Section 501

Operation of Engine

Description

Operating 501.01
Out-of Service 501.05
Starting-up after Repair 501.10
Guidelines for Longterm Low-Load Operation on HFO 501.15
Guidelines Regarding MAN DIesel & Turbo GenSets 501.16
Operating on Low Sulphur Fuel Oil
 Description 501.01
Page 1 (4) Operation
Edition 20

L16/24, L21/31, L27/38

Operation Note: To avoid shock effects owing to large tem-

perature fluctuations just after start, it is recommen-
ded:
Preparations for Starting
▪ to preheat the engine. Cooling water at least
The following describes what to do before starting 60°C should be circulated through the cylinder
when the engine has been out of service for a head for at least 2 hours before start:
period of time.
– by means of cooling water from engines
which are running or by means of a pre-
Lubricating Oil System heater (if installed).
1) Check the oil level in the base frame with the ▪ When starting without preheated cooling water,
dipstick. the engine may only be started on MDO (Marine
2) Check the oil level in the actuator. Diesel Oil).
3) Start up the prelubricating pump. Note: When starting on HFO (Heavy Fuel Oil), only
item a) applies.

HFO System
7) Open the fuel oil supply.
Starting on HFO: circulate preheated fuel
through the pumps until correct working tem-
peratures have been achieved. This normally
takes 30-60 minutes.
8) Regulating gear - please check:
▪ that all fuel injection pumps are set at index "0"
when the regulating shaft is in STOP position.
▪ that each fuel injection pump can be pressed by
hand to full index when the regulating shaft are
in STOP position, and that the pumps return
automatically to the "0" index when the hand is
removed.

Starting Air System

Figure 1: RE2800 actuator 9) Check the pressure in the starting air receiver(s).
10) Drain the starting air system.
Note: It is recommended that the engine is prelubri-
11) Open the starting air supply.
cated for at least 30 minutes prior to start-up (at the
first starting-up, or if the engine is cold, the engine 12) Check the air pressure on the operating box
must be prelubricated for at least 60 minutes) or according to the data and setpoints sheet.
check that there is oil coming out at bearings, pis-
tons and rocker arms. Turning of Engine (not valid for L16/24
4) Check prelubricating oil pressure at inlet to filter, engine)
inlet of the engine and inlet turbocharger at the
display module according to the data and set- 13) Open the indicator valves and turn the engine
points sheet. some few revolutions, check that no liquid is
flowing out from any indicator valves during the
turning.
Cooling Water System
5) Open the cooling water supply.
6) Check the cooling water pressure.

