Bearings - Training Course 2002

Bearings -Training course 2002
Statistic's Recent service experience with standard thick shell main bearings. Case story L70MC/ Thin shell bearings/ Hydraulic trippel jacks. New type measure equipment for journals and saddles. Cross head bearings test with changed clearances, larger oil wedges and removal of the lead over layer.
Bearings Training course 2002

Statistics. Number of reported damages to MC engines.

Statistics. Number of reported damages to MC engines.Position in relation to previous graph.

Statistics. Number of reported damages to MC engines.
Alignment procedure finalised
Graphic presentation of the positive influence by the OLS type main bearing, reduced top clearance and off-set / alignment procedure updates. Fore: Aft: Centre: Main bearing # 1 & 2 Three aft most main bearings Remaining main bearings Flex-edge introduced.
New SL Reduced Top clearances
Statistic:Reported main bearing damages S80-90MC-C.

The one reported damage is believed to be caused by a local production mistake on the bearing shell. The damage was very small and presumably caused by a small hollow area
Percentage in relation to total number of main bearings in service = 0,89%

Test of individual features in this case flex edge
The flex edge type were tested on a 8S60MC # 6 which had suffered 3 repeated damages The inspection after 6000 hours revealed good condition.

Thick film test main bearing Features: Test of individual features in this case flex edge
The flex edge type were tested on a 8S60MC # 6 which had suffered 3 repeated damages The inspection after 2000 hours revealed good condition.
Bearings - Training course 2002

Flex edge bearings in service
8 S 80 M C M IT 38 04 8 S 60 M C H an 9 84 64 8 S 60 M C H an 9 84 64 8 S 60 M C H an 9 84 64 7 S 80 M C H A N 9 74 34 6 S 70 M C K o r H 5 06 6 S 70 M C H S D 9 9 51 4 6 S 70 M C Kor H 8 S 60 M C M IT 32 76 7 S 80 M C H it 6 S 70 M C H S D 9 7 45 9 M B N o .: 6 M B no 6 . M B no 6 . O pe n p in spe ction -u M B no 6 . O pe n p in spe ction -u M B no 4 an d no 7 . M B no 2 an d 7 M B N O 2. MB No 7 MB No 2 MB n 6 o M B no 8 M B no 7 0 1-0 9-2 7 0 10 1-0 5-1 1 0 2.04 .1 6 0 2-0 1-0 5 0 2-0 1-1 5 0 2-0 1-2 4 0 2-0 2-0 6 0 2-0 2-2 8 0 2.03 .1 8 0 2.04 .1 4 0 2.05 .0 1 G oth e nb urg B rem e rha ve n Fo s sur M e r P hila delph ia D e la w are A lg eciras G ibralta r F os sur M e r A ntw e rp e n R o tte rda m M alta S in ga po re A sia n P ro gre ss LL 9 19 140 M ig n o n LL 9 18 925 M ig n o n LL 9 18 925 M ig n o n LL 9 18 925 Lu xe m b ou rg LL 91 71 43 S on an gol K izo m ba LL 9 20 377 Iria T ap ia s LL 92 12 75 S on an gol Lu an da LL 9 20 376 A lb em a rle Isla nd LL 90 59 60 A rto is LL 92 30 96 Iran S e m na n LL 9 17 145
Flex edge bearings - Drawing

Vessel LL. No.
Don Quijote Boheme 917656 Channel Aliance 912746 Charles Island 905962 Clipper Harald LL917306 Clipper Viking LL917305 Colombia 917507 Eagle Augusta Ll 904651 Heng Chan 917465 Knock Ann 904105
Reduced top clearances Service experience.

Eng.Type Maker
8S60MC

Date
Juni 98
Bearing TC MIN No /acc SL

4 0,15 (Below min) X X
Damaged again
No
8S60MC 6S70MC 8S60MC
99.08.22 99.01.08
7, 9 1
No No
99.06.02
6L50MC
99.05.18
No. 6 (NHN design) 7
No
No
6L50MC
99.09.13
4 lejer
No
6S70MC 6S60MC
99.05.12 99.07.12 99.12.30 98.11.19
7 5
X X
No No
6S70MC 6S70MC
3 4
X X
No No

Kota Harmuni

6S50MC 99.03.30 X Fax Info d.00.02.10 from builder, problem solved by reducing top clearance in # 1,2&3. No No
Luxemburg 77S80MC Mare Internum Mare Thracium Mare thracium 915152 Mattea 913188 Mignon 918925 Peene Ore 914979 Picardie 917144 8S70MC MK5 8S70MC MK5 8S70MC M6 Hyu 2x7S50MC ML 0049 and 0050 8S60MC KOR 98464 7S80MC Kor 96362 7S80MC KOR097435
99.07.03
6 4,6
X X
99.05.15 4,6 99.05.28 6 99.08.06 99.11.08 5,7 X No X X Backoil No No
99.11.20 99.01.19 99.10.17
1,6,7,9 7 4,7
X X X
No (- 6) No No
Tai Shan 917464 Asakasan 915768 British Progress 918015 Christiane Oldendorff Ll. 912309 Eric LD 916922 Frank A. Shrontz 916483 Heng Shan 917465 Isere 918877 Manon 917972 Seine Yksel Gler 916098
6S70MC HYUAA1068 6S70MC HYU A0967 7S80MC

