 5 and 8 to 12.

• Ring Groove Wear o High Chromium indicates wear of ring groove in Units 1, 3, 6 and 7.

30.080.0

130.0

180.0230.0

Iron

20.425.4

30.4

35.440.4

Alu

min

ium

30.080.0

130.0

180.0230.0

Iron

3.08.0

13.0

18.023.0

Chr

omiu

m

3.18.1

13.1

18.123.1

Chr

omiu

m

21.326.3

31.3

36.341.3

Alu

min

ium

1 2 3 4 5 6 7 8 9 10 11 12AluminiumIronChromiumChromium

291162121

226877

351381313

267744

245977

341881717

281291414

279888

286766

279455

299566

299566

ppmppmppmppm


Cylinder Drain Oil Analysis Trends



CDO Contamination & Condition

A sample of Chevron Taro Special HT 70 from Sample Ship dated 25th Jan 2007 is used to compare the change in properties of the Cylinder Drain Oil (CDO).

• Less acid condensation than 29th Nov 2006 is expected with current Sulphur and

reported Engine Load. • The same TBN of the CDO as 29 Nov 06 is expected with current acid

condensation and reported lubricant consumption.

• Variation in TBN between Units is due to dilution by fuel and system oil contamination.

• Units 7, 8 and 11 have more contamination than other Units.

• Units 1 and 4 have less contamination than other Units.

• Alkaline reserve appears to be adequate for current fuel and engine load.

• Calcium is higher than previous reports due to reduced dilution by fuel and system oil

contamination.

TBNm

g/KO

H

1 2 3 4 5 6 7 8 9 10 11 12 New26 Jul 200604 Oct 200629 Nov 200625 Jan 2007

20192539

19262737

18262636

20222439

15212335

16262534

18212128

21222428

20252635

18272631

16212229

22232437

69717171

Calcium

ppm


25240235802494025310

25190237002455025260

25070243602511025390

25200250302504025330

24910241202488025240

24550248402469025300

24800249302463025160

24870250002476025230

25120252502509025260

25160252202480025190

24660248602414025230

25240250702497025340

25960260302611026030





• Low Viscosity in Units 1, 2, 4, 5 and 9 to 12 can be due to reduced fuel contamination

and/ or system oil contamination.

• Normal Viscosity is maintained for Units 3, 6, 7 and 8.

• Leakage of System Oil into the under-piston spaces is low and normal for all Units.

• High Water in all Units poses risk of emulsification and disruption of cylinder

lubrication. • Water is diluted by System Oil contamination in Units 10 and 11.

Viscosity

cst @

100

ºC


23.625.123.722.8

22.722.522.121.5

25.424.023.125.0

25.625.923.721.8

23.924.123.322.0

24.324.523.724.9

24.725.423.924.1

25.223.923.924.7

25.125.424.023.4

24.523.723.322.3

24.926.224.523.7

23.623.423.623.3

21.421.422.222.1

Zinc

ppm


22231211

21201518

1617197

10784

14141911

147

125

107

138

11161615

108

1816

14101419

16141211

1214109

7454

Water

%

1 2 3 4 5 6 7 8 9 10 11 1226 Jul 200604 Oct 200629 Nov 200625 Jan 2007

1.21.21.4

1.25

1.21.31.31.2

1.21.31.31.3

1.21.31.3

1.25

1.21.31.31.2

1.31.31.31.3

1.31.41.4

1.15

1.31.21.41.2

1.31.31.5

1.15

1.41.31.31.3

1.11.31.3

1.35

1.31.41.4

1.15





• Vanadium in all Units is higher than 29 Nov 06 due to higher vanadium fuel. • High Vanadium in all Units relative to vanadium content of the fuel indicates that the

amount of fuel or fuel ash passing the ring pack is higher than normal.

• Units 6, 7, 8 and 11 are most affected by fuel contamination.

• System Oil contamination is diluting Units 10 and 11 meaning that the Fuel contamination is higher than the analyses indicate.

• High Soot in Units 1, 2, 3 and 5 to 12 indicates unstable combustion.

• Normal Soot in Unit 4 indicates satisfactory combustion.

• System Oil contamination is diluting Units 10 and 11 meaning that combustion instability is greater than the analyses indicate.

Vanadium (Before Engine)

ppm

1 2 3 4 5 6 7 8 9 10 11 12 Fuel26 Jul 200604 Oct 200629 Nov 200625 Jan 2007

164186116178

157146101141

190144113191

186189141153

181183140143

163195140192

177183135185

146174121191

180181105177

161147107177

191159112194

150151115165

751148187

Soot

%

1 2 3 4 5 6 7 8 9 10 11 1226 Jul 200604 Oct 200629 Nov 200625 Jan 2007

0.40.60.50.4

0.40.30.50.4

0.70.30.60.5

0.50.40.50.3

0.40.30.60.4

0.30.50.71.2

0.60.30.80.7

0.70.40.70.5

0.40.40.70.6

0.40.40.80.7

0.50.40.70.5

0.40.40.60.4





• Dispersancy in all Units indicates that CDO is lightly burdened with fuel and lubricant

debris.

• Dispersant reserve in all Units is adequate to maintain piston cleanliness.

• Dilution of the CDO samples by System oil leakage in Units 10 and 11 means that debris is greater than the analyses indicate.

