Diesel - Bartech Marine Engineering · Bartech Marine Engineering ... But because it was considered...

Diesel Engineers’Resource

A collection of articles specifically for engineers, brought to you by Bartech

Your trusted, innovative, diesel engine partner – bartechmarine.com

Paul Bleck

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Contents

5 INTRODUCTION

6 Complete Package Support

8 ENGINES

10 Management Of Obsolescent Engines

12 Engine Overhauls - Consider The Complete Engine Package

13 Advantage of Swing Sets

15 The Importance Of Ancillary And Supply Checks

17 Cylinder Liner Scoring

19 Engine Power Shortfall: Where To Start

20 Engine Failing To Deliver Required Load

22 Engine Failing To Go On Load

23 When The OEM Is Better Than The OEM

24 The Rise Of The Gas Engine

25 EPA Tier 4 Emissions Regulations And The IMO III Regulations

27 The Importance Of A Clean Engine And Clear Air Filters

29 Who Changes Your Engine Filters?

31 The Dangers Of Oil Mist

33 Caterpillar D3412TA Back Pressure Issue

34 The Dangers Of Worn Push Rods

35 Engine Starting Problems Caused By Fuel Starvation

37 Engine Starting Problems Caused by Starter Switch

38 Engine Starting Problems Caused By Starter Motor Failure

39 Fuel Pump Rotation

41 The Mistake With Increasing Your Engine Speed

40 Engine Markings

41 Is it Worth Changing Your Engine Hoses?

45 Equipment Degradation - Not Just When In Use

47 Internal Engine Corrosion

49 How To Analyse Oil Leaks

51 Water In Fuel


Contents

54 Flooding

55 Water In Oil

56 Fuel In Oil

58 Oil Condition Monitoring

60 GOVERNORS

62 Governor Overview

63 Governor’s Droop

65 RE-ENGINEERING AND MACHINING SOLUTIONS

67 Caterpillar 3616 Overhaul – Small End Bush 4P6125

69 Detroit 16V71 Oval Conn Rod Correction

70 Magnetic Pick Up Repositioning

71 In-house Tolerance Checks

73 Bartech Fuel Pipe Manufacture Range

75 Removing Safety Risks With Special Tooling

76 CRITICAL SPARES HOLDING

79 TURBOCHARGER MAINTENANCE GUIDE

81 SUMMARY


Introduction

Welcome to The Diesel Engineers’ Resource.

This book has been put together with the sole purpose of sharingour experience looking after critical diesel engines since 1987, inthe hope that this information can help other engineers andoperators to have safer engines, prevent failures and provide moreeffective solutions to problems

I say, “our experience”, because these are activities Bartech hasbeen involved in on engines across marine, oil and gas and datacentre applications, used as fire pumps, generators, cranes,lifeboats and for propulsion.

Because of the nature of engineering, there will never be adefinitive guide and as much as engineering is based on irrefutablelaws of physics, there are multiple factors to consider, so there willalways be an element of interpretation.

I hope this resource provides more ideas and opportunities to makeimprovements and would love to hear your thoughts about thecontents, whether you have additional information on any of thesearticles, or if you have any further questions.

You can get new articles based on similar topics sent to you everyweek, just send me your email address, or visit us atwww.bartechmarine.com.

Paul BleckManaging DirectorBartech Marine [email protected]

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http://www.bartechmarine.com/

mailto:[email protected]

Complete Package Support

Have you calculated how much of your time is spent co-ordinatingsub-contractors over proposals, work scopes, improvements andongoing projects?

This may be a necessity now but imagine if there was a way ofremoving that ‘time drain’ by dealing with a single point of contact.

As we’ve discussed with various operators, when you collaboratewith the right maintenance companies, and with the right structurein place, you can benefit from:

• Reduced costs and timescales with sub-contractors working together

• Integrated plans giving better visibility and utilisation, across disciplines

• Combined tooling & parts delivery

• A single point of contact

• ONE daily site report and final report

• Quicker solutions with open communication between different experts

Time and time again, we’ve seen this approach deliver savings and improve technical solutions for the operator.

The key to achieving this is for specialist companies with shared values to combine in-depth knowledge rather than a group of individuals who have a general knowledge of all areas.

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To gain these benefits, a partnership model needs to include ALLparties, using the model below.

This shows the single point of contact (SPC) combining the pooled experiences of the different specialists and working with the operator to provide the best results.

The SPC will be employed by one of the specialists and identified depending on their experience, relationship with the operator and suitability for the specific project. Crucially, this approach doesn’t come with additional cost.

This is exactly the way that we currently work with Quartzelec and has seen us successfully deliver for clients; in one case saving over 30% in engineer costs.

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8

Engines


9


Whilst in Aberdeen, running a UK North Sea Focus Group with ourfriends at Quartzelec and Flowserve, there was one consistent topicwhich I know is relevant to most of the people we work with andpossibly you.

With production beginning in the Brent field in 1976, you will knowthere is a lot of aged equipment between 30 and 40 years old andthis is a cause of major problems for the operators.

They always look for ‘like for like’ replacement on spares, but that’snot always possible, and generally if that’s off the table, they canbe forced to go down the time consuming, although essential“management of change” process.

One of our specialisms is helping to support the older equipment,keeping them running and avoiding having to go down themanagement of change process.

There are many different options available to help withobsolescence management, including:

• Sourcing like for like parts – Always the first option. Even thoughthey may not be available from the engine manufacturer, ordealers, there are lots of spares available on shelves all over theworld. It’s just knowing where to look.

• Alternative engine manufacturers – Although they may not beavailable from your engine manufacturer, or dealer, were thesesame parts used on other engines?

• Purchase from equipment manufacturers – Instead of going to theengine manufacturer, spares may still be available from thecompany who originally made the parts.

10

Management Of Obsolescent Engines


• Source from other operators’ old stock – Do other operators havestock of the parts you need?

• Go to equipment specialists – There are many satellite companiesset up by ex OEM employees who carry old stock.

• Repair original equipment – Can have huge time and costsavings, utilising the latest technology.

11


If you have an upcoming engine overhaul, have you considered the complete engine package?

The reason we ask is that during an overhaul of a Cat 3408 generator, the timescales nearly had to be extended because additional consumables were required.

Whilst helping to remove the radiator for some repair work, we found the radiator anti-vibration mounts had perished.

