STORK 6SE280 Overhaul Report

Engineer’s Report
(Bme057 / Issue 3)
Providing safety through mechanical excellence
Client: Macduff Shellfish
Vessel: Isla S
Date: 19/02/2018
BME Job No. J11851.00
Report No. BMER0982
Bartech Engineer J. Collins; M. Short; R. LaVos
Engine Type Stork-Wartsila 6SW280
Equipment Serial Numbers 82014
Engine Hours 139549
Reason & Description of Complete an overhaul of the main engine and

Planned Work scope: auxiliaries
Vat No: GB 4635797 08

Tel: +44 (0) 1206 791552
Company No: 02154196
Fax: +44 (0) 1206 225241
Registered Office:
Email: info@bartechmarine.com
Unit D E & F, Chandlers Row,
Web: www.bartechmarine.com
Colchester, Essex, CO1 2HG
Lapline Ltd trading as Bartech Marine. All business is transacted subject to the general conditions of Lapline Ltd.
Engineer’s Report
(Bme 057/ Issue 3)
Introduction
Bartech Marine attended Isla S to carry out a complete overhaul of the main engine. This
was completed whilst the vessel was in dry dock at Dunston Engineering in Hull, as part of
its planned schedule of maintenance.
Work Carried Out
Bartech arrived on site on the 2nd of January. All tools and spares were unloaded into a
container on site. Unfortunately, due to the site contact and shipyard personnel not
arriving until the 3rd we were unable to start work until the following day.
The following items were removed from the engine for inspection and overhaul at Bartech:
• Turbo charger
• 6 x Cylinder heads
• Governor
• Fuel pumps
• Injectors
• Rocker Gear
• Pistons
• Connecting rods
• Crankshaft
• Oil cooler
• Intercooler
• 2x fresh water pump
• Fuel booster pump
• Coolant pump
• Oil pump
• Liners
As the engine was dismantled, external components such as the air and water manifolds
were chemically cleaned and visually inspected.
The rubber seals between the coolant rail and exhaust elbows were found to be hard and
distorted so these were replaced.
Turbocharger
The turbocharger was removed from the engine and sent to Bartech’s workshop in
Colchester. The lagging surrounding the exhaust was removed and found to be in poor
condition (Figure 1 & 2). A recommendation was made to the customer to replace the
lagging following the rebuild, this was rectified locally by the client.
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Figure 1 Lagging removed Figure 2 Lagging in poor condition
The turbocharger was then completely dismantled and chemically cleaned. The turbine
and compressor housing along with the central housing was inspected for signs of
cracking and scuffing from the rotor assembly – none were found. The rotor assembly was
cleaned, and crack detected prior to being sent for dynamic balancing. The nozzle ring
was cleaned and inspected and evidence of cracking was found (Figure 3). A new nozzle
ring was ordered and fitted.
Figure 3 Cracked nozzle ring Figure 4 Completed turbo
Once the rotor assembly was returned from balancing the turbocharger was rebuilt using
a comprehensive overhaul kit which included all new bearings, seals, assembly screws
and stainless-steel tab washers. The rotor assembly end float was measured and was
within new manufacturer limits. The completed assembly was loaded onto a pallet for
transportation to the vessel (Figure 4).
Governor
The governor was removed from the engine (Figure 5). This was then sent back to
Bartech’s workshop for overhaul.
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Figure 5 Governor removed Figure 6 Governor on test prior to overhaul
The unit was placed on the test rig (Figure 6) and allowed to run for 15 minutes to warm
through before any figures were taken. It was noted the oil pressure was below the
recommended pressure of 150psi. A full set of figures were taken on the up-ward pressure
range. The hysteresis was checked on the downward pressure range and found to be
varying. This is an indication of internal component wear or possibly worn flyweight toes
which alters the pre-set balancing port position.
Figure 7 Cleaned parts ready for reassembly Figure 8 Wear marks on drive shaft
The unit was fully dismantled and the casting placed in paint stripper to remove all old
paint and oil deposits. The casting was checked for any wear on the bores and none was
found. All internal components were washed in a solvent based cleaner to remove all
traces of oil prior to inspection (figure 7). All the internal parts were coated in a black
lacquer. This is normally an indication of wear on the drive shaft where the seal locates.
An inspection of the internal components found the ball head flyweight toes were worn as
expected and there was a groove in the drive shaft in the area where the oil seal is
located (Figure 8).
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The governor was rebuilt (Figure 9) using all OEM approved components internally which
included a new diaphragm, bearings seals, gaskets, lock washers, and cotter pins.
Figure 9 Governor during rebuild Figure 10 Hydraulic jacks in use
The governor was then placed onto the test rig and filled with clean engine oil. The
governor was allowed to warm up to 50°C. The governor’s speed and pressure are
stamped on the unit’s data plate but there was no set point for the droop, so the unit was
set to the droop figure as was found upon arrival at the vessel. Speeds were checked and
adjusted in accordance with both pre-test figures and those on name plate. Hysteresis
was checked and found to be within 1 rpm.
The emergency manual speed control device was refitted and the oil drained. The unit
was then bolted to a transport stand for return to the vessel.
Cylinder heads
The cylinder heads are mounted with hydraulically stretched studs. This required a special
jacking system to be fitted to each stud to allow the nuts to be removed (Figure 10). It was
found upon removal of the cylinder head nuts that one of the studs was badly corroded
which required the nut to be removed from the stud using oxy-acetylene equipment
(Figure 11 & 12). During this process the engine was protected as much as reasonably
practicable to avoid contamination. The cylinder heads were then removed from the
engine using chain blocks.
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Figure 11 Nut damaged Figure 12 Damaged stud showing corrosion
The six-cylinder heads were transported to a local workshop where they were dismantled
and chemically cleaned. The valve springs, collets, rotor caps and valves we also
chemically cleaned. Upon inspection of the cleaned components it was found that
eleven of the valve rotator caps had excessive wear. The exhaust valves and valve seats
were found to be heavily pitted. These were re-cut (Figure 13) and lapped before being
measured. All valves were found to be within the manufactures maximum recommended
wear tolerances. It is recommended that the valves be replaced at the next overhaul. One
of the cylinder head core plugs had previously had a poor repair and was replaced.
After the rebuild of the cylinder heads, the water ways were pressure tested to twice
operating pressure. All were OK.
On the cylinder heads there are cylinder relief valves which should activate at 200bar.
Each valve was tested and was found to be cracking at the incorrect pressure. All were at
100bar or less. All valves were replaced with new items pre-set to the correct pressure by
Wartsila OEM.
Figure 13 Recut valve seats Figure 14 Corroded cylinder head stud
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The cylinder head stud & nuts were difficult to remove due to paint and corrosion. Five
studs were replaced due to corrosion (Figures 14). There is evidence that there has been
considerable force put on the studs as they are stretched to 90% of their elasticity when
fitted. The cylinder block stud holes have signs of corrosion in the block and threads. The
stud hole threads were cleaned out using a thread tap.
Cylinder Block
Cylinders 1 & 2 were found to require machining of the landing surface as they were out
of tolerance and visually in poor condition due to being heavily corroded.
Cylinders 1 & 2 were machined, and spray metal welded. The areas not requiring work
