SERVICES REPORT

CORECTIVE MAINTENANCE OF FAILURE CYLINDER NO.3 MDU NO.2.

Power Plant (Banks DIH), 8.7MW, Georgetown Guyana

Attention: Mr. SHABIR HUSSEIN, Engineering Services Director

Eng. José Torres Engine maintenance engineer ESD Engineering & Service, S.R.L.

Cel: 829-259-9056 (Dom. Rep) Tel: 809-533-6650 (ESD) Email: josetorres@esd.com.do

March 15, 2017

1. GENERAL INFORMA TION

Power Plant: Banks DIH Engine type: 9-H21/32

Engine maker: Hyundai Himsen Serial number: BF0387

2. OBJECTIVE

Repair the failure of cylinder No.3, MDU No.3

3. SCOPE

Realize the needed adjustment to recover MDU No.3

4. RESULT OF EVALUATION

4.1 Condition found Engine No.2 Cylinder Nu.3.

On February 17, 2017 it was visited the Banks DIH power plant in which occurred a failure on cylinder No.3 of

the MDU No.2, these components were found disassembled and the deteriorated product of the same fault that

caused the damage of several components like cylinder head, pistons crown and butts.

According to the information supplied by the customer, the MDU No.2, was subjected to two continuous events.

First fault

After the technical personnel working in the BANK DIH power plant, made a correction in the MDU NO.2, in

which there were twisting of push rods of the train valve in cylinder No.3, which were replaced and set the unit

back on.

The fault is repeated again with greater damage, producing twisting of push rods and valves, for this reason we

recommend the internal revision of the complete cylinder No.3 in which they found the crown loose because of

the broken bolt.

Condition found of Push rod cyl. No.3, first fault Condition found in piston skirt cyl. No.3, first fault

Condition found of connecting rod cyl. No.3, first fault Condition found of valves spindle cyl. No.3, first fault

Second fault.

After the first fault occurred, the BANK DIH power plant technical personnel proceed to recover the unit again,

replacing the complete piston, connecting rod, push rod and cylinder head.

After 48 hours with the unit in service, a second fault occurs in the cylinder No.3, which was found the piston

crown and bolt loose, push rods bent and cylinder head damaged.

For this reason, Banks DIH request us, to assist in the fault to recover MDU No.2.

ESD proceeds to perform inspections to find the cause root that could have caused the fault originated in the

cylinder NO.3 of the MDU No.2, before making the corrective maintenance.

Condition found in piston crown of cyl. No.3, sec. fault Condition found in piston skirt cyl. No.3, second fault

Condition found in cylinder liner of cyl. No.3, sec. fault Condition found in push rods of cyl. No.3, sec. fault

Condition found in valve spindly of cyl. No.3, sec. fault Condition found in cylinder head of cyl. No.3, sec. fault

4.2 Inspections realized

The components of cylinder No.3 were inspected visually, through measurements and cracking tests.

The results of inspections of component are shown below:

Inspection of cylinder liner.

Cylinder liner was inspected with measurement, internal and external visual inspections and crack test.

Cylinder liner No. 3 showed high contamination of coal mixed with oil adhered to the outer walls of the cylinder,

in addition a small deformation in the internal circumference of cylinder.

External conditions of cylinder liner No.3 Crack test of cylinder liner No.3 (OK)

Measurement of cylinder liners Visual inspection of cylinder lines

Cylinder liner measurement

Inspection de big end bearing set.

It was inspected the Big End Bearing cap, finding normal wear limits in the measurements , with a maximal

dimension of 200.04 mm. As well as the big in Bearing shell was inspected, finding normal conditions since it

does not present substantial scratches in the surface.

Big end Bearing surface inspection Meas. of Big end Bearing cap. (Max. 200.04 mm

Inspection of camshaft.