2012.09.06 - ES0
 501.01 Description
Operation Page 2 (4)
Edition 20

L16/24, L21/31, L27/38

14) Slow turning must always be carried out, before Note: If the engine have been without prelubrication
the engine is started after prolonged out of- for more than 20 min. it will not be possible to start
service-periods and after overhauls, which may the engine (either remote or local). The only possibil-
involve a risk of liquid having collected in the ity in this case is to activate the emergency start,
cylinders. located directly on the starter.
15) Close the indicator valves.
Cold Start procedure
Starting 18) Speed setpoint is set to 50% of nominal speed
16) The engine may be started according to the fol- with use of SaCoSone Expert. If SaCoSone Expert
lowing procedure: is not available, a spanner at the actuator arm is
used to keep the speed at 50% of nominal
▪ Normal start without preheated cooling water. speed while decrease speed is activated during
Only on MDO. starting.
▪ Normal start with preheated cooling water. Minimum speed is approx. 50% of nominal
MDO or HFO. speed.
▪ Stand-by engine. Emergency start, with prehea- 19) Start the engine either by local start or emer-
ted cooling water, intermediate prelubricating or gency start button on air starter. Run for 5
continuos prelubricating. MDO or HFO. minutes.
Hold a adjustablespanner at linkage between
Starting and Stopping on HFO fuel rack and actuator in order to have total
control over the speed.
Starting and stopping of the engine should take When the engine ignites on all cylinders reduce
place on HFO in order to prevent any incompatibility the fuel admission with the spanner until the
problems on changeover to MDO. engine can just keep running.
MDO should only be used in connection with main- At first start up the engine speed must not
tenance work on the engine or before a longer exceed 50 % of nominal speed.
period of engine standstill. 20) Check pressure difference on lubricating oil
Before starting on HFO the engine must be properly pressures before and after filter. The differencial
preheated as described in "Preparations for Start- pressure must be shortly above 1.5 bar with
ing" and as described below. cold engine and it is acceptable if it is below
after 10 minutes.
Stopping the engine on HFO is no problem, but it
should be ensured that the temperature of fuel 21) Check that all cylinder ignites.
pipes is not reduced to a level below the pour point 22) Check the lubrication at the rocker arms and
of the fuel. Otherwise reestablishing the circulation check all fuel oil pipes for leakages.
might cause problems.
23) During the 15 minutes the speed will slowly be
increased to nominal speed, if no abnormal
Starting on MDO noise or leakages.
For starting on MDO there are no restrictions 24) Check that pressure difference on lubrication oil
except that lubricating oil viscosity may not be before and after filer is ok. Ascertain the running
higher than 1500 cSt (10°C SAE 40). is normal.
Initial ignition may be difficult if the engine and ambi-
ent temperatures are lower than 5°C and 15°C Testing during Running
cooling water temperature.
Check the following on the display module accord-
ing to the data and setpoints sheet.
Normal Starting procedure
25) Check the lubricating oil pressure.
17) Start the engine by activating the start button
26) Check the cooling water pressure.
on the display module.
27) Check the fuel oil feed pressure.

2012.09.06 - ES0
 Description 501.01
Page 3 (4) Operation
Edition 20

L16/24, L21/31, L27/38

28) Check that the turbocharger is running. 37) The exhaust gases should be free of visible
29) Check that the prelubricating oil pump stops smoke at all loads. For normal exhaust temper-
automatically. atures, see the test report from shop and sea
trials.
30) Check that all cylinders are firing, see exhaust
gas temperatures. 38) Keep the charging air pressure and temperature
under control. For normal values, see the test
Note: Check the stop cylinder (Lambda controller) report from shop and sea trials.
for regulating the shaft works properly, both when
stopping normally and at overspeed and shut 39) Recharge the starting air receivers to the descri-
down. bed value.
Check that all shutdowns are connected and func- 40) To ensure full operational reliability, the condi-
tion satisfactory. tion of the engine should be continuously
31) Test the overspeed, see Working Card observed so that order for preventive mainte-
509-01.05. nance work can be carried out before serious
breakdowns occur, see also section 502.
32) Check that all alarms are connected.
Stopping
Operation
41) Before stopping, it is recommended to run the
The engine may be loaded according to the follow- engine at reduced load, or to idle for about 5
ing procedure: minutes for cooling-down purposes.
▪ Normal start without preheated cooling water. 42) The engine is stopped by activating the stop
Only on MDO. button on the display module.
▪ Normal start with preheated cooling water.
MDO or HFO.
▪ Stand-by engine. Emergency start, with prehea-
ted cooling water, intermediate prelubricating or
continuos prelubricating. MDO or HFO.
See loading chart fig 2.
Note: When the engine is running the planned
maintenance programme and the following should
be checked:
33) The lubricating oil pressure must be within the
stated limits and may not fall below the stated
minimum pressure. The paper filter cartridges
must be replaced before the pressure drop
across the filter reaches the stated maximum
value, or the pressure after the filter has fallen
below the stated minimum value. Dirty filter car-
tridges cannot be cleaned for re-use.
34) The lubricating oil temperature must be kept
within the stated limits indicated on the data
and setpoints sheet.
35) The fuel oil pressure must be kept at the stated
value.
36) The cylinder cooling water temperature must be
kept within the limits indicated on the data and
setpoints sheet.

2012.09.06 - ES0
 501.01 Description
Operation Page 4 (4)
Edition 20

L16/24, L21/31, L27/38

Figure 2: Loading chart

2012.09.06 - ES0
 Description
Out of Service 501.05
Page 1 (2)
Edition 07

L16/24, L27/38, L21/31

Stand-by Mode 3) A lubricating oil sample should be sent to a
laboratory for immediate analysis.
During engine standstill in stand-by position the me-
dia cooling water and fuel oil should be continuously 4) The installed drain fasilities in the exhaust gas
circulated at temperatures similar to the operating system must be open.
conditions.