But because it was considered an “engine overhaul”, the work scope (and spares) had been organised just for the engine.

What should have happened was the work scope considered ALL the assemblies in the package, which would have covered these mounts (based on engine hours) and the client wouldn’t have been left exposed to potential delays.

The pictures below show the state of the mounts before the job and then the new mounts fitted.

12

Engine Overhauls –Consider the complete engine package


Whilst working with Maersk Shipping, we introduced them to theidea of “swing sets” for their generator engine turbochargers.

This is something that has been widely used on safety criticalengines in the oil and gas market but is now being embraced inother industries.

With the swing sets in place, they saved over 68% on the overhaulcost of their turbocharger and the work was completed whilst thevessel was being unloaded, meaning no disruption to theirschedule.

Having several similar sets the same is a quick win, with hugesavings and little to no downtime.

Let us explain in diagram form:

Traditional approach for every overhaul;

The swing set model is nothing new, but seems to be underutilised:

13

Advantages of Swing Sets


http://bartechmarine.com/wp-content/uploads/Swingset-approach.jpg

http://bartechmarine.com/wp-content/uploads/Traditional-approach.jpg

Sometimes “service exchange units” are available, but they don’toffer the same cost savings.

When you re-utilise an overhauled assembly from the originalengine, you’ve got the peace of mind and reassurance that it’sgoing to be right.

With the swing set in place, you’ll also have your own spareassemblies available to react to any breakdowns.

The beauty of this process is that it's not just applicable to turbocartridges, you could benefit from swing sets on cylinder heads,injectors, water pumps, fuel pumps, or any other major assembly.

If you’ve got three or more of the same engines, regardless of yourindustry, you could make huge savings, just by using this approach.

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After a team of 4 of our engineers completed the overhaul of aCummins KTA50 engine offshore, there was a significant delay tosign-off because of one simple thing.

Before starting the overhaul, all aspects and responsibilities were setout on a Gantt chart and Action Tracker and agreed with theoperator.

With our experience in running these types of projects, we havebeen able to pre-empt delays and stumbling blocks through thistype of planning.

One key is allocating responsibilities, so everyone is clear on whatthey need to.

Unfortunately, as I’m sure you’ve experienced, the plans don’talways go to…. plan!

And this was the case with the rebuild, because the content of thisbox wasn’t checked.

If you weren’t sure, this is the battery box.

15

The Importance Of Ancillary And Supply Checks


Despite our efforts in getting the engine complete and ready asplanned, we then lost 2 days when we came to test the enginebecause the electrician allocated hadn’t checked properly.

How much would 2 days additional downtime cost you?

If you are undertaking any type of mechanical work, please makesure all the ancillaries and supplies are checked as well.

Otherwise you too could feel the pain of delays.

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During the overhaul of a Caterpillar 3408 engine, we came across an awkward situation.

It’s not a rare situation, but it isn’t always that easy to diagnose from the outset or decide on the correct action without all the information.

It’s to do with the cylinder bore.

Now, because it's part of the combustion chamber, you'll appreciate it’s vital that things are right with the cylinder bore – it’s the most important part of the engine, and if things aren’t right, the results can be catastrophic.

The problem is that it’s difficult to see whether everything IS right, especially if you’re looking at pictures.

Even with a borescope, can you see any issue in these bores?

Can you tell which one is scored? Could you tell if there are bigger problems? What can be done about it?

To spot the scoring, the borescope is great at giving an indication, but “indication” is not enough.

It needs to be backed up by a full inspection.

17


Cylinder Liner Scoring

In this case, a full inspection includes checking the internal diameter, viewing by the naked eye, and feel, with your fingernail.

The next steps following the inspection will depend on the amount of scoring, the area it is in, the depth and whether the liner is chromed.

There are several different things that could cause the scoring, including:

• Damaged piston rings.

• Carbon build up.

• Debris in the cylinder and hosing injectors.

Understanding the cause is a vital part of the process to ensure that you don’t experience major damage to your engine.

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Where would you start if one of your engines was down on power?

This is the question we were posed with when a rebuilt engine was not performing on test.

Against an expected output of 608 BHP, the engine was only delivering 413 BHP.

The logical starting point for investigation is the fuel and air systems, because without them operating properly, combustion will be inefficient, and you won’t get the power.

If your engine is underperforming, carry out these checks:

• Are the injectors (not necessarily all of them) atomising the fuel correctly?

• Has the fuel rack been set up correctly?

• Has the timing been set correctly?

• Have the governor linkages been set correctly?

• Is the governor restricting the flow of fuel?

• Are there any other devices which could be restricting the fuel supply?

• Is the supply of air to the cylinders being limited?

• Are the air filters blocked?

There are other checks that can be carried out, but these will cover the usual causes.

The cause in this case was the governor settings restricting the amount of fuel getting into the injectors.

19


Engine Power Shortfall – Where to Start

Here’s a question for you:

Say you’d had a top end overhaul completed on one of your engines, and after the overhaul, it wasn’t able to take full load.

What would you be thinking?

Would you be questioning the engine overhaulers?

We’ve encountered exactly this, and after investigating it fully, I thought I’d just share our findings with you, in case you ever have a similar issue.

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

Once on test, there were no real issues up to 50% load, but then that’s as far as it got.

Our 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.

20


Engine Failing To Deliver Required Load

And the result of the lack of combustion was this: unburned fuel 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 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.

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Our engineers were carrying out routine servicing on this MTU 4000 standby generator engine, which provides emergency power for a data centre with another 4 sets.

Whilst carrying out the service routine, we came across an unusual problem getting the engine onto the control board.

The engine started okay, but when we attempted to put it onto the backup system, the control panel wouldn’t let this happen.

Instead, the control panel flashed up an error message pointing to a battery problem.

As the engine started fine, it wasn’t likely to be the main batteries, but they were re-checked and found to be in new condition, and fully charged.

This then led us to check the 24V control batteries, which are separate to the start batteries.

It was found these were only able to hold 60% charge, even after they’d been left on trickle charge.

Once they were replaced and the panel reset, the generator was again able to add power to the backup system.

These batteries are not part of the routine service checks, but they will be going forward.

22

Engine Failing To Go On Load


The term “OEM” gets used A LOT in our industry, but we see plentyof people spending more money than they should because theydon’t understand that the acronym OEM stands for more than onething.