The camshaft was inspected, finding a normal axial clearance of 0.09 mm, then was confirmed with a torque of

270 NM, which shown normal tightening range.

Inspection of axial clearance of camshaft Confirmation of tightening torque of camshaft bolts

CAMSHAFT INSPECTION CHART TABLE

Diagram B= (nomina wear) b=(axial clearance)

B=100 b = 0.15~0.26

According to the manual reference diagram, it is confirmed that the camshaft shows axial clearance within its

nominal range. Therefore, there aren't any relation with the failures occurred in the MDU No.2.

Inspection of crankshaft

Several inspections were realized in the crankshaft to confirm that it was within its normal ranges, it was made

a deflection, clearance of the thrust bearing and visual inspection to confirm that everything was within its

nominal ranges.

Measurement of crankshaft deflection Measurement of thrust bearing clearance

CRANKSHAFT INSPECTION CHART TABLE

Diagram C= wear limit c=(axial clearance)

C=179 c = 0.3~0.6

According to the manual reference diagram, it is confirmed that the crankshaft shows axial clearance within its

nominal range. Therefore, there aren't any relation with the failures occurred in the MDU No.2.

Crankshaft deflection measurement

Inspection de turbocargador

Due to the incident presented in Cylinder No.3, MDU No.2, the turbo was dismantled for revision, because

normally the particles detached from the No.3 cylinders, impact directly the rotor of the turbocharger .

It were found stings in the turbo Nozzle ring and rotor.

Conditions found in nozzle ring Conditions found in turbine blade

4.3 Solve of problem.

After the inspections and conditions found in the No.2 Cylinder No3, MDU No.2, It was replaced the following

components: Big End Bearing shell, Cylinder head, cylinder liner and complete piston.

New Big End Bearing shell for installation Installation de Big End Bearing cap

New cylinder liner for installation Installation of cylinder liner

Tighten inspection of new piston bolt New piston set assembled

Installation of new pistón New cylinder head installation

Tightening of connecting rod nuts Tightening of cylinder head nuts

Replacement of llubrication oíl filter Carter cleaned

Supply of lubrication oíl Recondicioning of air cooler

Inspection of yoke of cylinder head Adjusting clearance of intake and exhaust valves

Installation of high pressure block Inspection of lubrication oil in crankshaft

Inspection of lubrication oil valve train Inspection of lubrication oil in camshaft

Installation of new nozzle ring Installation of turbocharger

4.4 Running test of engine

After the recovery of the MDU No.2, the engine was started up and were monitored and inspected the most

relevant components.

Starting proccedure Engine Started

4.5 Inspection realized after start the engine.

After 15 minutes we proceeded to stop the unit to perform inspections, to ensure that there are no abnormal

temperatures that could affect the engine again, the components that were inspected were as follows, cylinder

liner No.3, Big End Bearing Cyl.No3, Camshaft Cly No.3 and Valve train Cyl No.3.

According to the inspections carried out it shows that the indicated components are were in normal conditions,

so it was started the engine again and put in operation with its corresponding inspections.

Inspection of Big End Bearing temperature Cly. No.3 Big End Bearing temperature of cyl No.3. (68°C)

Inspection of camshaft temperature Cly. No.3 Camshaft temperature Cly. No.3. (61°C)

Inspection of temperature of valve train of Cyl.. No.3 Temperature of valve train of Cyl. No.3. (59°C)

4.6 Inspection after synchronizing the unit.

After the start on the engine, it was made the running program, and inspected all parameter.

Starting proccedure Engine load 1,500 KW

Inspection cylinder compression Engine parameter inspection

5. RECOMMENDA TIONS

Realize major maintenance according to manufacturer’s program, only the fault was corrected in this

maintenance.

Realize turbocharger maintenance, to ensure reliable operation and avoid future damage.

6. GENERAL CONCLUSION

In the inspections realized on the main components of the first fault in cylinder No.3, it was visualized

that the fault was originated because of break in the piston crown bolt, causing damage to other

components such as: Cylinder head, Piston complete, push rods.

