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Om Rta48t 2004

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0% found this document useful (0 votes)

119 views400 pages

Om Rta48t 2004

Uploaded by

Евгений Савченко

We take content rights seriously. If you suspect this is your content, claim it here.

Available Formats

Download as PDF, TXT or read online on Scribd

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RTA48T

Operating Manual
“Marine”

Vessel:

Type:

Engine No.:
Book No.:

Wärtsilä Switzerland Ltd 24hrs Support: +41 52 262 80 10

PO Box 414 technicalsupport.chts@wartsila.com
CH-8401 Winterthur
Switzerland

E 2004 Wärtsilä Switzerland Ltd, Printed in Switzerland

This page is intentionally left blank
0 Operating Descriptions

1 Bedplate and Tie Rod

2 Cylinder Liner and Cylinder Cover

3 Crankshaft, Connecting Rod and Piston

4 Engine Control, Camshaft and Control Elements

5 Governor, Injection Pump and Actuator Pump

6 Scavenge Air System

7 Cylinder Lubrication and Balancer

8 Piping Systems
OM / RTA / Register

9 Engine Monitoring
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RTA48T Betrieb Group0

Operating Descriptions Group 0

For Particular Attention . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0000–1/A1

o General
– Preface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0010–1/A1
– Table of Contents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0020–1/A1
– Subject Index . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0030–1/A1
– Explanations on the Use of the Operating Manual, Cross Section, Longitudinal Section . . . . 0040–1/A1
– Brief Description of the Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0050–1/A1
– Working Principle of the Two-stroke Diesel Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0060–1/A1
– Interrelationship between Engine and Propeller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0070–1/A1
– Engine Numbering and Designations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0080–1/A1

o Preparation before Taking into Service

– Preparations before a Start after a Short Shut-down (One or More Days) . . . . . . . . . . . . . . . . . 0110–1/A1
– Prepare the Fuel System for Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0120–1/A1

o Operation under Normal Conditions

– Summary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0200–1/A1
– Safety Precaution and Warnings (General Information) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0210–1/A1
– Slow Turning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0220–1/A1
– Starting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0230–1/A1
– Normal Running . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0240–1/A1

o Operating Data Sheet

– Pressure and Temperature Ranges at Continuous Service Power MCR . . . . . . . . . . . . . . . . . . 0250–1/A1
– Alarms and Safeguards at Continuous Service Power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0250–2/A1

o Operation
– Manoeuvring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0260–1/A1
– Changing Over from Diesel Oil to Heavy Fuel Oil and Vice Versa . . . . . . . . . . . . . . . . . . . . . . . . 0270–1/A1

o Viscosity - Temperature Diagram

– Typical Values of Petroleum Fuel Oils . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0270–2/A1

Wärtsilä Switzerland Ltd 1 RTA48T / OM / 1998

Group0 Betrieb RTA48T

o Operation
– Operation at Low Load . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0280–1/A1
– Running on Overload . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0290–1/A1

o Shutting Down
– General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0310–1/A1
– Measures to be Taken after Stopping . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0320–1/A1

o Special Operational Measures

– Running-in of New Cylinder Liners and Piston Rings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0410–1/A1
– Indicator Diagrams . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0420–1/A1
– Indicator Diagrams . . . . . . . . . . . . . . . . . . IMO Compliant . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0420–1/A2
– Measures against Fouling and Fires in the Scavenge Air Spaces . . . . . . . . . . . . . . . . . . . . . . . . 0450–1/A1
– Instructions Concerning the Prevention of Crankcase Explosions . . . . . . . . . . . . . . . . . . . . . . . . 0460–1/A1

o Operation under Abnormal Conditions

– General Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0500–1/A1
– Operation with an Injection Pump Cut Out . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0510–1/A1
– Operation with an Actuator Pump Cut Out (Exhaust Valve Drive) . . . . . . . . . . . . . . . . . . . . . . . . 0520–1/A1
– Operation without Load-dependent Cylinder Lubrication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0530–1/A1
– Operation without Crosshead Lubricating Oil Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0535–1/A1
– Operation with Running Gear Partially or Totally Removed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0540–1/A1
– Operation with Water Leakage into the Combustion Chamber . . . . . . . . . . . . . . . . . . . . . . . . . . 0545–1/A1
– Scavenge Air Cooler Out of Service / Failure of Auxiliary Blowers . . . . . . . . . . . . . . . . . . . . . . . 0550–1/A1
– Defective Engine Control System (Governor Intact) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0560–1/A1
– Governor Defective . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0570–1/A1
– Propeller Uncoupled . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0580–1/A1
– Turbocharger Out of Service . . . . . . . . . Turbocharger VTR Type . . . . . . . . . . . . . . . . . . . . . . . 0590–1/A1
– Turbocharger Out of Service . . . . . . . . . Turbocharger TPL Type . . . . . . . . . . . . . . . . . . . . . . . . 0590–1/A2

o Special Measures before and after Operation

– Preparations before a Start, after a Prolonged Shut-down Period or after an Overhaul . . . . . 0610–1/A1
– Measures to be taken before Putting Out of Service for Extended Period . . . . . . . . . . . . . . . . . 0620–1/A1

