Top end overhaul was completed on the engine, and after the overhaul, it wasn’t able to take a full load.

With changed pistons and liners and the engine rebuilt, the preliminary checks were carried out and it was ready for the test.

During the test, there were issues up to 50% load, but then it was observed that engine is unable to pickup higher loads.

The service engineer started troubleshooting by looking over the fuel system, the governor control system and air intake.

Whilst checking the air intake system, it was found that the air flap valve on one bank was closed, so the engine was running, but the performance was limited because the lack of oxygen was preventing ignition in the right bank.

Following further checks, it wasn’t the valve sticking, but instead, the inhibitor switch had been wired incorrectly, only allowing the engine to start with the right bank air flap in the closed position.

As the result of the lack of combustion the unburned fuel accumulated in the air manifold.

Having pumped out the unburnt fuel, and re-wired the switch, the engine was retested and successfully met all performance expectations on the test.

On review, this issue hadn’t been picked up before and the electricians were resetting the flap (closing it) to be able to start the engine, which seems madness as a diesel engineer, but shows the importance of different disciplines working together, to get an overall understanding of the complete package.

This case submitted by Bartech Marine Engineering

posted 15 Mar '18, 03:18

March 15, 2018, 3:18 a.m.
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