were environmentally protected using sheeting to eliminate any air born particles from the
bead blasting, metal spraying and machining processes (Figure 15 & 16).
Once machining was completed the block faces were cleaned of all oil, greave and
paint residues and prepared for the re-assembly using the overhauled components
Figure 15 Machining in progress Figure 16 Machining complete
The e bores on cylinders 3, 4, 5 & 6 were all pitted, but we believe they will seal correctly
without issues.
Fuel Lines
The fuel lines from the pump to the injector were removed and found to be in poor
condition. The nipples were badly worn, and some threads damaged. The fuel lines were
replaced (figure 17 & 18).
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Figure 17 Fuel line thread damage Figure 18 Nipple damaged
Fuel Pumps
Fuel pumps were removed, cleaned, packed & sent to Colchester for overhaul by a local
fuel injection specialist where the pumps were dismantled, cleaned and inspected.
The fuel pump elements were found to be worn and required replacing (Figure 19).
Figure 19 Worn fuel pump element Figure 20 Broken plunger spring
One fuel pump plunger spring was found to be broken (Figure 20) and the remaining five
springs were found to be in poor condition and were replaced. One control sleeve was
also found to be cracked, this was replaced. The ends of the control rods were worn, and
these were machined to bring them back into manufacturers tolerances.
The pumps were rebuilt, replacing the plungers and barrels. We have also fitted a
replacement control sleeve, six plunger springs and all new joints and gaskets. The pumps
were pressure tested to ensure no leakage between the fuel gallery and the engine oil
side, no leaks were identified. They were set up on the test rig and tested to specification.
All pumps performed ok.
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Injectors
These were removed and returned to Bartech for testing. The injectors were set up on the
test rig and tested. The spray patterns and cracking pressures were not within the OEM
specifications with the nozzles hosing and the pressure releasing too early. New nozzles
were sourced and a full rebuild of each injector was carried out.
They were then retested and the nozzle opening pressures set to OEM specification, all
injectors passed ok.
Rocker Gear
The rocker gear was removed and taken to a local workshop where it was dismantled,
cleaned and measured by a Bartech engineer with assistance from the workshop
engineers. All bushes were replaced with new.
Pistons
The pistons were removed along with the connecting rods using chain blocks (Figure 21 &
22). All pistons were chemically cleaned and then visually inspected for wear and
damage. The ring grooves were measured prior to chemical cleaning, all were within OEM
tolerances and gudgeon pin bores were dimensionally checked with a bore gauge. All
pistons had their respective piston rings removed.
Figure 21 Piston removed Figure 22 Connecting rod under repair
Connecting rods
The connecting rods were removed and cleaned. The small ends were measured and
found to be out of OEM specification, so new bushes were fitted. The large end was then
measured and found to be out of tolerance and oval. Bartech recommended that the
connecting rods be re-machined to reduce costs rather than replacing them. Although
this affected the total time of the overhaul, significant cost savings were achieved. The
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connecting rods were packed & returned to Bartech for overhaul. Following the
machining, the connecting rods were re-measured and shot peened. They were then
crack-detected, and no issues were identified.
Crankshaft
Due to the size of the engine and where it is situated, it was not possible to remove the
crankshaft. To check the serviceability of the crankshaft, one main bearing cap was
removed and the bearing and crankshaft journal were inspected for wear. Nothing of
note was identified.
Oil cooler/ filter assembly
The oil cooler was removed from the vessel (Figure 23) and taken to the local workshop for
overhaul. The unit was dismantled and then chemically cleaned. The unit was then rebuilt
using new seals, and pressure tested to twice the working pressure.
Figure 23 Oil cooler removed Figure 24 Intercooler under repair
Intercooler
Upon removal of the intercooler it was noticed that there was an oil/water mixture forming
a mayonnaise type substance inside the intercooler cover (figure 24). The intercooler was
chemically cleaned, inspected and rebuilt. It was then pressure tested and no issues of
note were identified. Our conclusion for the mayonnaise like substance is that this was
caused by a slight oil mist in the intake system, which then condensed during cool down
periods. This is normal and is not of concern.
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Drive gearbox
The ancillary drive gearbox, which drives the two fresh water pumps, fuel booster pump
and the oil pump was removed for overhaul (figure 25 & 26). The gearbox was
dismantled, and cleaned on the vessel. The bearings although ok were replaced as per
the OEM service schedule for an engine that is undergoing a full overhaul. With the
gearbox dismantled it was discovered that there was substantial damage to the water
pump drive gear output serrations. A new gear was sourced and installed. The mating
services were cleaned and the gearbox was rebuilt and re-installed.
Figure 25 Gear box removed Figure 26 Gearbox removed
Water pump
The water pump was removed from the ancillary gearbox and sent to the workshop for
overhaul. The unit was dismantled and chemically cleaned to allow for further inspection.
The main water pump driveshaft splines were found to be worn and required
replacement. Once the new shaft arrived the pump was rebuilt using all new bearings,
seals and gaskets. Once the rebuild was complete the unit was then pressure tested to
30psi using 50/50 mix coolant for a total time of one hour. No leaks were identified.
Fuel Booster Pump
The fuel booster pump was rebuilt on site. The unit was dismantled and inspected for
wear. The pump was then cleaned. There were no issues of note identified so the unit was
rebuilt using new bearings and gaskets. The unit was then re-refitted.
Sea Water Pump
The sea water pump was removed from the ancillary gearbox and sent to the local
workshop for overhaul using standard overhaul materials. The unit was dismantled and
chemically cleaned to allow for further inspection. The pump was in generally good
condition and no additional parts were required. The pump was rebuilt using all new
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bearings seals and gaskets. Following the completion of the overhaul the pump was
pressure tested to 30psi using 50/50 mix coolant, for a total time of one hour. No leaks
were identified.
Oil Pump & Oil Supply Lines
Following the removal of the oil pump from the engine a visual inspection was carried out
and no excessive wear was found in the drive gear or its corresponding drive.
The oil pump was completely dismantled, all parts washed then arranged for inspection
against manufactures limits and dimensional requirements. All oil supply lines were
separated, washed and checked for damage, no damage was found.
The bush bores were checked for scoring and none were identified. The rotor back lashes
and end floats were also checked, and no issues were identified. The unit was assembled
using gaskets supplied in the manufactures overhaul kit and the pump checked for free
rotation following the completion of assembly.
Liners
The liners were removed using a lifting plate along with a chain block. This took a
considerable amount of time due to the condition of the liners. There was a thick sludge
inside the water jacket, it was apparent that the liners had been leaking for some time &
there was visible corrosion around the liner bores (Figure 27 & 28). The liners were
replaced (Figure 29 & 30).
Figure 27 Corroded liner bores Figure 28 Corroded liner bores
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Figure 29 Liners removed Figure 30 Water jacket
Engine First Run