7.03 / OM / RTA48T 2 Wärtsilä Switzerland Ltd

RTA48T Betrieb Group0

o Operating Media
– Diesel Engine Fuels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0710–1/A1
– Fuel Treatment, Fuel Oil System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0720–1/A1
– Scavenge Air and Compressed Air . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0740–1/A1
– Lubricating Oils . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0750–1/A1
– Cooling Water / Cooling Water Treatment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0760–1/A1

o Operating Troubles
– General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0800–1/A1
– Troubles During Starting, Reversing and Stopping . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0810–1/A1
– Irregularities During Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0820–1/A1
– Troubles and Damages with Engine Parts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0840–1/A1

Wärtsilä Switzerland Ltd 3 RTA48T / OM / 1998

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RTA48T Operation 0000–1/A1

For Particular Attention

This manual is put at the disposal of the recipient solely for use in connection with the corresponding type of xdiesel
engine.
It has always to be treated as confidential.

The intellectual property regarding any and all of the contents of this manual, particularly the copyright, remains with
Wärtsilä Switzerland Ltd. This document and parts thereof must not be reproduced or copied without their written
permission, and the contents thereof must not be imparted to a third party nor be used for any unauthorized purpose.

Before the operator intends to use the engine or before maintenance work is undertaken, the Operating Instructions
or the Maintenance Manual respectively is to be read carefully.

To ensure the best efficiency, reliability and lifetime of the engine and its components, only original spare parts
should be used.
It is to be ensured as well that all equipment and tools for maintenance are in good condition.

The extent of any supplies and services is determined exclusively by the relevant supply contract.

The data, instructions and graphical illustrations etc. in this manual are based on drawings made by Wärtsilä
Switzerland Ltd and correspond to the actual standard at the time of printing (year of printing is indicated on title
page).
Those specifications and recommendations of the classification societies which are essential for the design have
been considered therein. It must be recognized that such data, instructions and graphical illustrations may be sub-
ject to changes due to further development, widened experience or any other reason.

This manual is primarily intended for use by the engine operating and maintenance personnel. It must be ensured
that it will always be at the disposal of such personnel for the operation of the engines and/or for the required mainte-
nance work.

This manual has been prepared on the assumption that operation and maintenance of the engines concerned will
always be carried out by qualified personnel having the special knowledge, training and qualifications needed to
handle in a workman-like manner diesel engines of the corresponding size, the associated auxiliary equipment, as
well as fuel and other operating media.

Therefore, generally applicable rules, which may also concern such items as protection against danger, are speci-
fied in this manual in exceptional cases only.
It must be made sure that the operating and maintenance personnel are familiar with the rules concerned.

This manual has been prepared to the best knowledge and ability of its authors. However, neither Wärtsilä
Switzerland Ltd nor their employees assume any liability – under any legal aspect whatsoever, including
possible negligence – in connection with this manual, its contents, or modifications to it or in connection
with its use.
Claims relating to any damage whatsoever or claims of other nature such as, but not limited to, demands for
additional spares supplies, service or others are expressly excluded.

Wärtsilä Switzerland Ltd

Winterthur
Switzerland

Wärtsilä Switzerland Ltd 1 u 2004

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RTA48T Operation 0010–1/A1

General
Preface

1. Summary
The documentation for this diesel engine type comprises the following books and publications:
– Operating Manual
This contains information covering engine operation, the required operating media (oil, water
and fuel), as well as a description of the function of specific systems.
– Maintenance Manual
This contains, in addition to the maintenance diagrams, information covering specific disman-
tling and assembly work necessary for engine maintenance.
It contains furthermore a masses (weight) table of certain individual parts, a clearance table, a
list of rubber / O-rings, tightening values for important screwed connections and a tools list.
– Code Book (spare parts catalogue)
In this book all parts are marked with a code number by which they can be ordered from Wärtsilä
Switzerland Ltd or the engine supplier. Such spare parts are to be ordered exclusively from this
book.
– Documentation for bought-out items
Separate publications are provided for those items on the engine supplied by outside manufac-
turers, such as turbocharger, governor, torsional vibration damper, etc. In most cases these can
also be used as a spare parts catalogue.
– Records and drawings
With the first delivery of the documentation, the setting tables, shop trial documents and survey-
or’s certificates of the engine concerned as well as schematic diagrams are also supplied.

