MAN Operating Instructions

MAN Diesel & Turbo 3.4

Operative management I - Starting the engine

3.1 Prerequisites
3.2 Safety
3.3 Operating fluids
3.4 Operative management I - Starting the engine
3.5 Operative Management II - Monitoring Operating

Data
3.6 Operative Management III - Operating faults
3.7 Operative Management IV - Shutting down the

Engine

2013-02-19 - de Operation/Operating fluids

6739 3.4-02 EN 1 (1)



MAN Diesel & Turbo 3.4.1

Starting preparations/Starting and stopping the engine Operative management I - Starting the engine

General starting preparations

Check of the emergency stop device

It is absolutely imperative to check functional capability of the
emergency stop device before each engine start. The engine must be
started only after successful completion of this check.

Preparations for start after short downtimes

Activate/check the systems In the case of short downtimes, the fuel pumps must remain in operation or
be put into operation if required. Switch on the pumps for the lubricating-oil
and cooling water circuit, if they are not fitted to the engine. Prime the
engine. After a longer engine standstill, manual engine turning is requested
by the engine control system. In this case, the engine must be turned with
the turning gear by approx. 3 revolutions. Here the indicator valves must also
be opened, if installed. In engines which are started in the automatic mode,
activate the slow-turn device instead. Check whether the cooling water and
lubricating oil are preheated (if possible). Bring the shut-off valves in all sys-
tems to the operating position. The engine is then ready to be started.

Preparations for starting after prolonged downtimes or after overhaul work

After an overhaul, or prolonged downtime (several weeks), the following must
be carried out before the engine is started:

Fuel oil system ▪ Drain and top up the settling tank and service tank.
▪ Blow off the filters.
▪ Bring the filter valves into the service position.
▪ Switch on the pump and remove the air from the fuel-injection pumps,

lines and filters.

Cooling water system ▪ Deslurry the cooling water tank, coolers, pumps and pipes (engine,
charge air cooler).

▪ Top up cooling water, check concentration of slushing oil.
▪ Bleed the cooling water compartments, and check tightness of all con-

nections.

Lube oil system ▪ Pump the lubricating oil out of the oil pan and clean the oil compart- Operation/Operating fluids
ments, including the oil cooler and turbocharger.
V28/33D
▪ Fill the engine and system with fresh lubricating oil, or dispose of the old
oil separately.

▪ Bring all valves into the service position and switch on the electric lubri-
cating oil pump.

2012-12-11 - de ▪ Check the crankcase, fuel-injection pump drive and valve drive to make
sure that oil is being supplied to all bearing points.

Combustion chamber ▪ Check the pipe connections and pipes for leaks.
monitoring ▪ Check the lubricating oil pressure upstream of the engine.
▪ Turn the running gear with the turning gear by approx. 3 revolutions to

check free movement of the running gear and to ensure that no foreign
objects/liquids are present in the combustion chamber. In this process,

6739 3.4.1-02 EN 1 (3)

3.4.1 MAN Diesel & Turbo

Operative management I - Starting the engine Starting system the indicator cocks may be opened - if installed - observing safety pre-
Clearances cautions, to check whether liquids are blown out.
Test run After a standstill without engine overhaul, turning the running gear with
the turning gear may be omitted, when it is ensured that "Slow Turn" is
Starting the engine carried out at the beginning of the start process (here, indicator cocks - if
installed - must be closed).
Work Steps ▪ Drain the air reservoir and check the pressure; top up as necessary.
▪ Check the shut-off valves for easy response.
Check the valve clearance.
If possible, carry out a short test run as follows:
▪ Start the heating equipment for lubricating oil and cooling water, if availa-
ble. If the preheating temperatures have been reached, put shut-off ele-
ments in the operating position, switch on the fuel, lube oil and cooling
water pumps, provided these are not fitted to the engine, and start the
engine. Operate the engine at a low speed for approx. 10 minutes.
▪ Observe the display instruments when the engine is in operation.
▪ Once you have made sure that the engine is running correctly, you
should apply a load or switch it off. Avoid running the engine idle for lon-
ger periods. The engine should reach the operating temperature as
quickly as possible since it is subject to increased wear when cold.
▪ The engine is ready for operation once all checks have been successfully
carried out.

▪ Starting the engine. See 010.285 SaCoSone Engine control and monitor-
ing.

Observe instructions

Observe instructions in Section 3.4 to 3.7 (Operative management I to
IV).

Operation/Operating fluids Shutting down the engines 2012-12-11 - de

V28/33D When longer engine downtimes are planned:
▪ Check whether there is enough compressed air in the compressed air

tanks.
▪ Relieve the engine's load and operate it at low load for 15 minutes.
▪ Shut down the engine. See 010.285 SaCoSone Engine control and moni-

toring
▪ Switch off the fuel feed pump.
▪ Close all shut-off valves, especially on the compressed air tanks. Check

the pressure gauges!
▪ Engage the turning-over gearbox and attach a warning sign to the oper-

ating stand.
▪ Switch off the electrical engine control system.
▪ Clean the engine on the outside and carry out the required checks.

Resolve defects immediately, even if they do not seem to be important.

2 (3) 6739 3.4.1-02 EN

MAN Diesel & Turbo 3.4.1

Cooling water without antifreeze agent Operative management I - Starting the engine

In the event of a frost hazard where no antifreeze agent is used, ensure
that the cooling water is completely drained to prevent the cooling
areas from bursting as a result of freezing.

Emergency off

To ensure a quick engine shut-down in an emergency, the engine control
system proceeds as follows:
Immediate interruption of the power supply to the electronic fuel injection sol-
enoid valves of all fuel pumps, so that the fuel supply to all cylinders is inter-
rupted. Isolated power supply to the EFI solenoid valves until the switch-off
channel is manually reset.
Deactivation of the fuel pump.
This emergency stop device is triggered in two ways, as follows:

1. Automatically by a monitoring device (oil pressure detector, cooling
water temperature detector, speed governor etc. varies depending on
the engine).

2. Manually, by pressing an emergency button on the operating stand or
engine control station in the remote control.

In both cases, the emergency stop is displayed by a light in the operating
stand and possibly an acoustic signal.