Most people consider “OEM” to stand for “Original EngineManufacturer”; This could be Caterpillar, Cummins, Sulzer, Wartsila,MAK or others.

The other definition is “Original Equipment Manufacturer” and whenthis is applied to the engines, there are various assemblies that arenot made by the engine manufacturer, but a specialist company.

We were helping someone who needed the turbocharger in theirMAK engine overhauling after some debris passed through it.

Wisely, they had gone to a couple of companies to get a pricecomparison, so as well as contacting Bartech, they went to theirlocal agent for the MAK engine.

One way we were able to provide a better price withoutcompromising quality is by sourcing spares directly from the turbomanufacturer, Napier.

Ultimately the spares come from the same source, the “OriginalEquipment Manufacturer”, but there is a much bigger mark-upgoing through the engine manufacturer.

And this doesn’t just apply to your turbochargers. Could the fuelequipment be sourced through Bosch, Woodward or Delphi?

Could the governors be sourced through Woodward orHeinzmann?

OEM Vs OEM23

When the OEM Is Better Than The OEM


During a seminar with the likes of ABB turbochargers, Wartsila,

Jenbacher, Chevron and Centrica, we were discussing the

changing engine requirements for the power sector and I thought it

was worth sharing their views.

Even if you are not in this industry, there were some key points,

relevant to anyone who's reliant on diesel engines.

With the changing requirements of engines across all sectors,

tailored maintenance routines are vital for engine reliability and

performance rather than standard approaches.

Emission regulations are having a major impact on engine design

and how they are being run across all sectors. One advancement

is the use of SCR, which you can find more information in the next

section.

In general, engine use is becoming much more flexible, rather than

for continued load.

Manufacturers are adapting to the increasing demand for gas

engines over diesel. To support this shift, there are also various

options available to convert diesel engines to gas.

24

The Rise Of The Gas Engine


During a factory visit at the engine manufacturer Moteurs

Baudouin, based in Cassis, a beautiful fishing port in southern

France, I took the time to quiz their design team, and one of the

main things we discussed was a big challenge affecting them as

marine engine manufacturers and the operators of those engines.

I imagine you’re aware of the introduction of the EPA Tier 4

emissions regulations in the US and the IMO III regulations in other

parts of the world?

These regulations are so demanding that some main engine

manufacturers are questioning whether it’s worth continuing in the

marine market.

The OEMs looking for a solution to the demanding regulations -

such as MTU, Scania and Baudouin - prefer the SCR (Selective

Catalyst Reduction) process, which injects ammonia into the

exhaust and can reduce the harmful NOx gases by up to 90%.

From a manufacturer's perspective, there are some key concerns in

designing the best SCR system to meet these standards:

• Can it be retrofitted?

• Will the engine still operate if the system fails?

• How much room will it need? – We have seen how space is a

premium in some engine rooms, especially in the windfarm vessels

• How readily available is the ammonia going to be?

• How near / far from the engine do the components need to be

installed?

• What will be the knock-on costs?

25

EPA Tier 4 Emissions Regulations And The IMO III Regulations


If you haven’t seen the SCR system, here is a diagram showing the

vaporiser and catalyst; though the ammonia tank is missing.

One advantage is that this system does allow the engines to be set

for better fuel consumption, though the savings will be needed to

offset the cost of the ammonia.

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A while ago, we overhauled a turbocharger on a client’s Caterpillar C7 engine.

Recently they called us due to an issue – after 130 running hours, the turbo had seized, and they wanted us to repair the unit under warranty.

Which – naturally – we were happy to do.

But as it turned out, the turbo hadn’t seized.

The normal cause of seized turbos is a lack of oil to the bearing – as they could be turning at 20,000 RPM, the shaft needs sufficientlubrication.

But this wasn’t the problem here – it was something much simpler.

Instead, some paper had been allowed to get into the air intake, stuck between the compressor wheel and casing, and this had stopped the turbo turning.

27

The Importance Of A Clean Engine And Clear Air Filters


It sounds simple to fix, and it was relatively easy, but the reality is that the damage could have been A LOT worse, and a lot more expensive.

So that’s my takeaway: please make sure that your engine is fully cleaned if any parts are removed and ensure that your air filters are operating.

If they’re not, your engine isn’t being protected, and the potential for damage increases.

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I imagine one of your engineers will during routine maintenance, but what about during an engine overhaul?

Once the overhaul is complete, do you know if the filters were changed properly?

Two of our engineers carried out a 2-yearly service on a standby generator and were concerned with the lub oil filtration.

The engine had 4 filters - all was ok on the first 3, but on the 4th the housing was empty.

On fitting the new element, there was something at the bottom, so the element would not sit properly, this is what was found: the bottom of an old cartridge.

Once removed, the new element was fitted so the filters could start operating correctly again.

This comes after at least 12 months without any filtration on the B-bank, risking major engine problems had there been any debris in the oil.

29

Who Changes Your Engine Filters?


The operator ran regular oil sampling & would have known if there was anything in the oil, but it could have been too late by then.

No element = no protection to the possible damage to key internal engine components.

For such a simple process to be carried out incorrectly & ignored, the outcome could have been disastrous.

It's worth checking this at the next opportunity to save some major downtime!

30


One of our service engineers was on a client’s site working on their Cummins KTA50 engine.

Nothing unusual about that, but had he arrived a day or two later, he’d have faced a MUCH bigger problem.

Initially, the operator called to let us know that a lot of smoke was coming from the crankcase breather, and that can be caused by various things – most commonly it’s the piston rings not sealing against the cylinder liner.

This time though, there was more to it.

Once the engineer had done his initial analysis, he found that it wasn’t smoke coming from the crankcase breather.

Instead, it was oil mist, which is a MAJOR concern.

The reality is that in most engines, there will already be small particles inside the engine, but if hotspots develop in the crankcase, it’ll change to mist.

The problem with that?

Oil mist is extremely flammable and there’s a HUGE explosion risk.

The only way to protect yourself from this risk is to make sure the

hotspots aren’t present, so here are some key indicators that

hotspots have developed that you need to watch out for:

• High temperature due to the reciprocating movement of the

piston.

• Increase in bearing temperatures.

• Sparks entering the crankcase due to leaky piston rings or piston

blow past.

• Fires in the adjacent scavenge trunks.

31

The Dangers Of Oil Mist


The key, as is commonly the case, is to carry out regular

maintenance and monitoring of your engine.