2. Structure of the manuals

Generally the manuals have to be regarded as Basic Manuals i.e. they describe particularly the standard engine
with all cylinder numbers, alternative design executions and special equipment.
As a rule, in the case of alternative design executions the descriptions have been divided in separate groups and
clearly designated by the respective alternative names. This allows on one hand to quickly find with certainty the
respective passages, on the other hand it allows the later removal of sheets of not supplied alternatives and special
executions. Further indications can be found under the section ’Explanation on the Use of the Operating Manual’
group 0040–1.

3. Repeat-order of technical documentation

Corresponding to the continuing development of the engines the documentation is continually being updated.
This means that in a later ordered manual for the same engine, text and designations may no longer coincide in
every way with the previous version (see modification date on the relevant pages).
Not withstanding the foregoing, important information and improvements are brought to the customer’s notice by
’Service Bulletins’ so that the relevant part of any development should already be known.
When ordering documentation at a later stage for engines which have already been in operation since several
years, the following details are basically required:
1. Engine type, year of manufacture and engine manufacturer
2. Name of motor ship or site of installation
3. Cylinder or engine number
4. Special equipment
5. Language of documentation (German or English)
6. Form of documentation (printed manuals or CD-ROM)

Wärtsilä Switzerland Ltd 1 u 7.04

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RTA48T Operation 0020–1/A1

Table of Contents
Table of Contents

Operating Descriptions Group 0

For Particular Attention . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0000–1/A1

o Preparation before Taking into Service

o Operation under Normal Conditions

o Operating Data Sheet

o Viscosity - Temperature Diagram

– Typical Values of Petroleum Fuel Oils . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0270–2/A1

Wärtsilä Switzerland Ltd 1 7.03

0020–1/A1 Operation
RTA48T

Table of Contents

o Special Operational Measures

o Operation under Abnormal Conditions

o Special Measures before and after Operation

7.03 2 Wärtsilä Switzerland Ltd

RTA48T Operation 0020–1/A1

Table of Contents

Bedplate and Tie Rod Group 1

Main Bearing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1132–1/A1

Thrust Bearing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1203–1/A1

Tie Rod . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1903–1/A1

Cylinder Liner and Cylinder Cover Group 2

Cylinder Liner . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2124–1/A1

Lubricating Quills on Cylinder Liner . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2136–1/A1

Piston Rod Gland . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2303–1/A1

Injection Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2722–1/A1

Starting Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2728–1/A1

Exhaust Valve with Valve Drive . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2751–1/A1

Crankshaft, Connecting Rod and Piston Group 3

Axial Damper . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3146–1/A1

Connecting Rod and Connecting Rod Bearing . . . . . . . . . . . . . . . . . . . . . . . . . 3303–1/A1

Crosshead and Guide Shoe . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3326–1/A1

Piston . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3403–1/A1

Piston Cooling and Crosshead Lubrication . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3603–1/A1

Wärtsilä Switzerland Ltd 3 7.03

0020–1/A1 Operation
RTA48T

Table of Contents

Engine Control, Camshaft and Control Elements Group 4

Engine Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4003–1/A1

o Control Diagram
– Designation Description to Groups 4003–1, 4003–2 and 4003–3 . . . . . . . . . . . . . . . . . . . . . . . . 4003–2/A0
– with WOODWARD Governor PGA 200 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4003–2/A1
– with WOODWARD Governor PGA-EG 200 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4003–2/A2
– for Electronic Speed Control System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4003–2/A3

o Control and Auxiliary System

– Detailed Control Diagrams with Interfaces to the Plant . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4003–3/A1

Control Units . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4044–1/A1

Camshaft Drive . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4103–1/A1

Reversing Servomotor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4203–1/A1

Vibration Damper on Camshaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4215–1/A1

Gear Box for Auxiliary Drives . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4240–1/A1

Starting Air Distributor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4303–1/A1

Shut-off Valve for Starting Air . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4325–1/A1

Reversing Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4503–1/A1

Rotation Direction Safeguard . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4506–1/A1

Control Air Supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4605–1/A1

Valve Group for Reversing Interlock . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4613–1/A1

Valve Group for Governor and Air Cylinder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4614–1/A1

o Pneumatic Speed Setting Unit

– for Engines with WOODWARD Governors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4617–1/A1

Cabinet by the Local Manoeuvring Stand . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4618–1/A1

Pick-up for Speed Measurement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4628–1/A1

Pneumatic Logic Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4630–1/A1

Local Manoeuvring Stand . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4809–1/A1