Suppression of emergency stop pulse

In the event of emergency, when the manoeuvrability of the ship is
more important than avoiding engine damage, the emergency stop
pulse can be suppressed by pressing the relative button in the switch
cabinet or engine operating stand. (Override)

2012-12-11 - de Operation/Operating fluids

V28/33D

6739 3.4.1-02 EN 3 (3)



MAN Diesel & Turbo 3.4.3
Permissible outputs and speeds
Operative management I - Starting the engine
Basic principles The following correlation exists between engine output, speed, torque and
the mean effective pressure:
Power, speed ...

and

Medium pressure The following applies:

pe mean effective pressure [bar]
Pe effective engine output [kW]
VH Swept volume [dm3]
n Speed [1/min]
z Number of cylinders
Md Torque [Nm]
The mean effective pressure corresponds to the mean value of the cylinder
pressures of the full four-stroke cycle. It is proportional to power and torque
and inversely proportional to the speed. It is possible to calculate it, based on
the known mechanical efficiency ηmech from the mean value of the indicated
pressures:

Synchronous speeds Three-phase generators are bound to the synchronous speed values: Operation/Operating fluids

2012-04-17 - de The following applies: General
n Rated engine speed [1/min]
f Mains frequency [Hz] 1 (7)
p Number of generator pole pairs

6680 3.4.3-01 EN

3.4.3 MAN Diesel & Turbo

Operative management I - Starting the engine Operating points/ A stable operating point of the engine is achieved only if the engine energy
Characteristic lines input and thus engine output and speed are equal to the energy taken by the
consumer.

When driving flow machines, such as propellers and pumps, the power
demand increases approximately with the third power of the speed (P~n3). At
the higher power levels it is relatively difficult to achieve an increase in the
speed values. This is also applicable to speed increases, since the ship's
speed is directly related to the rpm value (n~v). The slope of the power-
speed-curve (of fixed-pitch propellers) or the location of the working point
range (of variable-pitch propellers) is determined by the propeller gradient
and the ship's resistance. Or, with pumps, it is determined by the blade posi-
tion.

In generator systems, changes of the pump charge and of the fuel index will
only result in a change in power. With marine propulsion systems, they only
result in a different power-speed combination.

Permissible outputs and speeds

During operation, the maximum speed and torque must be limited in a first
approximation to 100%, and the continuous power outputs must be limited
to a load range of >25 and 100%.
Operation in the low load range of ≤25% is only permitted for a limited
period. The recommended operating range is between 60 and 90% of the
rated power.

Operation/Operating fluids 2012-04-17 - de

General

2 (7) 6680 3.4.3-01 EN

MAN Diesel & Turbo 3.4.3

Operating range of fixed- Operative management I - Starting the engine
pitch propeller (FP)

Pe Effective engine output 1 Propeller design: fixed-pitch pro-
n Engine speed peller (FP)
pe Effective mean pressure
Md Torque 2 Theoretical propeller curve
3 Load limit curve
MCR Maximum Continuous Rating LR Maximum permitted engine out-

put after load reduction request
from engine control

Figure 1: Operating range for a marine main drive with a fixed-pitch propeller (MCR Operation/Operating fluids
based on reduced engine's rated output)
General
2012-04-17 - de Figure 1, curve (range) 1: Propeller design: fixed-pitch propeller (FP)

A new propeller shall be designed for operation within this range.
Limiting conditions for design, among other things, are as follows:
clean ship's hull, calm weather, propeller free running

Figure 1, curve 2: Theoretical propeller curve
This curve may be exceeded for a short period during manoeuvring and acceleration processes.
Limiting conditions are as follows: sea crust, troubled sea, propeller hard running

6680 3.4.3-01 EN 3 (7)

3.4.3 MAN Diesel & Turbo

Operative management I - Starting the engine Figure 1, curve 3: Load limit curve
This curve represents the maximum permitted engine overload.

Speed range between 103 and 106 %

Engine operation in the speed range between 103 and 106 % is
permitted for a maximum period of 1 hour and should be considered
only during the shipyard test.

Operation/Operating fluids 2012-04-17 - de

General

4 (7) 6680 3.4.3-01 EN

MAN Diesel & Turbo 3.4.3

Operating range for a Operative management I - Starting the engine
variable-pitch propeller

Pe Effective engine output I Operating range I: Continuous
n Engine speed operation
pe Effective mean pressure
Md Torque II Operating range II: no continu-
MCR Maximum Continuous Rating ous operation permitted
LR Maximum permitted engine out-
1 Load limit curve
put after load reduction request 2 Recommended combiner curve
from engine control 3 Zero thrust curve

Figure 2: Operating range for a marine main drive with a variable-pitch propeller and Operation/Operating fluids
without a shaft-driven generator
General
2012-04-17 - de Figure 2, range I:
Operating range continuous engine operation

Figure 2, range II:
Temporary permissible operating range, e.g. during acceleration and manoeuvring

6680 3.4.3-01 EN 5 (7)

Operative management I - Starting the engine3.4.3 MAN Diesel & Turbo

Figure 2, curve 1: Load limit curve
This curve represents the maximum permitted engine overload.
Figure 2, curve 2: Recommended combiner curve
The combiner curve must have a sufficient distance from the load limit curve (saved in the engine control). This is
ensured by the propeller control inclusive the engine protection against the overload.

Operating range for dredge
pump (mechanically driven)

Operation/Operating fluids Pe Effective engine output LR Maximum permitted engine out-
put after load reduction request
General n Engine speed from engine control
pe Effective mean pressure
Md Torque I Operating range I: Continuous
MCR Maximum Continuous Rating operation

1 Theoretical propeller curve

Figure 3: Operating range for dredge pumps; MCR based on reduced rated engine's 2012-04-17 - de
output

Figure 3, range I: Operating range continuous engine operation
Dredge pumps mechanically driven directly by the engine may be operated only in the speed range 80 - 100% of the
engine rated speed at the full constant torque.

6 (7) 6680 3.4.3-01 EN

MAN Diesel & Turbo 3.4.3

Other limitations Operative management I - Starting the engine

▪ Engines serving as a mechanically main drive for fixed-pitch or variable-
pitch propellers are blocked at 100 % power. Fixed-pitch propeller sys-
tems may be operated for short periods at max. 10%, variable-pitch pro-
pellers at max. 5% of speed depression, related to the maximum contin-
uous power.

▪ Depending on the engine type and on the request for their output power,
engines serving as drive systems for dredgers are blocked and may be
run at a maximum speed reduction of 20 %.

▪ In certain rare cases it may be necessary to lock defined speed ranges
for continuous engine operation.
For fixed-pitch propeller applications and/or for resiliently mounted
engines (in an early designing stage) restrictions of the navigable speed
range result from: torsional vibration calculations, simulation of resilient
mounting, results of the cylinder crankcase vibration calculations.

These data are non-binding approximate values. The definitive stipulations
for operation are the conditions that were agreed between the purchaser, the
shipyard/planning agency and engine manufacturer.

Blockages/restrictions must not be removed without prior consultation
with MAN Diesel & Turbo SE.