Luckily, the client acted, and we mobilised to prevent a disaster.

The damaged pistons and connecting rods laid out for inspection...

The damaged Cummins KTA50 pistons are now at Bartech, along

with the connecting rods which will be re-used after inspection and

clean. The pistons will be replaced.

32


During the routine testing of an offshore Caterpillar D3412TA firepump engine, the operator reported that it was overheating.

They checked the seawater and jacket water systems, but therewas no obvious fault with either, so they called us in to carry out aninvestigation.

We arrived, and our initial investigations showed that water was being blown out of the header tank after a few minutes of running.

If you’ve seen this before, then the chances are you recognise thatit’s as a result of back pressure from the cylinders.

So, the next thing we did was check the cylinders to understand thecause of this back pressure, and what we found was that water wasgetting into cylinder 8 under static pressure.

We got our borescope out and worked out the root cause – the pre-combustion chamber.

It had corroded over time, along with the seal, so it wasn’t sealing and letting water in.

We changed the chamber and the seal, the back-pressure problems were eliminated, and the engine brought back on-line.

This isn’t the first time we’ve seen issues with these parts, so if you’re using Caterpillar 34 series engines, or you have pre-combustion chambers, you need to make sure these are checked or changed at appropriate intervals to protect your engine.

33

Caterpillar D3412TA Back Pressure Issue


When carrying out some inspections on a client’s engine we came across the following. (Recognise them?)

The item at the bottom of the picture is the push rod from the engine we were working on, and the other is a serviceable part.

Clearly there’s a bit difference between them, with significant wear on the client’s push rod.

With these particular push rods (like most push rods), they are hardened on the surface, but beneath it, the material is softer.

So now they’ve worn through like this, the wear will rapidly increase and can cause significant issues.

Do you currently check yours?

34

The Dangers Of Worn Push Rods


Have you been faced with problems starting your engines?

Regardless of whether the engine is used for generation, propulsion or as part of a safety or backup system, it’s pretty inconvenient, right?

Some of the most common causes for engine start problems are poor fuel atomization, air blockages or cold engines (with the latter being an issue in the North Sea!)

But sometimes, it’s not always that easy to diagnose the reason why an engine isn’t starting, something that I was reminded of during a visit to a client whose start-up generation engine wasn’t starting (which was ironic!)

We cranked the engine over a few times to ensure it was moving freely, and then checked the fuel system and investigated the flow between all the different sections.

These checks were vital in showing us that the valve block on the side of the HP pump was not letting fuel through.

Tolerances are extremely tight when it comes to assemblies in the fuel system, and consequently, any foreign bodies will affect performance.

We dismantled the system, and discovered that the plunger and bore showed scoring and that there was a brown residue:

35


Engine Starting Problems Caused By Fuel Starvation

This was enough to stop the valve opening to let the fuel through.

As a temporary fix, the scoring and witness marks were removed using very fine grade emery cloth, but in order to prevent future problems, the valve will need to be removed and the cause of the residue found.

As with any engine problem, a methodical approach, using all information available will lead to the identification of the cause, repair and get your engine back in operation quicker.

36


I’ve shared details of starting problems in the past, and I thought I’d share another check which can help diagnose any start problems you may be having.

The application on site was a standby generator and on start-up, the starter motors struggled to get enough speed to start the engine.

Because the pinions of the starters were turning (though not with enough power), the initial site diagnosis was that the starter motors were damaged and needed replacing.

Which was correct, they did need replacing, but it was another issue that was the root cause: the starter switch, whose contacts were like this:

Changing the starter motors was only part of the rectification.

These contacts also needed to be changed to get a reliable connection to ensure enough power was sent to the motor.

Without a proper investigation, it can be easy to react to the obvious symptoms - the starter motors - and miss part of the system which will give reliability and confidence that the engine will start when needed.

37

Engine Starting Problems Caused by Starter Switch


We have had a few problems to deal with after supplying anoverseas Navy with a starter motor which isn’t performing itsfunction, namely starting the engine!

When it comes to our responsibilities and due diligence, we takethings very seriously, so as soon as the starter motor came back toour workshop, we carried out a full investigation.

As you’d expect, the Navy are very keen to get their motor repairedand sent back, but we don’t want to do that just that.

Why?

Because we’ve inspected and investigated it thoroughly and thedamage has been caused TO the motor and not as a material orassembly problem.

We could just overhaul it and return it.

But if we do that, then the chances are the starter motor will just failagain. We won’t have dealt with the root cause of the problem.

Having seen a video from the vessel, it looks like there is a problemwith the starter ring or flywheel which is stopping the starter motorpinion after it has been engaged for a few seconds.

So, working with the customer we’ll get to the bottom of the issue,and we’ll solve it.

It might take more time, but there isn’t an alternative – paperingover the cracks doesn’t serve anyone well in the long run, and ouraim is to ensure that you can have confidence and reliability inyour engines.

You can’t do that if you just Sellotape over problems, so that’llnever be our approach.

Would you go for the "quick fix" or the real solution?.

38

Engine Starting Problems Caused By Starter Motor Failure


We took a call from a client. He was frustrated that some double skin fuel pipes we’d supplied didn’t fit his Dorman engine.

We were surprised, as we’d made pipes for them in the past, and they’d worked fine.

So right from the outset we felt there was more to this than met the eye.

And as it turned out, it wasn’t anything to do with the pipes.

Despite the pipes fitting our jig perfectly (below) before being sent out, once on site we were able to diagnose the cause.

It turned out the pipes were the right profile for another engine on site, but although the second engine matched the same specification and build, there was one significant difference.

The engine had been timed by rotating the fuel pump, so it was no longer in its normal upright position.

39

Fuel Pump Rotation


The spill timing setting is critical for engine performance as it dictates when the fuel enters the cylinder.

This is normally carried out by matching the fuel pump timing to deliver the fuel at the right time during the engine cycle, by either setting the gears or coupling and not by moving the pump.

There are various ways to set the spill timing, depending on the engine type, but it is critical it is carried out correctly, or you could see a loss of power, excess smoke, and other problems with your engine.

We managed to produce the replacement pipes for the altered set-up within 48 hours, much to the client’s delight:

“…An amazing result, I’ve seen the photos and the pipework and clamps look absolutely spot on! Gary did a brilliant job there, especially when considering under pressure and after a long day the day before, top class.”