The engine was filled with water to check for leaks. The water pipes from the exhaust were
found to be leaking so the flex master couplings were removed and rubber hose fitted
with jubilee clips. The water was then drained, and the engine was refilled with coolant.
Once completed, the engine was then filled with oil, this took a considerable amount of
time due to the ambient temperature and the oil being viscous.
The fuel system was bled and had an initial setup carried out. An engine start was then
attempted. Unfortunately, one of the air start valves was firing at the wrong time. Upon
further inspection it was found to not be sealing sufficiently and so required replacement.
The decision was then made by MacDuff to replace all the air start valves. With the new air
start valves fitted another attempt to start the engine was made. The engine took longer
than expected to fire due to being very cold. The engine pre-heat system fitted to the
engine is not very efficient and was not heating the engine effectively.
The engine was run at 600 rpm for 10 minutes to check for leaks. The stop signal was
working correctly, and gauges were functioning. The engine was then run up to operating
speed over one hour with no load. The engine was hunting and No.6 cylinder was 40
degrees lower than the other cylinders. To ensure the gauge was reading correctly, this
was swapped from another cylinder, with the same results. Due to the engine not being
on load this was to be expected as all fuelling adjustments need to be made with the
engine operating under load. There was also some evidence of hunting of the engine on
initial start-up, this was due to there being a small amount of air in the governor and the
engine oil being very cold and viscous. Once the engine had warmed up and the oil
thinned down, the engine revs stabilised and held steady. During this run it was found that
the ancillary drive gearbox had an oil leak from the oil seal, this required the gearbox
along with the ancillary components to be removed and resealed. The engine was then
run again, and the oil leak had been resolved.
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Once the initial running test had been completed there were several days wait while other
works were carried out on the vessel before sea trials could commence.
Sea Trial
The sea trial and run in procedure was as follows:
• One hour and a half with 20% load