2012-04-17 - de Operation/Operating fluids

General

6680 3.4.3-01 EN 7 (7)



MAN Diesel & Turbo 3.4.4

Engine run-in Operative management I - Starting the engine

Prerequisites

Engines require a run-in period
▪ when commissioning on-site, if after test run the pistons or bearings

were dismantled for inspection or if the engine was partially or fully dis-
mantled for transport.
▪ after fitting new drive train components, such as cylinder liners, pistons,
piston rings, crankshaft bearings, big-end bearings and piston pin bear-
ings.
▪ after the fitting of used bearing shells.
▪ after long-term low-power operation (> 500 operating hours)

Additional information

Irregularities on the surface of the piston rings and the cylinder liner wall are
smoothed out during the run-in process. The process is complete once the
first piston ring fully seals the combustion chamber, i.e. the running surface
of the first piston ring is even around its entire circumference. If the engine is
subjected to excessive loading beforehand, hot exhaust gases will escape
between the piston ring and wall of the cylinder liner. This destroys the oil film
at these points which leads to damage (e.g. burnt spots) on the running sur-
face of the rings and cylinder liner, increased wear and higher oil consump-
tion during subsequent operation.
There are many factors that influence how long the run-in period lasts, these
include the condition of the piston ring surface and the cylinder liner, the
quality of the fuel and lubricating oil, the engine load and engine rpm. The
run-in periods shown in fig. 1 are therefore for guidance only.

Operating media The fuel used must meet the quality standards (see Section 3.3) and be
compatible with the specific design of the fuel system.
Fuel The lubricating oil used during the run-in period of the engine must satisfy the
relevant fuel quality requirements (see Section 3.3).
Lubricating oil

Type and source of danger Operation/Operating fluids

Flush the entire lubricating oil system thoroughly before bringing the V28/33D
engine into operation for the first time. See 010.005 Engine - Work
Instructions, Work Card 000.03.

2010-03-22 - de Engine run-in Inspections of the bearing temperature and crankcase must be conducted
during the run-in period:
Checks ▪ the first one after 10 minutes of operation at minimum speed.
▪ then after operation at full power.

6739 3.4.4-01 EN 1 (3)

3.4.4 MAN Diesel & Turbo

Operative management I - Starting the engine Standard running-in The bearing temperatures (camshaft bearings, big-end bearings and main
programme bearings) must be determined in comparison with adjoining bearing. For this
Running in during purpose an electrical sensor thermometer may be used as a measuring
commissioning on site device.
Running-in after fitting new At 85% load after having reached full power, the operating data (ignition
drive train components pressures, exhaust gas temperatures, charge pressure, etc.) must be tested
and compared with the acceptance test record.
Running-in after refitting The run-in programme may be carried out with fixed-pitch, variable-pitch, or
used or new bearing shells zero thrust propellers. The engine output should remain within the range
(crankshaft, big-end and shown in fig. 1. i.e. below the theoretical propeller curve, during the entire
piston pin bearings) run-in period. Critical speed ranges should be avoided.
Running-in after low load Barring exceptions, four-stroke engines are always subjected to a test run in
operation the manufacturer's premises. As such, the engine has usually been run in.
Nonetheless, after installation in the final location, another run-in period is
Operation/Operating fluids required if the pistons or bearings were disassembled for inspection after the
test run, or if the engine was partially or fully disassembled for transport.
V28/33D If during revision work the cylinder liners, pistons, or piston rings are
replaced, then a new run-in period is required. A run-in period is also
required if the piston rings are replaced in only one piston. The run-in period
must be conducted according to Figure 1 or according to the associated
explanations.
The cylinder liner must be rehoned according to Work Card 050.05, if it is
not replaced. A transportable honing machine may be requested from one of
our Service and Support Locations.
When used bearing shells are reused, or when new bearing shells are instal-
led, these bearings have to be run-in. The run-in period should be 3 to 5
hours under progressive loads, applied in stages. The instructions in the
above paragraphs, particularly under "Inspections" and in fig. 1. must be
observed.
Idling at higher speeds for longer periods of operation should be avoided.
Continuous operation in the low load range may result in substantial internal
pollution of the engine. Residue from fuel and lubricating oil combustion may
cause deposits on the top ring of the piston exposed to combustion, in the
piston ring channels as well as in the inlet channels. Moreover, it is possible
that the charge air and exhaust pipe, the charge air cooler, the turbocharger
and the exhaust boiler may be polluted with oil.
Since the piston rings have adapted themselves to the cylinder liner accord-
ing to the running load, increased wear resulting from rapid acceleration and
possibly other engine faults (piston-ring blow-bys, piston seizure) should be
expected.
After a longer period of low load operation (≥ 500 operating hours) the engine
should therefore be run-in again, taking the output used as the starting point,
according to fig. 1.
Also see instructions in section 3.5.4 "Part Load Operation".

Further information 2010-03-22 - de

If you need any further information, contact MAN Diesel & Turbo SE
customer services or the license holder.

2 (3) 6739 3.4.4-01 EN

MAN Diesel & Turbo 3.4.4

A Propeller with adjustable pitch D Run-in period in [h] Operative management I - Starting the engine
(engine speed) E Engine speed and engine power

B Propeller with fixed pitch (engine in [%]
speed)

C Engine output (reference range)

Figure 1: Standard running in programme for marine engines (variable speed), engine
type V 28/33 D, 32/40 + 32/44 CR

2010-03-22 - de Operation/Operating fluids

V28/33D

6739 3.4.4-01 EN 3 (3)



MAN Diesel & Turbo 3.5

3.1 Prerequisites Operative Management II - Monitoring Operating Data
3.2 Safety
3.3 Operating fluids
3.4 Operative management I - Starting the engine
3.5 Operative Management II - Monitoring Operating

Data
3.6 Operative Management III - Operating faults
3.7 Operative Management IV - Shutting down the

Engine

2013-02-19 - de Operation/Operating fluids

6739 3.5-02 EN 1 (1)



MAN Diesel & Turbo 3.5.1

Monitoring the engine/Performing routine work Operative Management II - Monitoring Operating Data

Engine monitoring/Performing checks

Modern engine installations are generally operated automatically using intelli-
gent control systems. Hazards and damage are precluded to a large extent
by internal testing routines and monitoring devices. Nevertheless, regular
controls are required to ensure that the causes of potential problems are
detected as early as possible and promptly solved. Moreover, the required
maintenance work must be performed within the periods required.

The checks described below pertain, at least during the guarantee period, to
the owner's duty of care. However, they should be continued after the war-
ranty term expires. The time and costs required are low in comparison to
those generated by troubleshooting failures or damage, which are undetec-
ted or detected too late. Results, observations and handling of such monitor-
ing measures must be recorded in a machine log. In order to enable an
objective assessment of the observations, reference values must be defined.

Continuous checks(hourly/ The continuous checks should extend to the following measures:
daily) ▪ Assess the operating status of the propulsion system, check for alarms

and shutdowns,

▪ visual and audible assessment of the systems,
▪ Check of output and consumption values,
▪ Check of the filling level of all operating media tanks,
▪ Check of the most essential engine operating data and ambient condi-

tions,

Periodic checks(daily/ ▪ Check of the smooth running of engine, turbocharger and generator.
weekly) In somewhat longer intervals the scope of the continuous checks should be
supplemented according to the following points.