40


One of our engineers returned from a site, having finished a service on a Cummins driven generator.

And whilst he was there, he was asked to assist with some monthly tests on the Dorman driven fire pumps.

There was a problem.

One of the pump engines was shutting off before it got to full speed.

Our engineer asked a few questions about the history of the engine, and it turned out that the speed had been raised from 1,500RPM to 1,550RPM.

Raising the speed of an engine without a full understanding of the engine set-up is a dangerous thing.

Whilst the electric overspeed device’s limit had been increased to consider the latest engine speed, this hadn’t happened with the mechanical/hydraulic trip.

The result?

The air flaps were engaging before the engine could get to full speed, and that was starving the engine of air.

Once we’d worked that out, it was a relatively simple adjustment that meant the engine could run at its new speed, whilst still being protected if it started over speeding.

If you ever want to adjust the speed of your engine, it’s vital to take all the elements into account before you do.

And if you go ahead and do it, please ensure that all the supporting devices are altered too – it’ll save you some time and money!

41


The Mistake With Increasing Your Engine Speed

I was having a chat with Andy (one of our engineers) about anIveco engine build he’s about to complete.

Andy’s been with us for over 20 years, and with nearly 40 yearsexperience, what he doesn’t know about diesel engines isn’t worthknowing – I’m sure he’s got the fuel running through his veins!

I had a quick look at the crankcase with him, and as usual, he’ddone something that he always does, and I wondered whetheranyone else does the same?

It may be difficult to see from this photograph, but there are fourbits of key information which can be seen from his markings:

1. The bolts have been torqued to the OEM specification.2. The backlash for the gears has been recorded and marked.3. The end float has been recorded and marked.4. The timing for the gears is marked.

This is a great example of technical competence, whilst usingvisuals to show what’s been completed, and it’s something we getour other engineers to follow.

If you’re ever carrying out any major engine work, or your engine isbeing overhauled, make sure you know this critical data, or yourservice company can give it to you for peace of mind

42

Engine Markings


One of our utility clients made us aware of an issue he’dexperienced before.

And there was such an easy fix which could have prevented thispotentially catastrophic incident:

“Just a quick comment on past experience with other engines wehave had overhauled elsewhere. We have had engine ancillariessuch as Fuel Oil & Lube Oil filter housings fail due to fatigue, this setfire to one of our engines which had just recently been overhauled.Some fuel hoses were re-used as they were difficult to obtain, thisfailed, and we narrowly missed another fire.”

For me, cutting corners by not carrying out a “proper” overhaul isgiving unnecessary risk which could be causing more downtime,costs and potential injury or even a fatality.

And for what? The cost of replacing the hoses.

I know this client would have expected the hoses to be changedand would have uplifted the purchase order to cover this, but theoverhauler was looking to increase profit, or just not proficient incarrying out this type of work.

Even if the hoses are no longer available, there are many crediblecompanies who can make hoses to original samples.

The biggest problem you could face would be if the original fittingtypes had been discontinued, in which case these can bechanged, as long as the client is notified.

43

Is It Worth Changing Your Engine Hoses?


Here is a hose we had made as part of a recently overhauled TwinDisc Gearbox:

If you are working with the right company, who understands the useand application of the hose to work alongside a sample, thereshouldn’t be an issue.

PS, this was our customers closing statement:

“I know you guys will ensure everything is looked at in great detail,but these were just a few things that I could not foresee.”

44


We overhauled a couple of Twin disc gearboxes as part of aproject on a beautiful 20ft yacht, built back in 1967.

The engines had been out of use for some time, but the gearboxeshad been maintained to running hours, so the owners wereexpecting the gearboxes to just need a quick check over beforethey’re reused.

It turned out not to be as simple as that.

During our inspection, we found two issues that had absolutelynothing to do with wear or use, but everything to do with theenvironment the yacht has been left in.

One of the biggest issues was these warning signs of weak spots onthe coupling.

It is VITAL critical equipment is thoroughly inspected before being reused.

What’s clear from this picture is that it’s a matter of ‘when’ not ‘if’ these teeth would have snapped if they were left alone.

45

Equipment Degradation – Not Just When In Use


It’s difficult to predict exactly when that would have happened, and equally difficult to predict where the yacht owner would have been at the time, with every chance that they would have been out at sea and unable to drive any power to the propellers.

Here’s my point:

Just because an engine, gearbox, or other mechanical equipment has not been running, it doesn’t mean it hasn’t degraded, and regular checks are VITAL if you don’t want to end up a creek without a paddle (or a propeller).

Make sure your critical equipment is thoroughly inspected before being reused, so you are not left exposed.

46


Is your engine at risk due to crankcase corrosion?

You might not be aware, but there’s an avoidable problem with thecrankcase on most standby engines, and often, it’s because ofanti-freeze.

As standby engines aren’t used that often, water sits in the coolantsystem for extended periods of time. If you haven’t maintained theright concentration of anti-freeze, the water begins to attack thecast iron, and – if left unchecked – will weaken the engine to such adegree that you’re risking a major engine failure.

The most common place for corrosion is the bottom of the cylinderliner bore, also known as the e-bore. When corroded crankcasesare discovered they’re often deemed unfit for use and discarded,but the issue here is that replacements are expensive and hard tocome by.

Over the years, we’ve come up with our own 5 stage solution to thisproblem:

Stages 1 to 4 of Bartech Marine Engineering's 5 Stage crankcase repair solution

1. Firstly, we identify the corrosion in the crankcase and whetherthis repair is right based on the engine output. We would notuse this process for high performing engines, which operate athigher speeds, under higher pressures.

2. A vital stage of the repair is the preparation - we prepare thesurface of the crankcase to ensure that it forms a sound bondwith the material.

47

Internal Engine Corrosion


3. We then use epoxy resin reinforced with silicon steel alloy so add material back to the crankcase.

4. Even when dried, the resin will not form a perfectly smooth surface, which means that a critical part of the process is machining it to the right specification, within new tolerances.

5. After final inspection and measuring, we’ll install liners and then carry out a pressure test to ensure that the O-rings are sealing properly with the new surface.

The result?

Well, in this case, we’ve saved our client 83% by working on their original crankcase and not sourcing them a replacement.

It does pay to consider all options; our advice here is to make sure that if you are going to extend the life of your existing crankcase, you do it properly.