• 30 mins with 30% load whilst the dredge was dropped
The engine test sheet is attached at the end of this report. The engine was fully monitored
during the test and when the test was at the 100% load a set of peak combustion
pressures were taken. OEM specification states that you should have no more than 10bar
difference between cylinders. The highest was 117.7bar and the lowest was 111.9bar
which were within specification. No adjustments to the fuel racks were necessary.
The following Amots were also checked and adjusted;
• HT water temp set to 91°C

• LO temp set to 83°C
• Charge air temp set to 60°C
• Low rpm LO pressure set to 0.62bar
• High rpm LO pressure set to1.45bar
• HT & LT water pressure set to 0.3bar
The overspeed trip was also checked and adjusted to 920 rpm and then tested. No issues
were identified. Previously the engine had hunting issues and erratic exhaust
temperatures. As the engine reached full temperature these issues disappeared. The
engine test run sheets can be seen at the end of this report.
Outstanding Actions
None at time of sea trial completion.
Recommendations
Continued servicing should be carried out in line with the manufactures

recommendations. Regular oil samples should be taken to monitor engine condition.
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Time 18:00 19:30 20:45 21:30 22:15 23:00 23:45 00:45 01:45 02:45
RPM 360 520 520 650 650 740 740 460 810 810
% load 0% 20% 20% 40% 40% 60% 60% 30% 100% 100%
Fuel Pres 2.8 2.5 2.2 2.2 2.2 2.2 2.2 2.8 2.2 2.2
Gov Output 2.5 - 3 4 4 5 5 5.5 5.5 4 7 7
Cyl 1 Exhaust Temp 55°C 220°C 205°C 250°C 250°C 270°C 275°C 200°C 300°C 300°C
After Turbo Temp 85°C 270°C 270°C 350°C 350°C 360°C 360°C 280°C 360°C 360°C
Comp. Intake Temp 17°C 18°C 11°C 12°C 13°C 13°C 13°C 13°C 14°C 13°C
Comp Out Temp 19°C 24°C 25°C 52°C 52°C 87°C 87°C 23°C 125°C 120°C
Comp Pressure 0bar 0.15bar 0.15bar 0.5bar 0.5bar 0.9bar 0.9bar 0.15bar 1.6bar 1.6bar
Intercooler Out Temp 25°C 25°C 25°C 25°C 25°C 30°C 30°C 23°C 40°C 38°C
HT Cool Pres 0.5bar 0.5bar 0.7bar 1bar 1bar 1bar 1bar 0.5bar 1bar 1bar
HT Cool Temp 42°C 71°C 80°C 82°C 82°C 84°C 84°C 82°C 84°C 84°C
LT Cool Pres 0.2bar 0.4bar 0.6bar 0.6bar 0.6bar 0.6bar 0.6bar 0.6bar 0.6bar 0.6bar
LT Cool Temp 17°C 23°C 25°C 27°C 30°C 30°C 30°C 30°C 33°C 34°C
LO Pressure 2.2bar 2.5bar 1.6bar 2.5bar 2.5bar 2.5bar 2.8bar 1.2bar 3.3bar 3.2bar
LO Temp 30°C 53°C 66°C 65°C 68°C 70°C 71°C 64°C 73°C 73°C
LO Temp B/fore
Cooler 22°C 40°C 55°C 65°C 68°C 70°C 71°C 64°C 73°C 73°C
LO Temp After Cooler 18°C 30°C 52°C 55°C 57°C 50°C 56°C 58°C 63°C 61°C
SW Temp 6°C 6°C 6°C 6°C 6°C 6°C 6°C 6°C 6°C 6°C
Fuel Rack Pos 1 8,9 10 10 14 14 17 17 10 21 21
Fuel Rack Pos 2 8,9 11 10 14 14 17 17 9 21 21
Fuel Rack Pos 3 8,9 12 11 15 15 18 18 11 22 22
Fuel Rack Pos 4 8,9 11 11 14 14 17 17 10 21 21
Fuel Rack Pos 5 8,7 10 10 14 14 18 18 11 21 21
Fuel Rack Pos 6 8,7 11 11 14 14 17 17 10 21 21
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Cylinder Head Test Sheet
(Bme 018J3 / Issue 6)
General
Date 13/01/2018 Cylinder Head P/N

Job No. J11851 Engine Stork-Wartsila 6SW280
Macduff Shellfish No. Of Cylinders 6
Fill in below as appropriate i.e. if the engine is not a V configuration where there is no A or B bank (e.g. Inline
engine) fill out first table and complete table for the relevant amount of cylinders only.
For clarity please appropriate tick box
V Engine In – line Engine
Additional Note: If you are only overhauling for example a couple of heads, although a full set would be 12
please use the note box at the bottom of this form to state this i.e. “ only 2 heads overhauled as per customer
request” or something of this nature.
Measurements - A Bank
Cylinder No. 1 2 3 4 5 6 7 8
Nominal
BME Test S/N
Sizes
Valve Min:19.915 Inlet A 19.94 19.94 19.93 19.92 19.94 19.93
Stem Max:19.870 Inlet B 19.94 19.93 19.93 19.93 19.92 19.93
Diameter Exhaust A 19.93 19.94 19.93 19.93 19.93 19.94
Min:
Max: Exhaust B 19.93 19.94 19.94 19.92 19.94 19.92
Inlet A 20.076 20.083 20.099 20.088 20.081 20.065
Valve Min:20.04 Inlet B 20.071 20.081 20.071 20.086 20.086 20.079
Guide Max:20.20
mm Exhaust A 20.038 20.025 20.025 20.033 20.023 20.025
Bore
Exhaust B 20.03 20.038 20.027 20.032 20.025 20.021
Inlet A
Depth Of Valve Head Inlet B