The prelubricating pump must always run in stand- Work during Repairs
by mode.
The following should be carried out during major
repairs.
Maintenance during Standstill
5) Retighten all bolts and nuts in the crankcase.
In periods during standstill of the engine (not in
stand-by position) it is recommended to start the 6) Check the various gearwheel drives for the
pre­lub­ricating oil pump for minimum 20 minutes camshafts.
once every week and to turn the engine during the
prelubricating period by 2-3 revolutions. 7) Remedy leakages of water and oil in the en­
gine, and blow through blocked-up drain pipes.

Laid-up Vessels 8) Drain starting air pipes of water.

During the lay-up period we recommend that our 9) Empty the oil sump of lubricating oil and check
special in­struc­tions for preservation of the engines the bottom of the oil sump for fragments of
are followed. babbitt from bearings. Re­move the sludge, if
not done within a period of one year. Clean the
sump very thoroughly and subse­quently coat
Work before Major Repairs with clean lubricating oil.

Follow all Working Cards carefully. Carry out all the

measuring and inspection stated on these Working Work after Repairs
Cards.
Cleaning of Lubricating Oil System
1) After stopping the engine, while the oil is still
warm, start the el-driven prelub. pump, open 10) If opening-up the engine or lubricating oil
up the crankcase and camshaft housings and system has caused the ingress of impurities,
check that the oil is flowing freely from all bear- cleaning should be carried out very carefully
ings. before starting the engine.

After overhaul of pistons, bearings, etc. this check The differential pressure across the lubricating oil
should be repeated before starting the engine. filter must be watched very carefully after cleaning
and star­ting-up the engine. Be sure to replace filter
2) Open up all filters to check that filter elements cart­ridges in due time.
are intact. Filter cartridges in the lub. oil filter
are to be replaced before start, after repair, 11) After restoring normal prelubricating oil circula­
or after excessive differential pressure. After tion, turn the engine at least two revolutions
removal, dirty elements can be examined for by means of the turning device to check the
particles of bearing metal at the bottom of the movability of the relevant parts of the engine.
paper lamella (the elements cannot be used
again). 12) Close drain cocks in the exhaust gas system
if mounted.

11.32 - ES0
 501.05 Description
Edition 07
Out of Service Page 2 (2)

L16/24, L27/38, L21/31

Lubrication of Manoeuvering Gear b) Adjustment speed: switch in the alternator on

the switchboard and set the load to about 40%.
13) Lubricate the bearings and rod connections On reaching normal oil temperatures in actua-
in the manoeuvering gear. Move the rod con- tor and engine increase the load instantly to
nections by hand to check that the friction in about 80% (by starting a major pump or com-
bearings and fuel injection pumps is sufficiently pressor). This must not cause the frequency
low. to fall by more than some 8%, and the engine
must return to a constant no. rpm after about 3
14) Checks to be made just before starting the seconds (although this rpm will be a little lower
engine are described under 501.01. than before owing to the speed drop of the
actuator). If the engine is operated in parallel
with other engines, an even sharing of the load
Check of Speed Control System must be established within about 3 seconds.
If the actuator reacts too slowly, compensat-
Note: At starting-up after an overhaul the overspeed ing adjustment is ef­fected as indicated in the
shutdown must be testet at correct setpoint after the actuator's instruction ma­nual (Compensating
following has been done: Adjustment).

a) Start the engine and keep it at no load. Note: It is a condition for this test that the engine
and turbocharger are in perfect operating condition,
b)Overspeed is tested by setting the overspeed so that possible sources of error can be eliminated
test active at the display module. Overspeed immediately.
will occur at 85% of nominal speed.
Alternatively overspeed can be tested by use of c) Hunting: run the engine at synchronous rpm,
a spanner at the linkage between the actuator and without load. Provided that the actuator oil
and the fuel rack. is warm, the regulating lever must not perform
any major periodical movements, and neither
Note: If both overspeed shutdown (SSH 81) are ac- must there be any variation in the engine speed.
tivated, nuts and bolts have to be retightened before If that is the case, readjustment of the actuator
the engine is started, (Nuts and bolts according to the according to the actuator instruction manual.
colomn "Check new/overhauled parts after - hours"
in the planned maintenance program). d) Speed drop: in case of unsatisfactory load
sharing between two or more engines this can
15) Check the actuator as follows: start up the be rectified by increasing the speed drop of the
engine and run it at the synchronous number engine that is subject to the greatest load (or
of revolutions. by reducing the setting of the other engines).