▪ Checking the progress of the operating hours and the conformance of
the operating hours in multi-engine installations

▪ Evaluation of the progress of the number of starts
▪ Check of the printers or recording instruments
▪ Check of all of the relevant engine operating data
▪ Evaluation of the stability of the speed governor and control linkage
▪ Check for unusual vibrations and strange running noises
▪ Check of the functionality of all systems, units and main components
▪ Check of the condition of the operating media

Routine work The following routine work must be carried out regularly according to impor- Operation/Operating fluids
tance:
Fuel oil system ▪ Check the service tank and replenish on time. Before changing to V28/33D

2010-09-27 - de another tank, drain the water from the previous one.
▪ Never allow the service tank to empty completely as this could cause air

to enter the pipes and the injection system would consequently need to
be bled.
▪ Drain off or remove water regularly and desludge storage tank regularly
as otherwise deposits could form up to the drain connection.

6739 3.5.1-02 EN 1 (4)

Operative Management II - Monitoring Operating Data3.5.1 MAN Diesel & Turbo

Lube oil system ▪ Observe cleanliness when pumping the fuel. During every refuelling oper-
ation, analyse the fuel spot test (see 010.005 Engine - Work Instructions,
Cooling water system Work Card 000.05) and store it with the operating log sheets. The fuel
must satisfy the quality requirements.
Starting air system
Charge air system ▪ Check the level of lubricating oil in the oil sump and top up as necessary.
▪ Check the lubricating oil temperatures upstream and downstream of the
Operation/Operating fluids 2010-09-27 - de
cooler.
V28/33D ▪ The lube oil pressure at the operating stand needs to be checked regu-

larly, especially during engine starts.

Shutting down the engine

The engine must be switched off immediately once the oil pressure has
dropped.

▪ Check the water content of the lubricating oil at the specified intervals
(see maintenance schedule, section 4).

▪ Use grades of lubricating oil that satisfy the quality requirements (see
Section 3.3.5).

▪ Check the cooling water level in the compensating tanks (cylinder and
injection valve cooling system) and top up as necessary. Check the con-
centration of slushing oil (see Section 3.3.7 and 010.005 Engine - Work
Instructions, Work Card 000.07).

▪ Check the cooling water discharge temperatures. If the temperature is
higher than the maximum temperature value and this cannot be correc-
ted, reduce the engine load and take remedial action. Reduce the tem-
perature slowly to prevent the engine overheating.

Faults in the engine cooling circuit

If faults develop in the engine's cooling water circuit, especially if the
cooling water pump breaks down, switch off the engine immediately!

▪ Fill the compressed-air tank immediately after starting the engine to
ensure that a sufficient quantity of compressed air is always available.

▪ If the relative air humidity is high, a large amount of condensate may form
in the charge air distributor (see Section 3.5.9). The drainage of conden-
sate must be checked via the waste water line. If the condensate is
drained off via a float valve, check this valve to make sure it is working
correctly. To ensure that as little condensate as possible forms, the
charge-air temperature should be kept as high as possible at all times
during operation, taking the other operating parameters into account.

▪ Compare the charge air pressure recorded in the test run report with the
existing charge air pressure at the engine. This can provide you with
insights into the condition of the exhaust gas turbocharger and charge air
cooler. The charge-air pressure measured by a differential pressure
gauge upstream and downstream of the charge air cooler provides an
indication of the degree of contamination on the air side of the cooler.

2 (4) 6739 3.5.1-02 EN

MAN Diesel & Turbo 3.5.1

Additional work/information Operative Management II - Monitoring Operating Data

Service data ▪ Although the output of the cylinders is the same, the exhaust gas tem-
peratures may vary slightly. We do not recommend that you adjust the
engine to achieve similar or identical exhaust gas temperatures.

▪ The loading of the cylinders should be as even as possible. You can
check this by comparing the ignition pressures and fuel supply settings
of the electronic fuel injection controller.

▪ Check the exhaust gas temperatures and compare these with the values
previously measured (acceptance report). If significant differences are
identified, determine the cause and eliminate the fault.

▪ Check the exhaust gas opacity. If oil is in the combustion chamber, the
exhaust gases will have a bluish colour; if the exhaust gases have a dark
or black colour, this indicates poor combustion or overloading.

▪ The engine output must be reduced if the combustion air temperatures
or air pressures are not the same as the values used to define the out-
put.

Measuring the ignition ▪ Ignition pressure measurements must be taken for all cylinders at speci-
pressure fied intervals (see Maintenance Schedule, Section 4). Pressure-volume
diagrams can be obtained using an electronic ignition pressure measur-
ing device, manufactured by Baewert or Meerane for example (also refer
to Section 3.5.2). The start of ignition and the ignition pressures can be
determined by studying the compression and expansion curve. This is an
effective way to compare the loads of each individual cylinder. The igni-
tion pressures may only slightly deviate from the average value (±5%)
and must not exceed the specified value. Higher pressures indicate that
fuel is being injected too early or that too much fuel is being injected;
lower pressures indicate that fuel is being injected too late or that too lit-
tle fuel is being injected. Any irregularities that occur can be identified by
comparing the corresponding characteristic curves with the characteris-
tic curves produced by a new engine. The following values should be
entered in every diagram in order to be able to carry out comparisons at
a later date if required: turbine speed, charge air pressure, exhaust air
temperature of each cylinder, engine rpm, fuel-injection pump fill setting
and any fuel used when recording the indicator characteristics.

Determination of output ▪ The performance of marine engines can be determined based on the
engine's operating values. With diesel generator systems, the engine
output can be determined based on the actual output of the generator.
See Section 3.5.5.

Crankcase monitoring ▪ Systems that are designed for unmanned operation are equipped with a
crankcase monitoring system in order to be able to identify signs of dam-
age to bearings at an early stage and thus prevent further damage. To Operation/Operating fluids
do this, three systems that operate alternately or even jointly are used: oil
mist detector, splash oil monitoring system and bearing temperature V28/33D
monitoring system.

2010-09-27 - de ▪ The oil mist detector monitors the concentration of oil vapour in the
crankcase for each cylinder (or cylinder pair in V-engines) and triggers an
audible or visual alarm or switches the engine off automatically if smoke
is produced when lubricating oil evaporates. This occurs if the bearing
temperatures are too high or the pistons are slightly damaged.

▪ The splash oil monitoring system determines the temperatures of the
individual crankcases (or running gear pairs in V-engines) indirectly via
the splash oil. If a defined maximum value and/or permissible deviation
from the average value is exceeded, the safety system triggers an engine
stop.

6739 3.5.1-02 EN 3 (4)

3.5.1 MAN Diesel & Turbo

Operative Management II - Monitoring Operating Data ▪ The crankcase bearing temperature is monitored by resistance thermom-
eters in the crankshaft bearing housings. These thermometers send
impulses to the safety system which, depending on the type of signal
received, triggers an audible or visual alarm or automatic shutdown of
the engine.