7.03 4 Wärtsilä Switzerland Ltd

RTA48T Operation 0020–1/A1

Table of Contents

Governor, Injection Pump and Actuator Pump Group 5

o Speed Governor
– Speed Control System (Mechanical-Hydraulic) WOODWARD PGA 200 . . . . . . . . . . . . . . . . . . 5103–1/A1
– Speed Control System (Electronic) WOODWARD DMC 507 with PGA-EG 200 . . . . . . . . . . . 5103–1/A2
– Speed Control System (Electronic) ABB DEGO II with ASAC 200 . . . . . . . . . . . . . . . . . . . . . . . 5103–1/A3
– Speed Control System (Electronic) NORCONTROL DGS-8800e . . . . . . . . . . . . . . . . . . . . . . . . 5103–1/A4
– Speed Control System (Electronic) NABCO MG-800 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5103–1/A5
– Speed Control System (Electronic) STN ESG 40M . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5103–1/A6
– Speed Control System (Electronic) LYNGSOE EGS 2000 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5103–1/A7
– Speed Control System (Electronic) ABB DEGO-IIl with ASAC 200 . . . . . . . . . . . . . . . . . . . . . . . 5103–1/A8

Safety Cut-out Device . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5307–1/A1

Fuel Injection Pump and Actuator Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5512–1/A1

Cutting Out and Cutting In of the Fuel Injection and Actuator Pumps . . . 5512–2/A1

Fuel Injection Pump Regulating Linkage with Electronic VIT / FQS . . . . . . 5803–1/A1

Scavenge Air System Group 6

Scavenge Air Receiver . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6420–1/A1

Turbocharging . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6500–1/A1

o Cleaning the Turbocharger in Operation

– Turbocharger VTR Type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6510–1/A1
– Turbocharger TPL Type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6510–1/A2

Auxiliary Blower and Switch Box . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6545–1/A1

o Scavenge Air Cooler

– Operating Instructions and Cleaning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6606–1/A1

Cylinder Lubrication and Balancer Group 7

Cylinder Lubrication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7218–1/A1

Instructions Concerning Measurement of the . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7218–2/A1

Cylinder Lubricating Oil Consumption

Integrated Balancer of 2nd Order . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7722–1/A1

Wärtsilä Switzerland Ltd 5 7.03

0020–1/A1 Operation
RTA48T

Table of Contents

Piping Systems Group 8

o Lubricating Oil System

– Turbocharger VTR Type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8016–1/A1
– Turbocharger TPL Type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8016–1/A2

o Cooling Water System

– Turbocharger VTR Type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8017–1/A1
– Turbocharger TPL Type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8017–1/A2

Starting Air Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8018–1/A1

Fuel Oil System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8019–1/A1

Drainage System and Wash-water Piping System . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8345–1/A1

Engine Monitoring Group 9

Pressure Gauge Board . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9215–1/A1

o Load Indication
– Load Indicator Transmitter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9240–1/A1

Pressure Switches and Pressure Transmitters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9258–1/A1

Oil Mist Detector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9314–1/A1

7.03 6 u Wärtsilä Switzerland Ltd

RTA48T Operation 0030–1/A1

Subjects Index
Alphabetical Table of Contents

A:
ABB DEGO II with ASAC 200, speed control system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5103–1/A3
ABB DEGO-III with ASAC 200, speed control system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5103–1/A8
Abnormal operating condition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0500–1/A1
Accumulator of cylinder lubrication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2136–1/A1
Actuator pump, cutting out of ... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5512–2/A1
Actuator pump, exhaust valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5512–1/A1
Air flaps in the scavenge air receiver . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6420–1/A1
Alarms and safeguards at continuous service power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0250–2/A1
Angle transmitter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9240–1/A1
Arrangement of control units . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4044–1/A1
Auxiliary blower and switch box . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6545–1/A1
Auxiliary blower, failure of... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0550–1/A1
Axial damper . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3146–1/A1
Auxiliary systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4003–3/A1

B:
Brief description of the engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0050–1/A1
Balancer of 2nd order . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7722–1/A1

C:
Cabinet by the local manoeuvring stand . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4618–1/A1
Camshaft drive . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4103–1/A1
Changeover, diesel oil – heavy fuel oil operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0270–1/A1
Checking engine controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4003–1/A1
Cleaning the cooling system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0760–1/A1
Cleaning the scavenge air cooler in operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6606–1/A1
Cleaning exhaust gas turbocharger in operation . . . . . . . . . . . . . Turbocharger VTR type . . . . . . . . . . 6510–1/A1
Cleaning exhaust gas turbocharger in operation . . . . . . . . . . . . . Turbocharger TPL type . . . . . . . . . . . 6510–1/A2
Compressed air, starting air, control air . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0740–1/A1
Control and auxiliary systems DENIS–6 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4003–1/A1
Control air supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4605–1/A1
Control diagram, schematic engine controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4003–2/A0, A1, A2, A3
Control units, arrangement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4044–1/A1
Connecting rod, connecting rod bearing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3303–1/A1
Cooling water system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Turbocharger VTR type . . . . . . . . . . 8017–1/A1
Cooling water system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Turbocharger TPL type . . . . . . . . . . . 8017–1/A2
Cooling water treatment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0760–1/A1
Crankcase explosions, prevention of... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0460–1/A1
Crosshead and guide shoe . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3326–1/A1
Crosshead lubricating oil pump, operation without... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0535–1/A1
Cutting off and cutting in of the fuel injection and exhaust valve actuator pump . . . . . . . . . . . . . . . . . . . 5512–2/A1
Cylinder liner . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2124–1/A1

