Distinct gene mutation profiles among luminal-type and basal-type
Transcript of 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 Page 1 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
Container MBW12K90MC Thursday 25 Jan 2007
Findings & Recommendations
Sample Flame Marine Interpretation Report Page 2 of 24
(Web: www.flamemarine.com Email: [email protected] Tel: +44 1229 588601)
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.
Container MBW12K90MC Thursday 25 Jan 2007
Findings & Recommendations
Sample Flame Marine Interpretation Report Page 3 of 24
(Web: www.flamemarine.com Email: [email protected] Tel: +44 1229 588601)
• 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
Container MBW12K90MC Thursday 25 Jan 2007
Cylinder Lubricator Setting & Feed Rate
Sample Flame Marine Interpretation Report Page 4 of 24
(Web: www.flamemarine.com Email: [email protected] Tel: +44 1229 588601)
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
Container MBW12K90MC Thursday 25 Jan 2007
Fuel Oil
Sample Flame Marine Interpretation Report Page 5 of 24
(Web: www.flamemarine.com Email: [email protected] Tel: +44 1229 588601)
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
Container MBW12K90MC Thursday 25 Jan 2007
Fuel Oil
Sample Flame Marine Interpretation Report Page 6 of 24
(Web: www.flamemarine.com Email: [email protected] Tel: +44 1229 588601)
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
Container MBW12K90MC Thursday 25 Jan 2007
System Oil
Sample Flame Marine Interpretation Report Page 7 of 24
(Web: www.flamemarine.com Email: [email protected] Tel: +44 1229 588601)
• 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
Container MBW12K90MC Thursday 25 Jan 2007
Ambient Condition
Sample Flame Marine Interpretation Report Page 8 of 24
(Web: www.flamemarine.com Email: [email protected] Tel: +44 1229 588601)
• 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
Container MBW12K90MC Thursday 25 Jan 2007
Ambient Condition
Sample Flame Marine Interpretation Report Page 9 of 24
(Web: www.flamemarine.com Email: [email protected] Tel: +44 1229 588601)
• 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
Container MBW12K90MC Thursday 25 Jan 2007
Performance & Combustion
Sample Flame Marine Interpretation Report Page 10 of 24
(Web: www.flamemarine.com Email: [email protected] Tel: +44 1229 588601)
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
Container MBW12K90MC Thursday 25 Jan 2007
Performance & Combustion
Sample Flame Marine Interpretation Report Page 11 of 24
(Web: www.flamemarine.com Email: [email protected] Tel: +44 1229 588601)
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
Container MBW12K90MC Thursday 25 Jan 2007
Performance & Combustion
Sample Flame Marine Interpretation Report Page 12 of 24
(Web: www.flamemarine.com Email: [email protected] Tel: +44 1229 588601)
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
Container MBW12K90MC Thursday 25 Jan 2007
Performance & Combustion
Sample Flame Marine Interpretation Report Page 13 of 24
(Web: www.flamemarine.com Email: [email protected] Tel: +44 1229 588601)
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
Container MBW12K90MC Thursday 25 Jan 2007
Performance & Combustion
Sample Flame Marine Interpretation Report Page 14 of 24
(Web: www.flamemarine.com Email: [email protected] Tel: +44 1229 588601)
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%
Container MBW12K90MC Thursday 25 Jan 2007
Performance & Combustion
Sample Flame Marine Interpretation Report Page 15 of 24
(Web: www.flamemarine.com Email: [email protected] Tel: +44 1229 588601)
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
Container MBW12K90MC Thursday 25 Jan 2007
Performance & Combustion
Sample Flame Marine Interpretation Report Page 16 of 24
(Web: www.flamemarine.com Email: [email protected] Tel: +44 1229 588601)
• 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
Container MBW12K90MC Thursday 25 Jan 2007
Cylinder Drain Oil Analysis Trends
Sample Flame Marine Interpretation Report Page 17 of 24
(Web: www.flamemarine.com Email: [email protected] Tel: +44 1229 588601)
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
1 2 3 4 5 6 7 8 9 10 11 12 New26 Jul 200604 Oct 200629 Nov 200625 Jan 2007
25240235802494025310
25190237002455025260
25070243602511025390
25200250302504025330
24910241202488025240
24550248402469025300
24800249302463025160
24870250002476025230
25120252502509025260
25160252202480025190
24660248602414025230
25240250702497025340
25960260302611026030
Container MBW12K90MC Thursday 25 Jan 2007
Cylinder Drain Oil Analysis Trends
Sample Flame Marine Interpretation Report Page 18 of 24
(Web: www.flamemarine.com Email: [email protected] Tel: +44 1229 588601)
• 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
1 2 3 4 5 6 7 8 9 10 11 12 New26 Jul 200604 Oct 200629 Nov 200625 Jan 2007
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
1 2 3 4 5 6 7 8 9 10 11 12 New26 Jul 200604 Oct 200629 Nov 200625 Jan 2007
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
Container MBW12K90MC Thursday 25 Jan 2007
Cylinder Drain Oil Analysis Trends
Sample Flame Marine Interpretation Report Page 19 of 24
(Web: www.flamemarine.com Email: [email protected] Tel: +44 1229 588601)
• 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
Container MBW12K90MC Thursday 25 Jan 2007
Cylinder Drain Oil Analysis Trends
Sample Flame Marine Interpretation Report Page 20 of 24
(Web: www.flamemarine.com Email: [email protected] Tel: +44 1229 588601)
• 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
%
1 2 3 4 5 6 7 8 9 10 11 12 New26 Jul 200604 Oct 200629 Nov 200625 Jan 2007
78697583
74767682
76807587
74807682
72897479
85786869
68756379
75696276
68727679
79786575
71666578
70776584
97999797
Container MBW12K90MC Thursday 25 Jan 2007
Cylinder Drain Oil Analysis Trends
Sample Flame Marine Interpretation Report Page 21 of 24
(Web: www.flamemarine.com Email: [email protected] Tel: +44 1229 588601)
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
Container MBW12K90MC Thursday 25 Jan 2007
Cylinder Drain Oil Analysis Trends
Sample Flame Marine Interpretation Report Page 22 of 24
(Web: www.flamemarine.com Email: [email protected] Tel: +44 1229 588601)
• 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
Container MBW12K90MC Thursday 25 Jan 2007
Sampling Notes
Sample Flame Marine Interpretation Report Page 23 of 24
(Web: www.flamemarine.com Email: [email protected] Tel: +44 1229 588601)
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.