Below Cyl Head Face Exhaust A
Exhaust B
Inlet Inner A
Inlet Inner B
Inlet Outer A
Valve Springs (Free Inlet Outer B

Length) Exh Inner A
Exh Inner B
Exh Outer A
Exh Outer B
Measurements - B Bank
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Cylinder No. 1 2 3 4 5 6 7 8
Nominal
BME Test S/N
Sizes
Valve Min: Inlet A
Stem Max: Inlet B
Diameter Exhaust A
Min:
Max: Exhaust B
Inlet A
Valve Inlet B
Min:
Guide Max: Exhaust A
Bore
Exhaust B
Inlet A
Depth Of Valve Head Inlet B

Below Cyl Head Face Exhaust A
Exhaust B
Inlet Inner A
Inlet Inner B
Inlet Outer A
Valve Springs (Free Inlet Outer B

Length) Exh Inner A
Exh Inner B
Exh Outer A
Exh Outer B
Engineer
Comments from Measuring Procedure
In-House Crack Detection Using Dye Penetrant Method
A Bank
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Cyl No. 1 2 3 4 5 6 7 8
BME Test
Crack Detection
S/N
Pass/Fail
B Bank
Cyl No. 1 2 3 4 5 6 7 8
BME Test
Crack Detection
S/N
Pass/Fail
Engineer
Witness
Sub-Contract Crack Detection Information if Employed
Crack Detect Method
Company Used (If Applicable)

Certification Received (If
Applicable)
Engineer
Witness
Comments from Sub-Contract Detection Procedure
Hydro-static Test
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A Bank
Cyl No. 1 2 3 4 5 6 7 8
BME Test
Hydro-static Test
S/N
pass pass pass pass pass pass
Pass/Fail
B Bank
Cyl No. 1 2 3 4 5 6 7 8
BME Test
Hydro-static Test
S/N
Pass/Fail
Test Pressure (PSI) 7bar
Engineer
Witness
Comments from Hydro-static Testing Procedure
Type a n new core plug fitted to number 6 head pressure tested ok.
Valve Seat Renewal
Any valve seats that are re-cut or renewed usually require the re-grinding of valves and lapping procedure to ensure
correct sealing. See comments for any details of undersized or oversized seats used.
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If replacing valves seats it is important that both the valve seat bore and the valve seat insert diameter are measured
with regard to the interference fit. If available please refer to literature for details on dimensions, for example for a
Paxman YJ, dimensions of the valve seat bore is in the ops & maint book and there are drawings for the inlet and
exhaust inserts, having looked at these it appears that there is around a 0.003” to 0.005” interference, if you have no
literature use this as a guide.
A Bank
Cyl No. 1 2 3 4 5 6 7 8
BME Test
S/N
Valve Seat Ok? C/Pass C/Pass C/Pass C/Pass C/Pass
Inlet A C/Pass
Pass/Fail
C/Pass C/Pass C/Pass C/Pass C/Pass C/Pass
Renewed/Cut Inlet B
Exh A
Exh B
B Bank
Cyl No. 1 2 3 4 5 6 7 8
BME Test
S/N
Valve Seat Ok?
Inlet A
Pass/Fail
Renewed/Cut
Inlet B
Exh A
Exh B
Engineer
Comments
All seats and valves cut all passed leak test
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Test Sheet
Gudgeon Pins
(Bme018F9/ Issue 1)
DATE 13/01/2018 TEST SHEET NO

JOB NO Macduff Shellfish ALTERNATOR NO
ENGINEER John Collins VESSEL NAME Isla s
PORT / STARBOARD SIDE ENGINE NO
1 2 3
GUDGEON PIN AA BB AA BB AA BB
1 119.989 119.964 119.989 119.989 119.964 119.989
2 119.989 119.989 119.989 119.964 119.964 119.989
3 119.989 119.938 119.989 119.964 119.964 119.989
4 120.015 120.015 120.015 119.964 119.964 119.989
5 119.938 119.964 119.964 119.938 119.964 119.964
6 119.964 119.964 119.964 119.989 119.989 119.964
7
8
1 2 3
A
B B
INDICATE IF ABOVE ITEM *USED *REJECTED * DELETE AS APPROPRIATE
IF ITEM REJECTED PLEASE COMPLETE NEW DIMENSION SHEET
COMMENTS
Tel: +44 (0) 1206 791552 Vat No: GB 4635797 08

Fax: +44 (0) 1206 225241 Company No: 02154196
MEASUREMENT REPORT
Connecting rod
After repair
Customer : Bartech Marine Engineering Reportnumber : 116494 Date measured: 23-01-2018