Dispersancy

%


78697583

74767682

76807587

74807682

72897479

85786869

68756379

75696276

68727679

79786575

71666578

70776584

97999797





Wear Indicators N.B. Higher contamination by Fuel and System Oil in Units 7, 8 and 11 means that Iron, Tin, Copper and Chromium wear debris may be higher than analyses indicate.

• High Aluminium in all Units indicates presence of cat-fines and poses risk of abrasion.

• High wear in Unit 6 is indicated by high Iron ppm.

o High Iron in Unit 6 should reduce on completion of running-in.

• Normal wear in Units 1 to 5 and 7 to 12 is indicated by low Iron ppm but may be higher in Units 7, 8 and 11 when account is taken of Fuel and System Oil contamination.

• At 148 hours since overhaul wear high Iron in Unit 6 should reduce and stabilise when running-in is completed. At 148 since overhaul wear in Units 3 and 12 is low indicating that running-in is proceeding satisfactorily.

• Wear is slightly higher than 29 Nov 06 in Unit 3.

• Wear is slightly lower than 29 Nov 06 in Unit 9.

• Wear is lower than 29 Nov 06 in Units 1, 2, 4 to 8, 10, 11 and 12.

Aluminium (Before Engine)pp

m

1 2 3 4 5 6 7 8 9 10 11 12 Fuel26 Jul 200604 Oct 200629 Nov 200625 Jan 2007

68

3429

679

22

679

35

68

1126

689

24

7188

34

789

28

789

27

789

28

6181027

78

1029

67

1029

3477

Iron

ppm

1 2 3 4 5 6 7 8 9 10 11 1226 Jul 200604 Oct 200629 Nov 200625 Jan 2007

114120710116

14876

19068

14358

119138

17210231077

16969

31059

142560270188

260117350129

17913734098

99938067

9744025094

22010119895

11590

13295





• High Tin in Units 1, 3, 6, 7, 8 and 10 points to a slight disturbance of piston alignment. • Low Tin in Units 2, 4, 5, 9, 11 and 12 indicates that piston movement is free and

normal.

• High Tin in Units 3 and 6 should reduce and stabilise when running-in is completed.

• High Copper in Units 1, 3 and 6 can be due to abrasion between the piston

skirt copper band and liner wall or due to abrasion of the piston rod sealing rings.

• High Copper in Units 3 and 6 should reduce and stabilise when running-in is completed.

• High Chromium in Units 1, 3, 6 and 7 indicates wear of the piston ring groove coating.

• High Chromium in Units 3 and 6 should reduce and stabilise when running-in is completed.

Tin

ppm

1 2 3 4 5 6 7 8 9 10 11 1226 Jul 200604 Oct 200629 Nov 200625 Jan 2007

3433

18427

47204415

44132731

52287317

54176710

451675244

85316630

57396521

32250

14

301074421

71243820

36191620

Copper

ppm

1 2 3 4 5 6 7 8 9 10 11 1226 Jul 200604 Oct 200629 Nov 200625 Jan 2007

410

24018

5593

456

46

4562

7683

41263253

7564

7663

5524

5116205

10873

4644

Chromium

ppm

1 2 3 4 5 6 7 8 9 10 11 1226 Jul 200604 Oct 200629 Nov 200625 Jan 2007

7152021

11687

4171513

8844

139

137

1152217

6101014

69

138

41356

81875

8536

33

106


Sampling Notes



Please ensure the following:

• Collection of Cylinder Drain Oil (CDO) samples to be synchronized with recording of full Engine Performance Data as scheduled by company Technical Department. Fuel Rack to be locked when CDO Samples are being collected and performance recorded (This is in line with MAN B&W recommendation).

• CDO samples to be collected at normal operating load or between 85 to 90% MCR.

• Ensure that piston rod diaphragm is free of excessive sludge when samples are collected. If possible, under-piston space should be cleaned in port prior to sample collection.

• Record HMI setting and stroke setting for each Unit in the Sample Submission Form.

• Measure cylinder oil consumption, as accurately as possible, over 2 to 3 hours during collection of CDO samples and recording of Engine Performance.

• Record Ambient Temperature and Relative Humidity in the shaded area on the wing of the Bridge at the time of sampling. Values to be recorded in the Sample Submission Form.

Samples Required Fuel Oil

• Before Purifier - One sample taken line before Fuel Oil Purifier.

• Before Main Engine - One sample taken from line before Main Engine Fuel Injection Pump.

System Oil

• New System Oil - One sample taken at convenient point in the topping up line.

• Crankcase Oil - One sample taken from Main Lubricating Oil pump discharge.

Cylinder Oil

• New Oil - One sample taken from convenient point on the line to Lubricator Pump.

• Cylinder Drain Oil - One sample taken from under-piston drain line of each Unit.

Documents Required

• Completed Sample Submission Form

• Completed Engine Performance Data sheet (company Standard Form).

• Copy of Main Engine Power Calculation sheet (if available).

• Printout from Electronic Diesel Analyzer (Tabulated Data and Indicator Diagram). If possible, provide archive data on diskette.

• Copy of Bunker Analysis Results for the Fuel in use. • Copy of Main Engine Shop Test datasheet or Performance Curve - Once only.