Wärtsilä Switzerland Ltd 1 7.03

0030–1/A1 Operation RTA48T

Alphabetical Table of Contents

Cylinder liner, running-in of new... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0410–1/A1

Cylinder lubrication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7218–1/A1
Cylinder lubrication, failure of load-dependent... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0530–1/A1
Cylinder lubricating oil consumption, Instructions... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7218–2/A1

D:
Damage to engine parts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0840–1/A1
Defective engine control system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0560–1/A1
Defective speed governor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0570–1/A1
Detailed control diagrams with interfaces to the plant . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4003–3/A1
Determination of the cylinder lubricating oil consumption . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7218–2/A1
Drainage system and wash-water piping system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8345–1/A1

E:
Electrical balancer (ELBA) at the free end . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7722–1/A1
Emergency lubrication for cylinder lubrication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7218–1/A1
Emergency operation, general . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0500–1/A1
Engine, brief description of... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0050–1/A1
Engine control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4003–1/A1
Engine control diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4003–2/A1
Engine control defective . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0560–1/A1
Engine numbering and designation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0080–1/A1
Exhaust valve with valve drive . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2751–1/A1
Explanations on the use of the Operating Manual . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0040–1/A1

F:
Failure of auxiliary blower . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0550–1/A1
Finding group and sheet numbers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0040–1/A1
Fires in scavenge air spaces, prevention of... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0450–1/A1
For particular attention . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0000–1/A1
FQS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5803–1/A1
Fuel circulating system on the engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0720–1/A1
Fuel injection pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5512–1/A1
Fuel injection pump, cutting out and in . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5512–2/A1
Fuel injection pump regulating linkage with electronic VIT/FQS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5803–1/A1
Fuel oil system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8019–1/A1
Fuels for diesel engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0710–1/A1
Fuel system, readying of... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0120–1/A1
Fuel treatment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0720–1/A1

G:
Gear box for auxiliary drives . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4240–1/A1
General indications for operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0210–1/A1

7.03 2 Wärtsilä Switzerland Ltd

RTA48T Operation 0030–1/A1

Alphabetical Table of Contents

Governor, speed setting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5103–1/A1

Governor defective . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0570–1/A1
Guide shoe on crosshead . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3326–1/A1

H:
Heavy fuel oil, quality requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0710–1/A1
Heavy fuel oil, treatment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0720–1/A1

I:
Increasing engine speed after the ship has been handed over, recommendations for ... . . . . . . . . . . . 0410–1/A1
Indicator diagrams . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0420–1/A1
Indicator diagrams . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IMO compliant . . . . . . . . . . . . . . . . . . 0420–1/A2
Injection valve and fuel oil circulation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2722–1/A1
Interfaces to the plant, ... control diagrams . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4003–3/A1
Instructions concerning measurement of the cylinder lubricating oil consumption . . . . . . . . . . . . . . . . . 7218–2/A1
Integrated axial damper . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3146–1/A1
Integrated balancer in the camshaft gear drive . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7722–1/A1
Interrelationship between engine and propeller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0070–1/A1
Irregularities during operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0820–1/A1

L:
Leakage and wash-water piping system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8345–1/A1
Load-dependent cylinder lubrication, failure of... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0530–1/A1
Load indicator transmitter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9240–1/A1
Local manoeuvring stand . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4809–1/A1
Lubricating oils . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0750–1/A1
Lubricating oil system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Turbocharger VTR type . . . . . . . . . . 8016–1/A1
Lubricating oil system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Turbocharger TPL type . . . . . . . . . . . 8016–1/A2
Lubricating quills . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2136–1/A1
Lubrication of cylinder liner . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7218–1/A1
LYNGSOE EGS 2000, Speed control system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5103–1/A7

M:
Main bearing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1132–1/A1
Manoeuvring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0260–1/A1
Measures to be taken before putting out of service for extended period . . . . . . . . . . . . . . . . . . . . . . . . . . 0620–1/A1
Measures for prevention of fire in the scavenge air spaces . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0450–1/A1
Measures for prevention of crankcase explosions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0460–1/A1
Measure to be taken after shutting down . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0320–1/A1
Measures to be taken before starting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0110–1/A1

Wärtsilä Switzerland Ltd 3 7.03

0030–1/A1 Operation RTA48T

Alphabetical Table of Contents

N:
NABCO MG-800, speed control system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5103–1/A5
NORCONTROL DGS 8800e, speed control system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5103–1/A4
Normal operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0240–1/A1