a) Speed-setting: before switching-in the alterna- The setting should normally not be increased beyond
tor on the switchboard please check that the the "max" value (stated below) on the scale, and sat-
servomotor adjusts the rpm with a suitable isfactory parallel operation can generally be obtained
quickness after actuation of the synchronizer at settings "normal range" (stated below). Setting
knob on the switch­board. The range from - 5% "Default" stated below can be used in most cases.
to + 5% from the synchronous rpm should be
tested.

11.32 - ES0
 Description
Starting-up after Repair 501.10
Page 1 (1)
Edition 03

General
The following enumerated checks are to be made im- feel-over on the surfaces of all moving parts where
mediately after starting and during load increase. friction may arise and cause undue heating.

Note: In the following it is assumed that the engine has Feel: main bearings, big-end bearings, alternator
been out of service for some time due to repairs and bearings, and camshaft bearings, cylinder liners,
that checks during out of service periods have been roller guides and gear wheels.
carried out as described in the previous chapter.
After the last feel-over, repeat check 1) on page
When starting up after repair, the following checks 501.05, see also "Ignition in Crankcase" on page
must be made, in the order stated in addition to 503.04 in section 503.
normal surveillance and recording.
After repair or renewal of cylinder liners, piston rings
or bearings, allowance must be made for a running-
To be Checked Immediately after Starting in period, i.e. the engine load should be increased
gradually as indicated in the tables below.The engine
1) Check that the turbocharger is running. output is determined on the basis of the fuel index
and the load on the electric switchboard. The turbo-
2) Check that the lubricating oil pressure is in charger speed gives some indication of the engine
order. output, but is not directly proportional to the output
throughout the service period.
3) Check that all cylinders are firing (see exhaust
temperatures). Begin the starting-up sequence at a reduced engine
speed, e.g. 400 rpm, until it can be known for cer-
4) Check that everyting is normal for the engine tain that there are no hot spots in the engine. Then
speed, fuel oil, cooling water and system oil. increase the speed to the normal rpm and connect
to the switchboard and put on load.
5) Check by simulation of the overspeed shutdown
device that the engine stops, see working card The load increase during the starting-up sequence
509-01.05. may, for instance, be:

Note: The overspeed setting should be according to 25 % load for 2 hours

"Operation data & set points", 500.30. 50 % load for 2 hours
75 % load for 2 hours
100 % load may be put on
To be Checked during Starting-up, but only
if Required after Repairs or Alterations For loads: see the fuel pump index on the testbed
figures in section 502.
6) If the condition of the machinery is not well-
08028-0D/H5250/94.08.12

known, especially after repairs or alterations, After completing the starting-up sequence, make
the "feel-over sequence" should always be sure that all fuel injection pumps are set at the same
followed, i.e.: index and that the governor can cause all fuel pumps
to move to "0" index.
After 5-15 and 30 minutes' idle running, open the
crankcase and the camshaft housing and perform

02.40 - ES0
 Description 501.15
Page 1 (2) Guidelines for Longterm Low-Load Operation on HFO
Edition 03