Operation/Operating fluids 2010-09-27 - de

V28/33D

4 (4) 6739 3.5.1-02 EN

MAN Diesel & Turbo 3.5.2

Engine Log Book Operative Management II - Monitoring Operating Data

Engine Log Book

Classification Bodies and many Monitoring Authorities require that an engine
log book be kept. We also recommend that you record the checking proce-
dures in an engine log book, in spite of having printing devices available. In
the log you may also record observations and activities as well as the neces-
sary actions. The following information should also be entered into the engine
log book:
▪ Measurement and test results,
▪ Fuel change and refuelling,
▪ Experiences/conclusions from maintenance and repair work.
It depends on the measurements taken by the Manager/Chief Engineer, to
turn the engine log book into a useful tool or an important instrument of
operative management.
Since opinions regarding the form of the engine log book differ substantially,
we have not provided a sample log. We are, however, willing to provide you
with support and to help you, in particular, in recording reference values. The
primary sources of information should be the test run and the certificate of
acceptance as well as the "List of Measuring and Regulating Devices".
Valuable experience/information for decisions can be collected when impor-
tant operating data, service life data or actions are not only recorded, but
also represented in the course of time. For this purpose, diagrams similar to
figure 1 may be useful. This approach provides a simple tool for trend analy-
sis.

2008-10-28 - de Figure 1: Diagrams for Trend Analysis Operation/Operating fluids
6680 3.5.2-03 EN
V28/33D

1 (1)



MAN Diesel & Turbo 3.5.3

Load curve during acceleration/manoeuvring Operative Management II - Monitoring Operating Data

Acceleration and load times of diesel engines in marine systems

The loading of a diesel engine cannot be increased/decreased at any desired
rate. The following aspects must be taken into account.
▪ Thermal and mechanical loads,
▪ Exhaust gas clouding,
▪ Power output of the turbocharger.
The shortest possible load increase/reduction curve for ship's main engines
is defined accordingly in fig. 1.

Time (min.) with preheated engine Time (min) with engine at preheating tempera-
(Oil temperature ≥ 40°C, fresh water tempera- ture
ture ≥ 60°C) (lubricating oil temperature ≥ 40°C, freshwater
temperature ≥ 60°C)
Operation/Operating fluids
Figure 1: Load curve during manoeuvring
V28/33D
Acceleration In the AHEAD direction, no more than 60% of the power should be released
until 15 seconds have elapsed during emergency manoeuvres or until 30
2009-11-16 - de seconds have elapsed during normal manoeuvres. At least 30 seconds or 3
minutes should pass before the output reaches 100%. Diagram part 3.

In the ASTERN direction, no more than 70% of the power should be released
before 15 seconds or 40 seconds have elapsed. Higher power outputs are
not available because of the propeller characteristics. Diagram part 2.

6739 3.5.3-02 EN 1 (2)

Operative Management II - Monitoring Operating Data3.5.3 MAN Diesel & Turbo

Deceleration It should take at least 15 seconds to decelerate from FULL SPEED AHEAD
to STOP and it should take at least 10 seconds to decelerate from FULL
Also consider ... SPEED ASTERN to STOP. Diagram part 1/4. If the load reduction is more
rapid, the turbocharger may start pumping.
As far as possible, marine main engines should not exceed approx. 75% of
speed or approx. 40% of load when in the preheated state. They should only
be operated at full load once they have reached operating temperature.
When determining the acceleration and load-reduction periods, observe that
the ratio between the dynamic behaviour time constants of the main drive
and ship must be approx. 1:100. It therefore follows that extremely short
acceleration or load-reduction times generally do not improve the manoeu-
vring behaviour (with the exception of towing vessels and small, fast ships).
For normal manoeuvring characteristics, therefore, we strongly advise users
to observe the normal time sequences and to only run emergency manoeu-
vres as an exception. This can make a substantial contribution towards long-
term reliable operation.
For engines that are operated locally, observance of the load curves is the
responsibility of the engine room personnel. For engines that are operated
remotely, the normal and emergency manoeuvring load programmes must
be integrated in the remote control system. This must be coordinated
between the purchaser, shipyard and engine manufacturer.

Operation/Operating fluids 2009-11-16 - de

V28/33D

2 (2) 6739 3.5.3-02 EN

MAN Diesel & Turbo 3.5.4

Part-load operation Operative Management II - Monitoring Operating Data

Part-load operation In principle, the following load conditions are distinguished:
▪ Overload: > 100 % of the full load power
Definition ▪ Full load: 100 % of the full load power
▪ Partial load: < 100 % of the full load power
Correlations ▪ Low load: < 25 % of the full load power
The ideal operating conditions for the engine assuming uniform loading are
Improved conditions between 60 and 90% of the full-load output. The engine control and power
Operation on diesel fuel output of all systems are based on full-load operation.
Conditions in the cylinders are not ideal for combustion in idling mode or dur-
ing low-load operation. Deposits may form in the combustion chamber that
increase soot emissions and soiling of the cylinder.
In addition, the cooling water temperature during low-load operation or
manoeuvring cannot be regulated to optimum effect under all load condi-
tions.
The engines will normally perform better in low-load operation
▪ if they are equipped with a two-stage charge air cooler.
The following regulations apply for low-load operation on diesel fuel:
▪ Continuous operation under 20% of full-load power should be avoided

whenever possible. If this is absolutely necessary, special arrangements
must be made with MAN Diesel & Turbo SE.
▪ Zero-load operation, particularly at rated speed (generator operation) is
only permissible for 1 to 2h max.
There are no restrictions on loads greater than 20% of the full load, provided
that the specified engine operating values are not exceeded.

2009-11-16 - de Operation/Operating fluids

V28/33D

6739 3.5.4-02 EN 1 (2)

3.5.4 MAN Diesel & Turbo

Operative Management II - Monitoring Operating Data

Figure 1: Time limits for low-load operation (on left-hand side), continuation of "relieving operation" (load reduction) (on
right-hand side)

Comment The engine will have to be run-in again if it has been operated for > 500 hrs.
at low load.

Acceleration time

It must not take less than 15 min. to accelerate from the low load
currently used to 70% of the engine's rated output.

Example Line a (time limit for low-load operation):
low-load operation at 7.5% of the engine's rated output is permissible for a
Operation/Operating fluids maximum of 12 hours after which the engine's output must be increased.
Line b (continuation of "relieving operation"):
V28/33D the engine output must be increased to at least 70% of the rated output for
roughly 1.6 hrs. following low-load operation. This is necessary in order to
remove deposits that may have accumulated during low-load operation.