O:
Oil mist detector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9314–1/A1
Operating data sheet, alarms and safeguards . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0250–2/A1
Operating data sheet, pressure and temperature ranges . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0250–1/A1
Operating medium, air . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0740–1/A1
Operating medium, water . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0760–1/A1
Operating troubles, general . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0800–1/A1
Operating with defective turbocharger . . . . . . . . . . . . . . . . . . . . . . Turbocharger VTR type . . . . . . . . . . 0590–1/A1
Operating with defective turbocharger . . . . . . . . . . . . . . . . . . . . . . Turbocharger TPL type . . . . . . . . . . . 0590–1/A2
Operation at low load . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0280–1/A1
Operation at overload . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0290–1/A1
Operation under normal conditions, general information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0210–1/A1
Operation under normal conditions, summary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0200–1/A1
Operation interruption, measures before extended standstill . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0620–1/A1
Operation under abnormal conditions, general information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0500–1/A1
Operation under breakdown conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0500–1/A1 to 0590–1/A1
Operation with a fuel pump cut out . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0510–1/A1
Operation with a running gear removed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0540–1/A1
Operation with an actuator pump cut out . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0520–1/A1
Operation with scavenge air cooler out of service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0550–1/A1
Operation with propeller uncoupled . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0580–1/A1
Operation with water leakage into the combustion chamber . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0545–1/A1
Operation without crosshead lubricating oil pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0535–1/A1
Operation without load-dependent cylinder lubrication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0530–1/A1

P:
Particular attention, for your... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0000–1/A1
Pick-up for speed measurement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4628–1/A1
Piping systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Group 8
Piston . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3403–1/A1
Piston and piston rings, running-in of cylinder liner . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0410–1/A1
Piston cooling and crosshead lubrication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3603–1/A1
Piston rod gland . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2303–1/A1
Pneumatic speed setting unit (for engines with WOODWARD governor) . . . . . . . . . . . . . . . . . . . . . . . . . 4617–1/A1
Pneumatic logic unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4630–1/A1
Precautionary measures for operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0210–1/A1
Preface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0010–1/A1

7.03 4 Wärtsilä Switzerland Ltd

RTA48T Operation 0030–1/A1

Alphabetical Table of Contents

Preparations before starting after a short shut-down . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0110–1/A1

Preparations before starting, after a prolonged shut-down period or after an overhaul . . . . . . . . . . . . . 0610–1/A1
Pressure and temperature ranges . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0250–1/A1
Pressure gauge panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9215–1/A1
Pressure switch and pressure transmitter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9258–1/A1
Prevention of fires in the scavenge air spaces . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0450–1/A1
Prevention of crankcase explosions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0460–1/A1
Propeller curve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0070–1/A1
Propeller uncoupled . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0580–1/A1

Q:
Quality requirements for heavy fuel oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0710–1/A1

R:
Readying fuel system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0120–1/A1
Readying for operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0110–1/A1, 0120–1/A1
Reversing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0260–1/A1
Reversing, operating trouble when... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0810–1/A1
Reversing servomotor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4203–1/A1
Reversing control valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4503–1/A1
Rotation direction safeguard . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4506–1/A1
Running gear, operation with removed... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0540–1/A1
Running-in of new cylinder liner, piston and piston rings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0410–1/A1

S:
Safety cut-out device . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5307–1/A1
Safety measures and warnings (general information) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0210–1/A1
Scavenge air . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0740–1/A1
Scavenge air cooler . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6606–1/A1
Scavenge air cooler out of service, failure of auxiliary blower . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0550–1/A1
Scavenge air receiver . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6420–1/A1
Shutting down, general . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0310–1/A1
Shutting down, measures to be taken after the ... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0320–1/A1
Shutting down, troubles when... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0810–1/A1
Shut-off valve for starting air . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4325–1/A1
Slow turning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0220–1/A1
Speed governor, WOODWARD PGA 200 (mechanical-hydraulic) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5103–1/A1
Speed control system, WOODWARD DMC 507 with PGA-EG 200 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5103–1/A2
Speed control system, ABB DEGO-II with ASAC 200 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5103–1/A3
Speed control system, ABB DEGO-III with ASAC 200 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5103–1/A8
Speed control system, NORCONTROL DGS-8800e . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5103–1/A4
Speed control system, NABCO MG-800 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5103–1/A5
Speed control system, STN ESG 40M . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5103–1/A6
Speed control system, LYNGSOE EGS 2000 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5103–1/A7

Wärtsilä Switzerland Ltd 5 7.03

0030–1/A1 Operation RTA48T

Alphabetical Table of Contents

Speed measurement, pick-up for... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4628–1/A1

Starting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0230–1/A1
Starting air system, schematic diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8018–1/A1
Starting air distributor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4303–1/A1
Starting valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2728–1/A1
Systems, piping . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Group 8