48


A vessel operator called us with some worrying news.

Their bilge was filling with oil and their propulsion engine was down on power.

The good news was that they were due in port soon, so we made sure we were there as soon as they arrived.

Initially, our plan was to inspect the following common leak areas:(As it turned out, it wasn’t one of these issues, but we’ll get to that…)

• Damper crankshaft seal• Damper• Sump and sump joints• High-pressure fuel pump• Cylinder head gaskets and cylinder head fittings• Alternator drive shaft seals• Oil cooler• Header tank contents (lubrication oil leaking into the cooling

system)• All oil pipework including the oil drain lines

Before we started the investigation, we inspected the bilge and found that the oil present was not as extensive as reported.

In fact, it was a thin layer on top of a significant quantity of water, but because of the limited access to the bilge, this was all that could be seen by the crew.

49

How To Analyse Oil Leaks


Knowing it was only a minor oil leak, the focus shifted to the cause of the water leak.

By running the engine at 100% load for 45 minutes, a borescope test could be carried out when the engine was at operating temperature.

This allowed a more thorough inspection of the engine for the minor oil leak and cause of the water leak.

This is what we saw:

The remedy of both leaks was straightforward, by tightening the sump bolts and replacing an O-ring.

The operator was right to raise this as a concern and give us a call, but if you find yourself in a similar situation, you could limit downtime by:

• Checking the extent/quantities of oil in any leak

• Run through the common leak areas to see if you can locate any leaks and take pictures

This then gives us a useful starting point to attend the engine with parts and tooling to make a quick rectification.

50


When would be the worst time for your engine to fail?

The answer to that question will be different depending on your industry, and for one of our clients the answer is definitely “during peak scallop season” and “whilst the vessel is in a major shipping lane.”

And sadly, that’s exactly what happened – with their Cat 3508 propulsion engine failing, they had to be towed to port!!

The owner had recently bought this vessel, and unfortunately, they weren’t aware of its history, until it was too late.

With some digging, we found there had been a previous problem with water in the fuel that had never been resolved.

The vessel’s previous service company had tried to solve the issue by changing the damaged injectors and fuel transfer pump, and clearing the fuel lines out, but that didn’t stop the cause.

As an engineer, you know water in the fuel is not good for the precision components and in this instance, with lack of diesel atomisation, the engine completely stopped working.

51

Water In Fuel


There are four main sources of water in fuel:

1. The supplied fuel could already have a high-water content.

2. Condensation from inside the fuel tank, if left standing for a large amount of time.

3. Humidity in the fuel tank.

4. The fuel tank, or vent, is not properly sealed allowing water to get in.

If you are experiencing high water content, the priority needs to be finding the source to prevent internal damage and carry out appropriate action, and not just changing components as the older owner had done.

And here’s a couple of extra things you can do:

Install a coalescing filter to remove water before the fuel gets to the injection system.

Use a cleaning company to remove the high levels of water from your fuel so it can be reused.

52


Water In Fuel – The Cause.

Whilst in port the superintendent arranged for the 12,000L of fuel to be cleaned, and as a result 1,000L of water was taken out!

And the root cause was this:

The weld at the fuel tank vent had deteriorated, so water was getting straight into the fuel supply.

What are your procedures for checking your fuel tanks?

53


We were on a client’s site working on compressor.

The scope was to change a section of the exhaust pipework whichhad corroded, and this is what we found:

Not only were there around 6 litres of water in the exhaust system,but it was also causing carbon build-up in the pipes, blocking 25%of the bore in some places.

Once the water was drained, pipes cleared, and the enginestarted, some of the site team commented how the smoke was a lotclearer. A tell-tale sign that the engine had been burning off someof the water.

With this amount of water in the pipework, the operator was lucky ithadn’t gone back to the combustion chambers causing it tohydraulic, resulting in a major failure.

If the water was a known problem, a water trap could be fitted to stop it getting back into the engine.

Better than this would be to prevent the water being an issue in the first place.

Because this is a standby set, it is only run for 15 mins, once a week. This isn’t enough to burn off the condensation water. Increasing to only 30 mins should be enough.

54


Flooding

A client called us after falling foul of a common oil mixture thatneeds dealing with - water on oil.

If you’ve never seen the emulsification effect of water on oil, this iswhat it looks like:

Not pretty is it?

These images demonstrate exactly how the oil pressure canincrease and the oil ways quickly become clogged, reducing vitalcomponent lubrication. You’ll know the risks to the engine if yourengine isn’t properly lubricated!

One thing worth bearing in mind is that the cause for the water in oilisn’t necessarily an internal leak.

For standby units, it is often due to condensation in the engine,which occurs more often than you might think.

And if condensation is the cause, you won’t just be at risk ofcontaminated oil, but also the water will be rusting and attackingthe internals of the engine.

There are a few ways to limit this risk; the main one being regularrunning of the engine to burn off the water. We would recommend2 hours, once a week.

Secondly, the engine should be properly pre-heated. If you arerelying on old technology, this may not be the case, but it’simportant, so it’s worth checking that this is happening.

55

Water In Oil


Our engineers were called out to help a vessel after the revs on its

propulsion engine started fluctuating & the oil pressure dropped.

The vessel came back into port, and after checking the engine it

was clear that oil was being pushed out of the oil filler and dipstick.

Further investigation showed the cause: a dramatic increase in the

oil level.

They got started draining the fluid, and even after removing 30l, the

level was still above max by an inch!

Then, after boarding the vessel, more oil was found in the air filters

and in the turbo:

But the oil wasn’t the only problem - it wasn’t just oil anymore, but rather an oil/fuel mix – which was obvious from the smell and visible dilution of the oil.

56

Fuel In Oil


Confirming there was fuel in the mix instead of – say – coolant was vital – had it been coolant the oil would have emulsified, and the pressure increased instead of decreasing.

Thankfully, the crew reacted quickly & shut things down, preventing the engine from running away – this could have happened with the fuel/oil mix being pushed through into the cylinder, via the turbo, adding to the fuel that was already getting injected.

There could still be significant internal damage as a result of the thinner oil, though this is still to be assessed.

Not only did the crew react quickly, they provided accurate info on the changes in revs, pressures & temperatures to allow a quick diagnosis.

That, coupled with our ability to get engineers over there at short

notice will have saved the operator a lot of downtime, and fingers

crossed, they don’t find any internal damage.