2009-11-16 - de

2 (2) 6739 3.5.4-02 EN

MAN Diesel & Turbo 3.5.5

Calculating the engine output and locating the engine operating point Operative Management II - Monitoring Operating Data

Preliminary remarks The engine power is one of the most important operating characteristics. It
serves as a standard for the assessment of the engine's operating efficiency
Fundamental Options and reliability. However, it also serves as a point of reference in the assess-
ment of other operating data. The power levels with the corresponding
For marine main engines speeds or the speeds with the corresponding fuel pump supply values pro-
With diesel generator vide the load points. The position of these load points permits conclusions as
systems to
▪ changes in resistance factors (of the ship),
Preparations ▪ losses, leakage, damage and
▪ the efficiency of the injection, turbocharger and charge air system.
2009-11-16 - de For older engines (> 30,000 hours of operation), a reliable evaluation is only Operation/Operating fluids
possible for load points for which all of the three above-mentioned parame-
ters are known. Further relevant operating data can be taken into account to V28/33D
ensure a correct evaluation.

The effective engine output Pe of marine main engines cannot be measured
directly. The torque must be measured instead. The indicated output Pi of
medium-speed four-stroke diesel engines also cannot be derived from the
indicator characteristics.
Alternatively, the desired load point can be calculated from the engine speed
and fuel oil filling index. Conclusions can be drawn from this regarding the
appropriate effective output. In order to do this however, the same fuel and
same fuel temperature are required.
The effective engine output with generator systems can be determined fairly
accurately based on the actual generator output Pw, which is continuously
measured, and the actual efficiency ηgen, although this fluctuates slightly dur-
ing normal operating conditions. However, this method does not provide for
changes that occur at the engine or generator to be assessed. Alternatively,
or additionally, load points can be specified (as described above) and the
results compared.

The fuel oil filling index is set during the engine test run at the factory. The
same applies in the case of marine engines and stationary engines. With
marine engines, the values are entered on an additional sheet in relation to 3
propeller curves. The diagram corresponds to fig. 1. To determine the oper-
ating point and engine output, refer to the corresponding diagram in the
acceptance report.
You can use these tools to determine the engine output and assess the
operating points. For this reason, on marine main engines, during the test
journey, and immediately afterwards with a laden ship, the engine speeds
and the pump charges must be simultaneously and precisely recorded. This
should take place with different engine outputs, under normal operating and
weather conditions, and with the fuel intended for continuous operation. For
ships with variable-pitch propellers, you must ensure that the pitch setting
remains the same. The operating points established in this way must also be

6739 3.5.5-02 EN 1 (4)

3.5.5 MAN Diesel & Turbo

Operative Management II - Monitoring Operating Data entered in the diagram. They serve as reference values for the evaluation of
parameters subsequently determined. In the meantime, they should be inter-
preted in accordance with the diagram in the acceptance report.
For stationary engines, it is only necessary to copy the pump charges from
the acceptance report to the form.

Calculation of working point and engine power

Example (marine main The operating point and the engine output are calculated according to the
engine) same principle shown in the example in fig. 1. In this case, the characteristic
values are:

Engine type 20V 28/33D,
Rated output 9100 kW,
Rated engine speed 1000 rpm

Work steps Required work steps:
▪ Measure the engine speed and fuel pump charge. The following values

were determined:

Rotational speed 960 rpm,
Pump charge 88%

▪ Convert the measured speed into a percentage of the rated speed. The
result in this case is 96%.

▪ Locate the speed value (96%) on the speed axis and extend this point
upwards, perpendicular to the axis.

▪ Determine the fuel oil filling index (88%) on the filling scale and extend a
line from this point parallel to nearest filling line (arrowed) to the speed
line.
Point of intersection = operating point.

▪ Draw a horizontal line through the intersection with the power axis and
determine the value. The result in this case is 86%.

▪ Calculate the corresponding engine output.

Operation/Operating fluids 2009-11-16 - de

V28/33D

2 (4) 6739 3.5.5-02 EN

MAN Diesel & Turbo 3.5.5

Operative Management II - Monitoring Operating Data

2009-11-16 - de 1 Limiting curve for power 5 Line for 100% torque and 8 Charge air preheating Operation/Operating fluids
output 100% mean effective range
pressure V28/33D
2 Recommended combina-
tor curve 6 Lines for constant filling

6739 3.5.5-02 EN 3 (4)

3.5.5 MAN Diesel & Turbo

Operative Management II - Monitoring Operating Data 4 Range with blow-off flap 7 Range with blow-over flap
open open

Figure 1: Example diagram for determining the operating point and engine output

Prerequisites Diagram prepared appropriately according to situation, characteristic operat-
ing points added, adjusted to the normal fuel.

Generator units For generator units, the same procedure should be used. Operating points
can only be found here at the 100% engine speed line, or immediately next
to it.

Evaluation of the results

The operating point which has been determined must be in the permissible
operating range. This is to the right of the theoretical propeller curve in the
case of marine engines, at least when the ship and engine are new.
The propulsion system has been correctly designed if the following charge
values are present when the system is new:

Fixed-pitch propeller 85 - 90 %,
Variable-pitch propeller 85 - 100 %,
Gensets
100 %

Operation/Operating fluids See Section 3.4 - Permissible outputs and speeds. 2009-11-16 - de
If the operating points shift to the left with otherwise the same starting condi-
V28/33D tions, this is attributable to higher ship's resistances, changes to the propeller
(larger diameter, greater pitch) or propeller damage.
If the operating points shift upwards (higher charge values), this is attributable
to lighter fuels, higher preheating temperatures, malfunctions or wear in the
injection system or malfunctions in the supercharging/gas exchange system.
With normal fuels and functional preheating and cleaning devices, wear of
injection pump plungers and guides only takes effect after a longer period of
operation (> 30 000 operating hours).
As there are a large number of possible factors and it is difficult to assess
their effect, we recommend that, when in doubt, you consult your nearest
Service Centre or the MAN Diesel & Turbo SE Service Centre in Augsburg.

Profitable performance, rpm values and speeds

The usual test run and commissioning programme of marine main engines
does not only includes the calculation of the engine speeds and pump
charges as described in the "Preparations" section, it also includes establish-
ing the achieved speeds and the related fuel consumption figures.
The following related values are required for operational/economical deci-
sions.
▪ Engine speed/charge,
▪ Ship speed and
▪ Fuel consumption
With your assistance, the following questions can be answered reliably.
▪ How much fuel is required to cover route A at speed B?
▪ At what rpm/speed (economical speed) does the ship have the greatest

range with a specific amount of fuel?

4 (4) 6739 3.5.5-02 EN

MAN Diesel & Turbo 3.5.7

Equipment for engine modification for special operating conditions Operative Management II - Monitoring Operating Data

Overview

The four-stroke engines and turbochargers of MAN Diesel & Turbo SE are
designed to achieve optimum results, e.g. fuel consumption and emission
behaviour at normal operating performance. Special operating situations can,
however, be better accommodated using supplementary or alternative
equipment.

Table 1 shows such equipment for adapting the engine to special operating
conditions/for optimising the operation behaviour.