T:
Table of contents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0020–1/A1
Thrust bearing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1203–1/A1
Tie rod . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1903–1/A1
Troubles, during operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0820–1/A1
Troubles when starting, reversing, shutting down . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0810–1/A1
Troubles with engine parts (damage) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0840–1/A1
Turbocharger, cleaning in service of... . . . . . . . . . . . . . . . . . . . . . . Turbocharger VTR type . . . . . . . . . . 6510–1/A1
Turbocharger, cleaning in service of... . . . . . . . . . . . . . . . . . . . . . . Turbocharger TPL type . . . . . . . . . . . 6510–1/A2
Turbocharger out of service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Turbocharger VTR type . . . . . . . . . . 0590–1/A1
Turbocharger out of service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Turbocharger TPL type . . . . . . . . . . . 0590–1/A2
Turbocharger surging . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0820–1/A1
Turbocharging . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6500–1/A1

V:
Valve drive . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2751–1/A1
Valve group for governor and air cylinder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4614–1/A1
Valve group for local speed setting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4617–1/A1
Valve group in pneumatic logic unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4630–1/A1
Valve group for reversing interlock . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4613–1/A1
Vibration damper on camshaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4215–1/A1
Viscosity-temperature diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0270–2/A1
VIT and FQS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5803–1/A1

W:
Warnings and safety measures (general) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0210–1/A1
Wash-water piping system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8345–1/A1
Water, operating medium... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0760–1/A1
WOODWARD PGA 200 (mechanical-hydraulic) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5103–1/A1
WOODWARD DMC 507 with PGA-EG 200 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5103–1/A2
Working principle of two-stroke diesel engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0060–1/A1

7.03 6 u Wärtsilä Switzerland Ltd

RTA48T Operation 0040–1/A1

General
Explanations on the Use of the Operating Manual

Contents
The Operating Manual called Operation for short, mainly contains descriptions and indications on the servicing of
the engine in operation, the required operating media (oil, water, air, fuel) as well as explanations of the function of
specific components and systems.
The instructions on maintenance and overhauls are found in a separate book, the Maintenance Manual.

Structure and utilization

The individual groups with their illustration part are extensively divided in design groups.
In order to have group descriptions universally usable i.e. a modular structure possible, the numbering has been
arranged in accordance with two points of view.
1) By one permanent group number plus a subdivision number:
e.g. 0040–1
In this way cross-indexes (see group . . . . – .) are neutral within the description.
2) After the oblique stroke a variable designation:
e.g. /A1
A certain design execution and the attached number of an alternative is assigned to the letter.
Simultaneously such groups are clearly marked by a short variant designation arranged opposite the title.
The numbering for the pages is in the middle of the foot of the page, whereby the last page marks the end of the
group description and page number respectively by a conclusion mark ( ).
Remarks refer to the complete group (see group . . . . – .) within the texts, and not to individual pages.
Every page is provided with a footnote with the year of issue or the last modification (month + year) as well as with
additional remarks.

Where to find what

When looking for group descriptions consult first of all the table of contents group 0020–1. The subject index group
0030–1 is also very useful.
In the cross section and longitudinal section illustrations, important components have been marked with the group
number where they can quickly be found with their description. The sections further provide a general view of the
design of the engine, which, depending on specific executions, may differ slightly.
Cross section and longitudinal section see pages 2 and 3.

Wärtsilä Switzerland Ltd 1 1998

0040–1/A1 Operation RTA48T

Cross Section

8017–1

2751–1
6500–1
2728–1

3403–1
6510–1

8019–1 6545–1
8018–1

5512–1

2124–1

5512–2
4203–1
1903–1

6606–1

8016–1
6420–1
3603–1
2303–1

3326–1

3303–1

1132–1

4103–1

96.7593

1998 2 Wärtsilä Switzerland Ltd

RTA48T Operation 0040–1/A1

Longitudinal Section

2751–1

5103–1 2722–1

2136–1 2124–1

4240–1
4325–1

4618–1 7218–1

4605–1

4809–1
3403–1
4630–1
2303–1

4103–1

3326–1

1203–1

3146–1

96.7594

Wärtsilä Switzerland Ltd 3 u 1998

This page is intentionally left blank
RTA48T Operation 0050–1/A1

General
Brief Description of the Engine

The RTA engine is a single acting two-stroke diesel engine of crosshead design with exhaust gas turbocharging and
uniflow scavenging.
For direct coupled propeller drive it is reversible.

Tie rods bind the bedplate, columns and cylinder block together.
Crankcase and cylinder block are separated from each other by a partition which incorporates the sealing gland
boxes for the piston rods.

The exhaust gases flow from the cylinders through the exhaust valves into an exhaust gas manifold.
The exhaust gas turbochargers work on the constant pressure charging principle.

The exhaust valves are opened hydraulically and closed pneumatically.

The scavenge air delivered by the turbochargers flows through air coolers and water separators into the air receiver.
It enters the cylinders via valve groups through the scavenge ports when the pistons are nearly at their BDC.