If your oil pressure drops, it needs looking at; sooner, rather than

later.

57


We wanted to let you know about a new product that we thinkcould be beneficial for you, and help you keep your engineoperational.

We have seen far too many engines suffering completely avoidableand preventable major damage, so we’re doing something aboutit.

To avoid this kind of major damage, you need to ensure:

• Correct information on critical performance is made available

• This information is analysed and interpreted to identify potentialrisks

One of the basics of engine maintenance is oil sampling.

The contents of the lube oil can provide a huge amount of information, primarily if there is any metal from bearing wear or other component damage, providing early warning signs of bigger problems.

The frequency of oil sampling will depend on the engine use, butwe know clients who carry this out every 2 months as part of theirmaintenance schedules.

We can offer another way to check the oil without the cost andinconvenience of oil sampling.

It’s an oil condition monitoring sensor which will constantly check the oil for metal and moisture content, providing live feedback to a traffic light display, or your control panel.

58

Oil Condition Monitoring


Whilst we have helped clients with the manufacture and installationof gauge panels which give better visibility of various temperaturesand pressures around the engine, this sensor can be used as anextra measure to offer a significant warning signs.

They can be used as an indicator for further investigations, ormaybe a more in-depth oil sample analysis is called for.

How much could you save by reducing the amount of routine oilsampling currently being carried out, whilst getting the security oflive analysis?

There are two options, visit our website to see the datasheets foreach.

4212 Oil Debris sensor-Standard

4212 Oil Debris sensor-Industrial

59


http://bartechmarine.com/wp-content/uploads/Gill-Oil-Condition-Monitoring-Sensor.jpg

60

Governors


61


To some engineers, the governor is still a mystery, and if you’ve seeninside a Woodward PGA governor, you’ll appreciate why.

There are many hundreds of tight tolerance components that worktogether to adjust the fuel according to the engine load,maintaining engine speed. Therefore I’ve seen it referred to as the“Brain of the Engine”.

A selection of the parts I’m referring to

Because of the importance of the governor, maintaining it is key,with the OEM recommending overhaul and calibration every 25,000running hours or five years of operation (whichever comes first).

If your governors are outside of the recommended overhaulschedules, or not giving the engine control you need, we can utiliseour in-house governor bay to test, overhaul or build governors tooriginal specifications.

62

Governor Overview


We were building a service exchange Woodward UG10L governor for a Malaysian shipping company and whilst confirming the specification we realised not everyone is aware of one of the key settings for their engine control.

When replacing a governor, or any major assembly for that matter, there is always the risk that it may have been modified to overcome some performance issues.

Although we had the original specification from the OEM, which stated zero droop, we needed to check that the current governor hadn’t been modified or adjusted.

During the communication with the client, it became apparent he didn’t know whether it had been changed, or even the importance of governor droop.

We realised that he wouldn’t be alone, so thought it would be useful to make everyone aware of the role your governor droop plays in case you have any problems now, or in the future.

Here’s what Woodward have to say:

“Droop is one method of creating stability in a governor. It’s alsoused to divide and balance load between units driving the sameshaft or paralleled in the electrical system.

Droop is the decrease in speed that occurs when the governoroutput shaft moves from the minimum to the maximum fuel positionin response to a load increase, expressed as a percentage of ratedspeed.

If instead of a decrease in speed, an increase takes place, thegovernor shows a negative droop. Negative droop will causeinstability in a governor.”

63

Governor’s Droop


“Too little droop can cause instability in the form of hunting, surging,or difficulty in response to a load change. Too much droop canresult in slow governor response in picking up or dropping off aload.”

“Using an example where the governor speed is 1500 rpm at no

load and 1450 rpm at full load, droop can be calculated with the

formula:

%Droop = No load speed – full load speed x 100

full load speed

%Droop = 1500 rpm – 1450 rpm x 100 = 3.5%

1450 rpm

If the decrease in speed is greater than 50 rpm when the governor output shaft moves from the minimum to the maximum fuel position, droop greater that 3.5% is shown by the governor.

If the decrease in speed is less than 50 rpm, droop less than 3.5% is shown by the governor.”

64


65

Re-Engineering & Machining Solutions


66


I’ve had a few interesting conversations with a contact at an overseas textiles mill and during one of those conversations, I formulated a plan to help him save £64,687 during his engine overhaul.

It kind of goes without saying that he was pretty pleased (and amazed!) that this was possible, so I thought I’d share the simple idea that created that saving – even if you don’t have any Caterpillar engines, it has the potential to help you make huge cost savings.

Our client has 4 Caterpillar 3616 engines on site and as part of a major overhaul, the connecting rods needed to be changed.

The more expensive option would have been to purchase new rods, which would have cost him £7,099.83 each.

The less expensive option was to purchase reconditioned rods –more reasonable at £4,417.69 each, but still a whopping £70,683.04 for a complete set.

We went back a stage. I asked why he was planning to change the connecting rods, and he explained that the small end bush was now out of specification.

He’d tried to change the bush on its own in the past, with disastrous effects.

You see, the team who’d fitted the new bush hadn’t bored it after it was fitted, and consequently, there wasn’t enough oil getting to the gudgeon pins, which eventually resulted in a piston seizing up.

67

Caterpillar 3616 Overhaul – Small End Bush 4P6125


After this expensive error, he felt the only option was to change them out on the next engine overhaul, – but he didn’t need new rods (or even reconditioned ones), he just needed to inspect and overhaul the connecting rods, replace all small end bushes and –crucially – have them bored to OEM specification.

The cost? £5,996.04 – a 91.5% saving on what it would have cost to purchase new ones.

The reality is that there are plenty more savings that can be made in engine maintenance and assembly, but the key is knowing how things can be done more affordably whilst still being done safely and to the OEM standard.

68


http://bartechmarine.com/wp-content/uploads/small-end-bushes-cat-3616.png

As you know, we believe that carrying out your own inspections isvital.

Just as vital, is reducing your dependence on your incoming sparesmatching up with the new specifications, even if you order themfrom the OEM.

We’ve been dealing with another situation that cements this fact,although this time, we’ve been able to bring the parts back intospecification with the backing of Bureau Veritas.

Whilst our client’s OEM has quarantined all their stock of connectingrods, and have been unable to commit to resupplying them, we’vebeen able to get the engine overhaul back on schedule by usingour reworking capabilities and using our specialist engineknowledge.