Equipment/Measure Intended use/Load condi- Ship
tion

Bypassing of charge air Partial load X

Increasing the charge air temperature (2- Partial load X
stage charge air cooler)

Variable injection timing All loads X

Table 1: Equipment for optimising the operating performance, x = availability

Brief descriptions The charge air pipe is connected via a pipe with a smaller diameter and a
bypass flap to the exhaust pipe. The flap is closed in normal operation. Dur-
Device for bypassing charge ing propeller operation with 25 and 75% load, the offer of air for the engine is
air relatively small or the charge air pressure relatively low. To increase the air
volume available to the engine under these conditions, charge air is blown
into the exhaust pipe. For this purpose the bypass flap opens. The resulting
pressure increase in the exhaust pipe leads to increased turbine power and
thus also to an increase in charge air pressure.

Device for increasing the The throttle flap is controlled by a pneumatic actuator cylinder depending on
charge air temperature (2- the engine speed and the filling setting of the fuel pumps. Please refer to
stage charge air cooler) Sections 2.4.1 and 3.5.8.
Higher air temperatures in partial load operation lead to improved combus-
tion and thus to reduced exhaust gas pollution. This condition may be ach-
ieved when a two-stage charge air cooler is placed in partial-load operation
(20 ... 60 % load) and when the low temperature (LT) stage preheats the
charge air.

Variable fuel injection timing A conventional camshaft/fuel pump with direct drive provides the fuel pres- Operation/Operating fluids
sure for the injection. The injection timing is controlled by an electronic sole-
2008-10-28 - de noid valve which is located on the fuel pump and is activated by an electrical V28/33D
signal from the engine control system. The optimum injection timing depends
on the engine speed/load and is saved in the memory of the engine control
system.

6739 3.5.7-01 EN 1 (1)



MAN Diesel & Turbo 3.5.8

Bypass charge air Operative Management II - Monitoring Operating Data

Technical structure

The equipment to bypass charge air mainly consists of the connection
between the charge air pipe (1) and the exhaust gas pipe (8), the throttle flap
(4) and its pneumatic control.

1 Charge air pipe 4 Throttle flap
6 Electro-pneumatic 3/2-way valve 8 Exhaust pipe

Figure 1: Device for bypassing charge air (schematic diagram)

Functional description

2010-09-22 - de This valve is pneumatically actuated. The air supply to the pneumatic drive is Operation/Operating fluids
controlled by a three/two-way solenoid valve. The valve is activated by a 24V
signal from the engine control system when the engine speed coincides with V28/33D
the activation points which have been programmed into the control software.
The speed settings can be changed in the menu, a hysteresis ensures stabil-
ity and prevents malfunctions during operation.

For CPP (controllable pitch propeller) an air bypass of the charge air into the
exhaust pipe occurs under the following standard conditions:
▪ 580/min < speed < 900/min
▪ 20 % < engine load < 75 %
▪ Stable engine load (engine is not started/clutch not engaged).
for Waterjet and FPP (fixed pitch propeller):
▪ 580/min < speed < 900/min
▪ Stable engine load (engine is not started/clutch not engaged).
By bypassing charge air into the exhaust pipe, the charge air pressure and
the specific air and exhaust gas volume is increased and the exhaust gas
temperature before and after the turbine is reduced.

6739 3.5.8-02 EN 1 (2)

3.5.8 MAN Diesel & Turbo

Operative Management II - Monitoring Operating Data Setting

The setting of all elements occurs during the engine test run in the factory
and is verified during commissioning. These settings must not be changed
during the warranty period, or only by prior consultation with MAN Diesel &
Turbo SE.

Emergency Operation

If necessary, the three/two-way valve can be manually activated by actuating
a switch on the solenoid valve.

Operation/Operating fluids 2010-09-22 - de

V28/33D

2 (2) 6739 3.5.8-02 EN

MAN Diesel & Turbo 3.5.9

Condensate water in charge air pipes and pressure vessels Operative Management II - Monitoring Operating Data

Basics

Air contains water in extremely fine distribution - as water vapour. During
compression and cooling of air, some of this water condenses. This applies
to the compression and cooling of the charge air by the turbocharger and
charge air cooler and it applies to the behaviour of compressed air in air cyl-
inders. The quantity produced increases:
▪ with increasing air temperature,
▪ with increasing air humidity,
▪ as the charge air pressure increases and
▪ as the charge air temperature falls.
After the charge air cooler, i.e. in the charge air pipe, 1,000 kg of water per
hour may be produced under certain circumstances. This is due to the great
volumes of air and the relatively high charge air pressures. At tropical tem-
peratures the effect is even greater.

The amount of water produced in air cylinders is much less. It hardly ever
exceeds 5 kg per filling.

The condensed water quantity must be reduced as far as possible. Water
must not enter the engine.

The water outlet of the charge air distributor must function correctly!
The water should be drained from the air tanks after filling and before
the air is used!

Nomogram for determining the condensed water volume

The quantity of water that condenses in the charge air distributor, or in a
pressure vessel, when air is compressed and cooled can be determined
using the nomogram in Figure 1. The principle behind this method is descri-
bed using the following two examples.

2011-11-02 - de Operation/Operating fluids

V28/33D

6739 3.5.9-01 EN 1 (4)

3.5.9 MAN Diesel & Turbo

Operative Management II - Monitoring Operating Data

Figure 1: Nomogram used to determine the quantity of condensed water in charge air pipes and pressure vessels

Example 1 - Establishing the water volume produced in the charge air pipe

1. Step Ambient temperature 35 ℃
relative humidity 90%
Operation/Operating fluids In the diagram this results in point of intersection
I, 0.032 kg water/kg air
V28/33D i.e. the original water content with

Step 2 Charge air temperature after cooler 50 ℃
Charge air pressure (Overpressure) 3.0 bar
In the diagram this results in point of intersection 2011-11-02 - de
II, 0.018 kg water/kg air
i.e. the reduced water content with

3. Step The difference between I and II is the condensed water quantity A:

A = I – II = 0.032 – 0.018 = 0.014 kg water/kg air

2 (4) 6739 3.5.9-01 EN

MAN Diesel & Turbo 3.5.9

4. Step The quantity of water QA that accumulates per hour is obtained by multiplying the above by the Operative Management II - Monitoring Operating Data
engine output and specific air throughput:

Engine output P 12400 kW

specific air flow ratee* 7.1 kg/kWh

QA = A ∙ P ∙ Ie = 0.014 ∙ 12400 ∙ 7.1 = 1230 kg water/h

Example 2 - Establishing the water volume arising in a pressure vessel

1. Step External temperature 35°C,
relative air humidity 90%.
In the diagram this results in point of intersection
I, 0.033 kg water/kg air.
i.e. the original water content with

2. Step Temperature T of the air in the tank 40 °C = 313 K,
Pressure in the tank (overpressure) pü 30 bar, corresponding to
absolute pressure Pabs 31 bar or 31 · 105 N/m2
In the diagram this results in point of intersection
III, 0.0015 kg water/kg air.
i.e. the reduced water content with

3. Step The difference between I and III is the condensed water quantity B:

B = I – III = 0.033 – 0.015 = 0.0315 kg water/kg air.