L16/24, L23/30H, V28/32S, L21/31, L27/38

Part load/low load operation

Figure 1: Low-load operation

and combustion air channels, combustion cham-
In certain ship and power station operation modes bers and turbocharger. HFO-operation at loads
the diesel generating sets are exposed to part lower than 20% MCR should therefore only take
load/low load operation. place within certain time limitations according to the
curves.
During manoeuvring of the ship all diesel generating
sets are often started up for safety reasons, result- After a certain period of HFO-operation at loads
ing in low load operation of all the engines. During lower than 20% MCR, a change to MDO should
harbour stay one diesel generator could be low-loa- take place in order to prevent further retardation of
ded when only hotel purposes are consuming elec- the engine performance condition. Alternatively, the
tricity. engine load should be raised to 70% MCR over a
period of 15 minutes and maintained here for some
Island mode operation of diesel generating sets in time in order to burn off the carbon deposits, thus
power stations is frequently exposed to low load re-establishing adequate performance condition.
operation like on a ship. After such a "clean burning period" low load opera-
At part load/low load it is important to maintain con- tion on HFO can be continued.
stant media temperatures, i.e. for cooling water, However, the operator must be aware of the fact
lubricating oil and fuel oil in order to ensure ade- that fouling in the combustion air inlet channels, if
quate combustion chamber temperature and thus any, will not be cleaned at high load operation.
complete combustion.
At loads lower than 20% MCR there is a risk of time
dependant retardation of the engine performance
condition due to fouling of the exhaust gas channels

2008.05.12 - ES1
 501.15 Description
Guidelines for Longterm Low-Load Operation on HFO Page 2 (2)
Edition 03

L16/24, L23/30H, V28/32S, L21/31, L27/38

Extensive low load running can therefore result in
the need for manual cleaning of the combustion air
inlet channels.
If special application conditions require continuous
HFO-operation at loads lower than 20% MCR and
occasionally performed "clean-burning" periods are
inconvenient or impossible, special equipment and
arrangements must be established.

2008.05.12 - ES1
 Description Guidelines Regarding MAN Diesel & Turbo GenSets 501.16
Page 1 (1)
Operating on Low Sulphur Fuel Oil Edition 02

L16/24, L23/30H, V28/32S, L21/31, L27/38

General When operating on MDO/MGO a larger leak oil
amount from fuel oil injection pumps and fuel oil
Exhaust emissions from marine diesel engines have injection valves can be expected compared to oper-
been the focus of recent legislation. Apart from ation on HFO.
nitrous oxides (NOx), sulphur oxides (SOx) are con-
sidered to be the most important pollution factor. A In order to carry out a quick change between HFO
range of new regulations have been implemented and MDO/MGO the change over should be carried
and others will follow (IMO, EU Directive, and out by means of the valve V1-V2 installed in front of
CARB). These regulations demand reduction of the engine.
SOx emissions by restricting the sulphur content of For the selection of the lubricating oil the same
the fuel. That is to say sulphur limits for HFO as well applies as for HFO. For temporary operation on dis-
as mandatory use of low sulphur distillate fuels for tillate fuels including low sulphur distillates nothing
particular applications. This guideline covers the has to be considered. A lubricating oil suitable for
engine related aspects of the use of such fuels. operation on diesel fuel should only be selected if a
distillate fuel is used continuously.
Low sulphur HFO
From an engine manufacturer’s point of view there
is no lower limit for the sulphur content of HFO. We
have not experienced any trouble with the currently
available low sulphur HFO, that are related to the
sulphur content or specific to low sulphur HFO. This
may change in the future if new methods are
applied for the production of low sulphur HFO
(desulphurization, uncommon blending compo-
nents). MAN Diesel & Turbo will monitor develop-
ments and inform our customers if necessary.
If the engine is not operated permanently on low
sulphur HFO, then the lubricating oil should be
selected according to the highest sulphur content
of the fuels in operation.

Low sulphur distillates

In general our GenSet is developed for continuous
operation on HFO as well as on MDO/MGO. Occa-
sionally changes in operation mode between HFO
and MDO/MGO are considered to be within normal
operation procedures for our engine types and do
thus not require special precautions.
Running on low sulphur fuel (< 0.1% S) will not
cause problems, but please notice the following
restrictions:
In order to avoid seizure of the fuel oil injection
pump components the viscosity at engine fuel oil
inlet must be > 2 cSt. In order achieve this it may be
necessary to install a fuel oil cooler, when the
engine is running on MGO. This is both to ensure
correct viscosity and avoid heating up the service
tank, which is important as the fuel oil injection
pumps are cooled by the fuel.

2010.04.19 - ES1