Unit D,E & F, Chandlers Row
Our Ordernr : MVS21438-1
CO1 2HG COLCHESTER, ESSEX
UNITED KINGDOM Reference : 0000012233
Installation (ship) : J11851.00
Description : Conrod Stork Werkspoor Diesel SW280
Unique number 1 2 3 4 5 6 7 8 9 10 11 12
8711 8699 8714 8731 8693 8708
BIG-END
Nominal dimension 233,000 mm
Position 1 +1½ +2 +1½ +1 +1½ +1½
A Position 2 +1½ +2 +1½ +1 +1½ +1½
Position 1 +1½ +2 +1½ +1 +1½ +1½
B Position 2 +1½ +2 +1½ +1 +1½ +1½
Position 1 +1½ +2 +1½ +1 +1½ +1½
C Position 2 +1½ +2 +1½ +1 +1½ +1½
Position 1 +1½ +2 +1½ +1 +1½ +1½
D Position 2 +1½ +2 +1½ +1 +1½ +1½
B.E. repaired YES YES YES YES YES YES
SMALL-END
Nominal dimension 120,000 mm
Position 1 +7½ +8½ +8½ +8½ +7 +7½
E Position 2
Position 1
+8
+11
+7½
+12½
+8½
+11½
+7½
+12½
+7½
+11½
+8
+11½
F Position 2 +12 +12½ +11½ +10½ +12 +12
GENERAL
New bush NO NO NO NO NO NO
New bolts NO NO NO NO NO NO
Straight YES YES YES YES YES YES
Cracks found NO NO NO NO NO NO
Crack testing NO CRACKS have been found, inspected by means of Magnetic test
REMARKS
All bigends repaired and shotpeened. Old bushes mounted. Measurement: in 0,01 mm
Sign:
Place: Schiedam
Pagina 1
We check for surface cracks by using the Magnetic process. As this process will
Mark van Schaick B.V. +31 10 4090599
not detect hidden cracks beneath the surface we can offer NO guarantees
Nieuwe Waterwegstraat 7 +31 10 4090590
against such cracks causing failure in the future.
3115 HE Schiedam info@markvanschaick.nl
The Netherlands www.markvanschaick.nl
MEASUREMENT
RECORD
Services, Wärtsilä Netherlands B.V.
Engine section Engine type Ref. Date Issue Document No. Page
1111 Crankshaft Wärtsilä SW280 WNL–S 04-09-2003 01 mr280/1111/01 1(1)
Installation (ship): ISLA S Engine type: 6SW280 Engine No: 82014

Unit, DG-set No.: Temperature (°C): 10 Engine running hours:
Crankshaft initials:
Crankshaft
Main journal and crankpin dimensions. Measurement deviation 0.01mm.
Non flywheel side Flywheel side

1 1 X
X-X
F 1 D
X AB
E AB C
Main journal Nominal dimensions: mm Standard dimensions: mm
Number 1 2 3 4 5 6 7 8 9 10 11
1
A
2
1
B
2
Eccentricity between centers Eccentricity supported

Number 1 2 3 4 5 6 7 8 9 10 11
Centers
Supp.
Eccentricity flanges and gear wheel location

C D E F G
Crankpins Nominal dimensions: 220,00 mm Standard dimensions: 220,00 mm

1 2 3 4 5 6 7 8 9
1 -1 -1 -1 -1 -1 -1
A
2 -1 -1 -1 -1 -1 -1
1 -1 -1 -1 -1 -1 -1
B
2 -1 -1 -1 -1 -1 -1
Remarks: crankpin must be between 219,97 and 220,00. All crankpins are in the given tollerances
Date of measurement: 13-1-2018 Place: HULL Name: BARTECH
Wärtsilä Netherlands B.V. Office: Hanzelaan 95 Telephone: +31 38 425 32 53

P.O. Box 10608 8017 JE Zwolle Telefax +31 38 422 35 38
8000 GB Zwolle The Netherlands
MEASUREMENT
RECORD
Service, Wärtsilä Nederland B.V.
1301 Engine block SW28(0) WNL–S 01.06.2007 01 mr280/1301/03 1(1)
Installation (ship): Isla S Engine type: 6SW280 Engine No: 82014 Order No: J11851
Unit, DG-set No.: Temp. (°C): Engine running hours:
Landing for cylinder liner in engine block

measuring points
1
8 2
Driving 7 3 Free
end end
6 4 0.03
5 0.03 A
measured
depth
Nominal landing depth: 0.45 – 0.55 mm

No-go: 0.75 mm
Measurements to be given in 1/100 mm

Cylinder number
A-bank
1 2 3 4 5 6 7 8 9
1
2
3
Landing depth 4
at
measuring point 5
6
7
8
Perpendicularity ⊥
Cylinder number
B-bank
1 2 3 4 5 6 7 8 9
1 0.508 0.482 0.596 0.482
2 0.533 0,508 0.596 0.508
3 0.584 0.558 0.596 0.533
Landing depth 4 0.635 0.558 0.622 0.533
at
measuring point 5 0.762 0.606 0.635 0.533
6 0.787 0.787 0.609 0.508
7 0.711 0.660 0.609 0.508
8 0.787 0.609 0.609 0.495
Perpendicularity ⊥
Remarks:
Date of measurement: 13-1-2018 Place: HULL Name: Bartech
Wärtsilä Nederland B.V. Office: Hanzelaan 95 Telephone: +31 38 425 32 53