We’ve put together a short clip that shows you how we reduced theengine overhaul schedule by over two months; visit YouTube andsearch channels for Bartech Marine Engineering.

The chances are that if these connecting rods had been fittedwithout being fully inspected, the freshly overhauled engine wouldhave been written off, causing some serious expense for our client.

Regardless of the scope of work, if you’ve got people working onyour engines, we suggest you insist on measurement sheets andtest sheets to reduce your risk of significant downtime and cost.

69


Detroit 16V71 Oval Conn Rod Correction

After helping a major client who found their engine wasn’t asprotected as they thought, we wondered how many other peopleare in a similar position?

It was a safety critical engine, designed to run to destruction, butNOT during the regular running tests.

Therefore, they needed the engine protection, which wasn’t asstraightforward as it could have been!

The simplest way to protect the engine “over-speeding” was to usea magnetic pick up (MPU) which would check the speed and senda signal to the control box for an immediate shutdown.

Normally the MPU is fitted in the bell housing, where it detects theengine speed from the tip of the flywheel teeth, but because of siterestrictions this wasn't an option.

Instead the MPU had to be installed at 90 degrees and operate offthe side of the teeth, and as this was not the designed set-up, anextensive proving process had to be followed to satisfy theManagement Of Change (MOC) protocol.

If you’ve ever been involved in a MOC process, you’ll know howinvolved they can be and this was no different, including the use ofan oscilloscope to confirm the MPU readings during a mock-up ofthe engine set up using our test rig. (Find the video on YouTube.)

Earlier we shared some information on an oil condition sensor thatcan give you live information warning of an up-and-comingproblem, but what if there is an immediate major problem, like theengine running away?

If anything like this was to happen, then you’d want more than awarning light, or indicator, you’ll want the engine to be protectedand shut down as quickly as possible.

70

Magnetic Pick Up Repositioning


Have you heard of the carpenters’ saying, “measure twice, cut

once”?

It’s not just applicable to wood, and if your company isn’t living by

this principle, then it might be time for you to have another look at

your processes.

This approach saved our client from a major problem.

Allow me to explain:

We were changing the idler gear bushes from a Caterpillar 3616

engine, but before fitting one of the new bushes (supplied by the

OEM) we found it had been pre-machined out of tolerance.

Gary, our Senior Machinist measured the bush as soon as it arrived,

before fitting it in an idler gear for machining to a tolerance of +/-

0.02mm.

71

In House Tolerance Checks


http://bartechmarine.com/wp-content/uploads/Bush-measuringa.jpg

The cat 3616 bush was determined to be too thin, making the bore

oversize.

The initial inspection meant we spotted the problem before the

parts were used – and way before the gears were fitted back to the

engine.

This highlights the importance of a thorough inspection process

and the need to get measurement data from your suppliers.

You might think that a new part coming directly from the engine maker’s stores would be perfect, but unfortunately, even with their internal QA procedures, things slip through the net.

As the saying goes, “never assume, or…” well, you know the rest.

Had we installed that new bush, the gear backlashes would have been out, which could have led to them breaking up and worse -that’s why it’s vital that measurement takes place, even when you’re pretty much certain that there’s no need for it.

72


We have the capabilities to manufacture a wide variety of single

skin and sheathed fuel pipes to suit your requirements.

If we do not have the pattern in stock, we can recreate a sample

provided by the customer or visit the engine to which the pipes are

to be fitted and create a bespoke pattern.

73

Bartech Fuel Pipe Manufacture Range


74


http://bartechmarine.com/wp-content/uploads/fuelpiperange.jpg

We had to put our engineering brains to good use to give our client

a safe alternative to the current practices, and thought you’d like to

see the results.

Having attended a vessel to service the main engines, we found

that it had been adapted to drive a hydraulic pump from the free

end, which meant the barring tool had been removed from the

damper.

This is the normal set up compared to arrangement we found:

Without this flange, the crew have been barring the engine over

using a crowbar in the union joint for the propshaft. Not something

we would recommend!

As the only OEM recommended method of barring the engine hadbeen removed, we had to produce a safe alternative.

Combining our engine knowledge and in-house manufacturingcapabilities, we have designed a prototype tool, utilising the drivecoupling for the pump, which looks like this and sits in the holeshown with the socket below:

75

Removing Safety Risks With Special Tooling


76

Critical

Spares

Holding


77


During routine maintenance on Waukesha and Mirrlees injectors,we identified an issue that ended up causing them a great deal ofunforeseen downtime.

The injectors were struggling to atomise the diesel.

The nozzles needed replacing, but having spoken with themanufacturer, they are now out of production.

They were prepared to make some more, but our client would havehad to order at least 50 and wait 15 weeks for them to bemanufactured.

There was no other option. They’d have to wait. Which causedthem more delays, more stress and ultimately, more money.

We don’t want a similar thing to happen to you because it isn'taffecting just injector nozzles.

How would you deal with that situation? Do you have the cover orspares for critical engine parts?

Long lead times are the killer here, so our advice is:

If possible, have adequate spares in stock

Regularly maintain and inspect to ensure you are aware inadvance of the need for replacements.

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Critical Spares Holding


http://bartechmarine.com/wp-content/uploads/Injector-Nozzles.png

79

Turbocharger

Maintenance

Guide


Often, the turbocharger maintenance routine given with the engine

is to “inspect” or “overhaul” at set intervals, but this won't always be

optimum for performance, or your budget.

The guidance is based around the other parts of the engine and

not necessarily what's best for the turbo, and we all know a poorly

maintained turbo will add more cost to you, with inefficient engine

performance and more intrusive maintenance.

For more useful information on turbo overhaul periods, we’ve put

together a summary of maintenance periods for some common

models.

If yours isn't on there, just contact us with your model type and we'll

be happy to help.80

Turbocharger Maintenance Guide


We hope that you have found this book useful and take something

away that will help you and your business.

If you have queries on any of the articles or require information on

how we can help you specifically, please give us a call or send an

email over and we will be more than happy to help.

Copyright © 2019Bartech Marine EngineeringAll rights reserved


82

Notes


83

Notes


EngineerResource

This book contains articles from our useful resources blog, including information and observations from our engineers.

The findings are presented to help you avoid mistakes we have seen others make, and hopefully make you aware of some new practices, as well as methods of resolving issues.

Paul Bleck


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