99.11.06 00.06.26 00.10.22 6,7 1 5 X No No No X X
5S50MC
00.01.24
No
6S70MC 7S80MC
00-03-178 00.09.23
2 5
X X
No No
6S70MC 6S50MC 8S60MC 6S50MC
00.02 00.02.17 00.02.8-12 Marts 00
3,4,5 1,2 1,6,7,9 2,5 1
X X X X X
No No No No No
Main bearings Training Summery damage situation:

San Francisco Unit no
course 2002
when Where
# 2 damaged - replaced
2/10-01
USA
# 5,6 and 7(upper) found damaged, #5 and #7 replaced.
28/10-01
Melbourne and Sydney
#6 Replaced
14/12-01
Melbourne
# 2 and # 5 Repeated damage Replaced. # 4 found damaged and replaced
7-14/0102
USA
Main bearings Training Summery damage situation:

Samaria Unit no
course 2002
when Where
# 2 and # 5 (damaged)
22/9-2001
Singapore
#6 Inspected Condition OK
22/9-01
Singapore
#5 Inspected Hair cracks scraped re-installed.
12/10-01
La Spezia
#4 found damaged and replaced Saddle/house geometry measured.
5/11-01
Melbourne
Main bearings Training Findings cause of damage:
course 2002
Small signs of light relative movements suggesting that the bearing house not have been fully compressed. This is supported by the loosening pressure of 350-400 bar.
Main bearings Training Findings cause of damage:
course 2002
Measurement of bearing house geometry by means of strain gauge based bridge and proximeters.
Main bearings Training
course 2002
:
Findings cause of damage Results of measurements

Bearing cap dismounted
Bearing cap tightened 700 bar
Saddle in free condition Bearing house complete tightened to 700 bar.
If the hydraulic jacks are not fully compressed before starting the tightening sequence Interference between the piston and the body may occur.
The result will be as in this case that only the upper jack will provide extension of the stud, thus tension of the bearing house.

In- correct tightening of the bearing housings.
course 2002
Conclusion - As per our Service report:
The reason for this is believed to be hydraulic jacks not being fully compressed prior to the start of the tightening sequence. The reason for not discovering the phenomenon should properly be found in a consequently inadequate tightening with approx. 350-400 bars both during machining of the bearing house and during assembly of the engine. This will provide top clearances in accordance with the specified but will result in a inconsistent bearing housing geometry leading to a change in the ratio between the top and side clearance. Retightening to correct pressure/force will result in a decrease of the top clearance as observed but our investigations indicate that this change in bearing house geometry may not have negative influence on the performance of the bearings involved.
course 2002

Main bearings Repeated damages M/V San Francisco # 2 and #5 and experienced damage in main bearing # 4 ( USA January 2002) Main bearing No 2:
Inclined journal imprint larger toward fore Result edge load toward fore.
course 2002

Main bearings Repeated damages M/V San Francisco # 2 and #5 and experienced damage in main bearing # 4 ( USA January 2002) Main bearing No 2: Countermeasure. Prior to the installation of the new lower shell in San Francisco the forward edge was relieved by manual scraping to improve the situation The inspection in L.A revealed good condition. Light additional scraping was made on the remaining line indicated by red arrow
course 2002

Main bearings Repeated damages M/V San Francisco # 2 and #5 and experienced damage in main bearing # 4 ( USA January 2002) Main bearing No 5 : Findings and countermeasure:
The new lower shell was similar to # 2 made with corrective scraping on the forward edge corresponding to the visual appearance on the damaged bearing shell.
course 2002

Main bearings Repeated damages M/V San Francisco # 2 and #5 and experienced damage in main bearing # 4 ( USA January 2002) Main bearing No 4 : Findings and countermeasure:
Main bearings Training course 2002

Countermeasures introduced to avoid similar situations in the future: Service Letter has been issued in order to further highlight the importance of a correct use of the hydraulic jacks. Quality Specification has been issued intended to be used at the engine builders to prevent wrong tightening prior to the machining of the bearing houses. New updated Quality specification regarding Rectification of main bearing saddles MC/C engines have been issued.
Main bearings Training course 2002
Journal geometry Verification :

Cross head bearings Test with changed ratio to the oil wedges.
Wiped lead into the oil wedges in this case however insignificant amount.

Cross head bearings Test oil wedges.
Same unit as in the previous slide however oil-wedges enlarged by hand scraping prior to installation.
Flattened wedges 2x standard length same depth

Cross head bearings test with all features: Enlarged clearances, oil wedges, missing lead over layer, larger centre pads:
L60MC Same engine as previous photos.

Cross head bearings test with all features: Enlarged clearances, oil wedges, missing lead over layer, larger centre pads: L35MC AlSn40 CPP Propeller.

Cross head bearings test with all features: Enlarged clearances, oil wedges, missing lead over layer, larger centre pads: L35MC AlSn40 CPP Propeller.

Bearings - Training Course 2002

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