P.O. Box 10608 8017 JE Zwolle Telefax: +31 38 422 35 64
MEASUREMENT
RECORD
(W-internal)
Services, Wärtsilä Netherlands B.V.
1301 Engine block SW280 WNL–S 03.07.2009 01 mr280/1301/05 1(2)
Engine No: 82014 Engine type: 6SW280 Engine running hours:

Installation (ship): Isla S Unit, DG-set No: Amb. temp [°C]: Order No: J11851
Machining of liner bores in engine block
Nominal design size [mm] No-go [mm] Nominal machining size [mm] Remarks
Bore diameter X 365.000 – 356.036 - 373.000 - 373.057 QGReg-++
Bore diameter Y 348.000 – 348.057 - 362.000 - 362.036
Line engine / Cylinder number

A-bank 1 2 3 4 5 6 7 8 9
Measurements given in 1/100 mm
X 1 365.05 365.04 365.044 365.044 365.04 365.024

before 2 365.016 365.086 365.068 365.058 365.056 365.054
machi- 3 365.022 365.04 365.056 365.054 365.048 365.020
ning 4 365.064 365.008 365.04 365.024 365.032 365.026
1
X after 2
machi-
ning 3
4
X with 1
ring 2
instal- 3
led 4
Y 1 348.072 347.992 348.040 348.039 348.042 348.028

before 2 348.062 347.996 347.972 348.034 348.042 348.030
machi- 3 348.074 347.994 347.956 348.044 348.012 348.038
ning 4 348.078 347.994 348.054 348.060 348.032 348.058
1
Y after 2
machi-
ning 3
4
Y with 1
ring 2
instal- 3
led 4
Wärtsilä Netherlands B.V. Office: Hanzelaan 95 Telephone: +31 38 425 32 53

P.O. Box 10608 8017 JE Zwolle Telefax: +31 38 422 35 64
Services, Wärtsilä Netherlands B.V. Measurement Record
Issue Document No. Page
01 mr280/1301/05 2(2)
Cylinder number
B-bank
1 2 3 4 5 6 7 8 9
Measurements given in 1/100 mm
1
X
before 2
machi- 3
ning
4
1
X after 2
machi-
ning 3
4
1
X with
ring 2
instal- 3
led
4
1
Y
before 2
machi- 3
ning
4
1
Y after 2
machi-
ning 3
4
1
Y with
ring 2
instal- 3
led
4
Remarks:
Date of measurement: Place: Name:

Test Sheet
Cylinder Liners
(Bme018F6 / Issue 1)
DATE 13/01.2018 TEST SHEET NO

JOB NO J11851 ALTERNATOR NO
PORT / STARBOARD SIDE ENGINES NO
AA
2
1.00"
BB
3
OUR SERIAL NO NOMINAL SIZE 280.00/280.03
CYL NO 1 AA 1:280.004 2:280.008 3:280.014 BB 1:280.020 2:280.008 3:280.010
CYL NO 2 AA 1:280.006 2:280.002 3:280.010 BB 1:280.006 2:280.010 3:280.010
CYL NO 3 AA 1:280.022 2:280.018 3:280.014 BB 1:280.014 2:280.010 3:280.016
CYL NO 4 AA 1:280.008 2:280.008 3:280.014 BB 1:280.006 2:280.010 3:280.012
CYL NO 5 AA 1:280.028 2:280.020 3:280.020 BB 1:280.020 2:280.022 3:280.024
CYL NO 6 AA 1:280.028 2:280.028 3:280.028 BB 1:280.026 2:280.026 3:280.032
COMMENTS new liners
Tel: +44 (0) 1206 791552 Vat No: GB 4635797 08

Fax: +44 (0) 1206 225241 Company No: 02154196
Test Sheet
Piston Bore

1 2
PISTON AA BB AA BB
1 120.1166 120.0912 120.1166 120.0912
2 120.0912 120.0912 120.1166 120.0912
3 120.0912 120.0912 120.0912 120.0912
4 120.1166 120.0912 120.0912 120.0912
5 120.1166 120.0912 120.1166 120.0912
6 120.1166 120.0912 120.1166 120.0912
7
8
1 2 A
B
COMMENTS
Tel: +44 (0) 1206 791552 Vat No: GB 4635797 08

Fax: +44 (0) 1206 225241 Company No: 02154196
Test Sheet
Piston Ring Groove/Gap Dimensions

INDICATE IF MEASUREMENTS ARE *RING GROOVES *RING GAPS * DELETE AS APPROPRIATE
PISTON TOP SECOND THIRD FOURTH FIFTH

1 5.19 5.17 5.13 8.04
2 5.18 5.17 5.13 8.05
3 5.18 5.18 5.13 8.04
4 5.21 5.18 5.14 8.05
5 5.19 5.17 5.13 8.04
6 5.18 5.18 5.13 8.04
COMMENTS
Tel: +44 (0) 1206 791552 Vat No: GB 4635797 08

Fax: +44 (0) 1206 225241 Company No: 02154196
Valve Gear Test Sheet
(Bme 018K / Issue 1)
Date 13/01/2018 Cylinder Head P/N
Job No. J11851 Engine Stork-Wartsila 6SW280
Engineer John Collins No. Of Cylinders 6
Measurements - ‘A’ Bank Valve Gear
Cylinder No / Location L1 L2 L3 L4 L5 L6
BME Test S/N (If applicable)