4. Step Multiplied with the air mass m in the tank produces the water volume QB, which arises when
filling the pressure vessel:
QB = B·m
m is calculated as follows:

In this equation: 31∙10 5 N/m2 Operation/Operating fluids
The absolute pressure in the tank pabs 4,000 dm3 = 4 m3,
Volume of the pressure vessel V 287 Nm/kg ⋅ K, V28/33D
Gas constant for air R 40 °C = 313 K.
Temperature T of the air in the tank

2011-11-02 - de

Resulting in the following 4.35 kg water
QB = B · m = 0.0315 · 138 kg =

6739 3.5.9-01 EN 3 (4)

3.5.9 MAN Diesel & Turbo

Operative Management II - Monitoring Operating Data * The specific air throughput depends upon the type of engine and the engine load. Approximate determination of the
condensed water quantity can use the following approximate values:

Four-stroke engines Approx. 7.0 ... 7.5 kg/kWh,

Two-stroke engines approx. 9.5 kg/kWh.

Operation/Operating fluids 2011-11-02 - de

V28/33D

4 (4) 6739 3.5.9-01 EN

MAN Diesel & Turbo 3.6

Operative Management III - Operating faults

3.1 Prerequisites
3.2 Safety
3.3 Operating fluids
3.4 Operative management I - Starting the engine
3.5 Operative Management II - Monitoring Operating

Data
3.6 Operative Management III - Operating faults
3.7 Operative Management IV - Shutting down the

Engine

2013-02-19 - de Operation/Operating fluids

6739 3.6-02 EN 1 (1)



MAN Diesel & Turbo 3.6.3

Emergency operation upon failure of a turbocharger Operative Management III - Operating faults

Preliminary remarks

General Turbochargers are turbo machines with high loads. They operate at
extremely high speeds and also relatively high temperatures and pressures.

Despite a careful operation of the system, deviations may occur which
require emergency operation.

Breakdown of a turbocharger The following criteria can indicate turbocharger damage/failure:

▪ Sudden drop in turbocharger speed,
▪ Strong vibrations or noise caused by the turbocharger
▪ High exhaust gas temperatures which are uncommon for the engine's

load conditions

In these cases the fault must be investigated/eliminated immediately!

If, in the event of an emergency, continuous operation of the engine is
necessary despite a defective turbocharger, this is only permissible
with reduced engine power and with special measures for the
emergency operation of the engine.

Available equipment Turbocharger:
The engine is designed with an exhaust pipe which is connected to all cylin-
ders and supplies both turbochargers and an air distributor, which distributes
the compressed air to all cylinders. Therefore, if one turbocharger fails, it is
possible to cut off the damaged turbocharger and operate the engine with
reduced power, using the other turbocharger. The following is provided for
this purpose:
▪ Blank plate which is plugged between the flanges of the exhaust pipe

downstream of the last cylinder and upstream of the damaged turbo-
charger.
▪ Blank plate which is plugged between the flanges of the compressor out-
let and the air supply pipe to the intermediate coolers of the damaged
turbocharger.

2008-12-08 - de Engine emergency operation with turbocharger failure Operation/Operating fluids

The engine may not be V28/33D
stopped by deactivating an
emergency condition.

Note that the turbocharger can be damaged despite the measures
listed in the following. This poses a potential danger to persons and
property! This engine emergency operation is only permissible for the
period of time required for resolving the emergency situation!

6739 3.6.3-01 EN 1 (3)

3.6.3 MAN Diesel & Turbo

Operative Management III - Operating faults The engine can be stopped Action to be taken:
for a short period of time. ▪ Reduce the engine output so that

– the maximum exhaust gas temperature downstream of the cylinder is
not exceeded,

– the maximum exhaust gas temperature upstream of the turbocharger
is not exceeded,

– increased exhaust gas opacity is minimised.
▪ DANGER! Do not stand near the turbocharger!
▪ Take the necessary precautionary measures for possible fire-extinguish-

ing measures!
▪ Evaluate the damage and rectify the fault at the next opportunity!

The engine's emergency operation must not last for any longer than is
absolutely necessary!

Action to be taken:
▪ Stop the engine
▪ Carry out the necessary work on the turbocharger.

– Cut off the damaged turbocharger by applying the blanking plate.
▪ Limit the maximum output once the engine has been restarted to achieve

the following
– the maximum exhaust gas temperature downstream of the cylinder is

not exceeded,
– the maximum exhaust gas temperature upstream of the turbocharger

is not exceeded,
– increased exhaust gas opacity is minimised.
▪ DANGER! Do not stand near the turbocharger!
▪ Take the necessary precautionary measures for possible fire-extinguish-
ing measures!
▪ Evaluate the damage and rectify the fault at the next opportunity!

Operation/Operating fluids Achievable maximum performance 2008-12-08 - de

V28/33D The following criteria limit the achievable engine load in emergency operation:
▪ the maximum exhaust gas temperature downstream of the cylinder,
▪ the maximum exhaust gas temperature upstream of the turbocharger,
▪ the exhaust clouding
The following output values are only reference values.

Breakdown of a turbocharger V 28/33 D

Engine operation at variable speed 40 % of the rated power at the associ-
ated speed

Table 1: Emergency operation with turbocharger failure - maximum achievable power/
speeds

2 (3) 6739 3.6.3-01 EN

MAN Diesel & Turbo 3.6.3

The above power values are only reference values. If required, the power Operative Management III - Operating faults
must be reduced further.

2008-12-08 - de Operation/Operating fluids

V28/33D

6739 3.6.3-01 EN 3 (3)



MAN Diesel & Turbo 3.6.4

Failure of the power supply (blackout) Operative Management III - Operating faults

Failure of power supply

The term "blackout" refers to a power failure. In this case, the fuel pumps
and the venting system in the crankcase stop. In ships with variable-pitch
propellers, the control system immediately reduces the propeller pitch to zero
and sets the engine speed to idle at 400 rpm.

All pumps for fresh water, sea water, diesel oil and lubricating oil are driven
by the engine; the engine control and the protection system are supplied by
a 24V redundant power supply (UPS). Therefore the engine stays in opera-
tion as long as there is fuel in the service tank. In this condition, however, the
engine speed is limited to 600 rpm, since the ventilation system in the crank-
case failed and a pressure is therefore built up in the crankcase.

Stopping/starting the engine If the engine was operated at high load before the power failure and this is no
after a power failure longer necessary, it must run in idle for 15 min. to cool it down before it
stops. The engine is stopped completely normally by actuating the stop
switch which triggers the automatic shut-down process – see 3.4.1.

After a power failure, the engine is started again completely normally by
pressing the start switch which triggers the automatic start-up process – see
3.4.1.

2008-10-28 - de Operation/Operating fluids

V28/33D

6739 3.6.4-01 EN 1 (1)