In the inspections realized on the main components of the second fault in cylinder No.3, it was

visualized that the fault was originated because the cylinder liner No.3 was not replaced, which already

showed with high contamination of mixed coal with oil adhering to the outer walls, also shows a small

deformation in its inner circumference.

7. ANNEX DOCUMENTS

- Performance measuring record.

- Acceptance services work

- Time sheet

Vision 2020: 10G+3D+CAPor un Mejor Grupo de Negocio

ESD Engineering Service, S.R.L.

Performance Measuring Record MDU No.2 

Gene

ral

DESCRIPTION UNID BEFORE AFTER RUNNING HOURS HRS 61,969 61,969 LOAD KW KW 680 1,500 LOAD PER PERCENTAGE % 40 88 CURRENT A 1,200 2,400 VOLTAGE V 440 440 FREQUENCY HZ 60 60 ENGINE SPEED RPM 900 900 POWER FACTOR F.P. 0.80 o.80 GOVERNOR POSITION MM 2.8 5.6 TURBO CHARGE SPEED RPM 26,040 37,041

Tem

pera

ture

s

Temp Pres mm Temp Pres mm

EXAUST TEMP.CYLINDER UNIT

1

350 ± 400 °C

350 390 140 22 2 350 370 140 22 3 260 330 139 23 4 320 340 139 22 5 250 330 140 22 6 300 320 139 22 7 290 320 141 21 8 280 300 140 23 9 340 340 140 22

EXHAUST GAS TEMP INLET T/C 450 ~ 520 °C 426 509 EXHAUST GAS TEMP OUTLET T/C 250 ~ 350 °C 380 400 CHARGE AIR TEMP. AFTER COOLER 35 ~ 55 °C 40 45 LUBE OIL TEMP.INLET ENGINE 60 ~ 70 °C 63 64 L.T WATER TEMP. INLET OUTLET ENGINE 30 ~ 40 °C 24/38 40/44 H.T WATER TEMP. INLET OUTLET ENGINE 75 ~ 85 °C 76 76 FUEL OIL TEMP. INLET ENGINE 110 ~ 140 °C 108 116 D.O TEMP. INLET ENGINE 30 ~ 45 °C N/A N/A

GENERATOR REAR BEARING TEMP (L1) 75 ~ 80

°C 78 93

(L2) 75 ~ 80 79 82 (L3) 75 ~ 80 79 85

TEMP. DE BEARING DE GENERADOR 75 ~ 80 °C 55 56

Pres

sure

s

START AIR PRESS. ENGINE 20.0 ~ 28.0 BAR 20 20 CHARGE AIR PRESS. INLET ENGINE 2.5 ~ 3.2 BAR 1.5 2.1 AIR PRESS. EMERGENCY STOP 8.0 ~ 10.0 BAR 9.5 10.0 L.T WATER PRESS. INLET COOLER 1.5 ~ 4.5 BAR 2.6 2.8 H.T WATER PRESS. INLET ENGINE 1.5 ~ 4.5 BAR 2.6 3.0 LUBE OIL PRESS. INLET TURBOCHARGER 2.0 ~ 4.0 BAR 2.0 3.0 LUBE OIL PRESS. INLET ENGINE 4.0 ~ 5.0 BAR 5.0 5.0 LUBE OIL PRESS. INLET FILTER 4.0 ~ 5.0 BAR 5.2 5.2 LUBE OIL PRESS. DIFFERENTIAL 0.1 ~ 1.0 BAR 0.2 0.2 FUEL OIL PRESS. INLET ENGINE 8.0 ~ 10.0 BAR 10.0 9.8 D.O PRESS. INLET ENGINET 3.0 ~ 6.0 BAR N/A N/A

 

 

 

Sr. ____________________________ Sr. ____________________________ CUSTOMER ESD Engineering & Service SRL