Upper Limit
Inlet A-A 2.1665 2.1664 2.1666 2.1664 2.1665 2.1670
2.1678” Max Limit:
Lever
Lower Limit 2.1704”
Bush B-B 2.1662 2.1662 2.1662 2.1662 2.1662 2.1669
2.1657
Upper Limit
Exhaust A-A 2.1667 2.1662 2.1660 2.1660 2.1658 2.1666
2.1678” Max Limit:
Lever
Lower Limit 2.1704”
Bush B-B 2.1663 2.1656 2.1662 2.1661 2.1655 2.1667
2.1657”
Cylinder No / Location 1 2 3 4 5 6
New Upper Limit
Inlet 2.1640 2.1642 2.1647 2.1646 2.1646 2.1644
Fulcrum 2.1650”
Shaft New Lower Limit
Exhaust 2.1643 2.1635 2.1648 2.1648 2.1645 2.1647
2.1642”
Measurements - ‘B’ Bank Valve Gear
Cylinder No / Location R1 R2 R3 R4 R5 R6
BME Test S/N (If applicable)

New Upper
Inlet Max A-A
Limit
Lever Limit:
New Lower
Bush B-B
Limit
New Upper
Exhaust Max A-A
Limit
Lever Limit:
New Lower
Bush B-B
Limit
Cylinder No / Location 1 2 3 4 5 6
New Upper Limit
Inlet
Fulcrum
Shaft New Lower Limit
Exhaust
Tel: +44 (0) 1206 791552 Vat No: GB 4635797 08

Fax: +44 (0) 1206 225241 Company No: 02154196
Test Sheet
Small End Bush Bores
(Bme018I2 / Issue 1)

BB
AA AA
BB
BORE FREE END NO 1 A-A 4.728 B-B 4.7276 ROD SERIAL NO
BORE DRIVE END: A-A 4.728 B-B 4.7278





DIMENSIONS TO BE TAKEN WITH & WITHOUT BUSH NOMINAL SIZE

INDICATE IF MEASURED * WITH * WITHOUT 4.7277/4.7303
INDICATE IF ABOVE ITEM * USED * REJECTED
COMMENTS
* DELETE AS APPROPRIATE
New bushes
Tel: +44 (0) 1206 791552 Vat No: GB 4635797 08

Fax: +44 (0) 1206 225241 Company No: 02154196

STORK 6SE280 Overhaul Report

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Engineer’s Report

Providing safety through mechanical excellence

Client: Macduff Shellfish

BME Job No. J11851.00

Report No. BMER0982

Bartech Engineer J. Collins; M. Short; R. LaVos

Engine Type Stork-Wartsila 6SW280

Equipment Serial Numbers 82014

Engine Hours 139549

Reason & Description of Complete an overhaul of the main engine and

Vat No: GB 4635797 08

Providing safety through mechanical excellence

Work Carried Out

Vat No: GB 4635797 08

Providing safety through mechanical excellence

Figure 1 Lagging removed Figure 2 Lagging in poor condition

Figure 3 Cracked nozzle ring Figure 4 Completed turbo

Vat No: GB 4635797 08

Providing safety through mechanical excellence

Figure 5 Governor removed Figure 6 Governor on test prior to overhaul

Vat No: GB 4635797 08

Providing safety through mechanical excellence

Figure 9 Governor during rebuild Figure 10 Hydraulic jacks in use

Vat No: GB 4635797 08

Providing safety through mechanical excellence

Figure 11 Nut damaged Figure 12 Damaged stud showing corrosion

Figure 13 Recut valve seats Figure 14 Corroded cylinder head stud

Vat No: GB 4635797 08

Providing safety through mechanical excellence

Figure 15 Machining in progress Figure 16 Machining complete

Vat No: GB 4635797 08

Providing safety through mechanical excellence

Figure 17 Fuel line thread damage Figure 18 Nipple damaged

Figure 19 Worn fuel pump element Figure 20 Broken plunger spring

Vat No: GB 4635797 08

Providing safety through mechanical excellence

Figure 21 Piston removed Figure 22 Connecting rod under repair

Vat No: GB 4635797 08

Providing safety through mechanical excellence

Oil cooler/ filter assembly

Figure 23 Oil cooler removed Figure 24 Intercooler under repair

Vat No: GB 4635797 08

Providing safety through mechanical excellence

Figure 25 Gear box removed Figure 26 Gearbox removed

Fuel Booster Pump

Sea Water Pump

Vat No: GB 4635797 08

Providing safety through mechanical excellence

Oil Pump & Oil Supply Lines

Figure 27 Corroded liner bores Figure 28 Corroded liner bores

Vat No: GB 4635797 08

Providing safety through mechanical excellence

Figure 29 Liners removed Figure 30 Water jacket

Engine First Run

Vat No: GB 4635797 08

Providing safety through mechanical excellence

• One hour and a half with 20% load

The following Amots were also checked and adjusted;

• HT water temp set to 91°C

None at time of sea trial completion.

Continued servicing should be carried out in line with the manufactures

Vat No: GB 4635797 08

Providing safety through mechanical excellence

INDICATE IF ABOVE ITEM USED REJECTED * DELETE AS APPROPRIATE

INDICATE IF ABOVE ITEM USED REJECTED * DELETE AS APPROPRIATE

INDICATE IF ABOVE ITEM USED REJECTED * DELETE AS APPROPRIATE