At low loads independently driven auxiliary blowers supply additional air to the scavenging air space.

The cylinders and cylinder covers are fresh water cooled.

For cooling the charge air a single-stage scavenge air cooler is used.
As a rule two systems are possible: – The conventional sea-water cooling (direct) or
– the central fresh water cooling.

The pistons are cooled by bearing oil.

Lubricating oil, cooling water, fuel feed and booster pumps as well as air compressors are parts of the engine room
installation (ancillary systems).

The thrust bearing and turning gear are situated at the engine driving end.

The camshaft is driven by gear wheels from the crankshaft.

The engine is started by compressed air entering into the cylinders via starting valves, controlled by a starting air
distributor.

The engine control is devised in such a way that remote controls of recommended manufacturers which correspond
to our specifications can be built on, because the locations of interfaces are exactly defined.

In case of failure of the control system the engine can be controlled from the local manoeuvring stand.

Wärtsilä Switzerland Ltd 1 u 1998

This page is intentionally left blank
RTA48T Operation 0060–1/A1

General
Working Principle of the Two-stroke Diesel Engine

(See schematic diagram of turbocharging group 6500–1)

First Stroke (Compression)

Piston in BDC (Bottom Dead Centre), scavenge ports and exhaust valve open. Scavenge air flows into the cylinder
and presses the exhaust gases through the exhaust valve into the exhaust gas manifold and from there to the turbo-
charger.
Piston moves upwards:
Point ES: Scavenge ports are being closed by the piston.
Point AS: Exhaust valve shuts, compression begins.

Second Stroke (Ignition - Combustion - Expansion - Exhaustion - Scavenging)

Just before the TDC (Top Dead Centre) fuel is injected into the cylinder. The fuel ignites in the compressed, heated
air = ignition. With ignition combustion begins.
The gases expand and press the piston downwards (working stroke).
Point AO: The exhaust valve opens, exhaust gases flow out of the cylinder into the exhaust gas manifold
and from there to the turbocharger.
Point EO: Scavenge ports are being uncovered by the downward moving piston, scavenge air flows into
the cylinder and presses the exhaust gases out through the exhaust valve into the exhaust gas
manifold and from there to the turbocharger.

TDC

AS AO

ES EO

BDC

Wärtsilä Switzerland Ltd 1 u 1998

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RTA48T Operation 0070–1/A1

General
Interrelationship between Engine and Propeller

1. General
There is a defined relationship between the propeller speed and the absorbed power in ships equipped with fixed
pitch propellers.
With a given propeller this relationship mainly depends on its rotational speed.
The following formula provides us with an approximation which is adequate for the general consideration of conven-
tional vessels:
P1 n1 3
=
P2 n2

Its graph is called the propeller characteristic.

If an engine is in good condition and properly supplied with air (i.e. turbocharger(s) in good order and the air and
exhaust lines have low additional resistance) and the effective strokes of the fuel pump plungers are properly ad-
justed (see valve setting table), the mean effective pressure developed under service condition according to the
specific reading of the load indicator corresponds approximately with the mean effective pressure established for
this particular position on the test bed.
In the diagram, the propeller characteristic line through the point of CMCR (Contract Maximum Continuous Rating),
i.e. nominal power at nominal engine speed (100% power at 100% engine speed) is called the nominal propeller
characteristic. Engines which are to be employed for the propulsion of vessels with fixed propellers are loaded on
the test bed according to this propeller characteristic. However, the power requirement of a new ship with a smooth
and clean hull should be less and correspond to the range D.
With increasing resistance, changes in wake flow conditions, due to marine growth and ageing of the vessel’s hull, a
rough or mechanically damaged propeller, unfavourable sea and weather conditions or operation in shallow water,
the propeller will require a higher torque to maintain its speed than it did at the time of sea trial. The mean effective
pressure of the engine (and thus the position of the load indicator) will increase accordingly. In such a case, the
operating point will then be located to the left of the original propeller curve which was established during sea trials.
Although cleaning and re-painting will help to reduce the increased resistance of the ship’s hull, the original condi-
tion can no longer be attained.
Whereas the thermal loading of an engine depends chiefly on the mean effective pressure, the position of the oper-
ating point is also important; the farther left it is situated from the propeller curve in the diagram (page 2), the poorer
the air supply to the engine and the more unfavourable the engine’s operating conditions will become.
In order to attain optimum working conditions, the operating point of the engine for continuous service should lie in
range A on the right side of the nominal propeller characteristic.

Remarks: CMCR = Contract Maximum Continuous Rating

P = Power
n = speed
mep = mean effective pressure

Wärtsilä Switzerland Ltd 1 7.03

0070–1/A1 Operation RTA48T

Interrelationship between Engine and Propeller

2. Fixed Pitch Propeller (FPP)

CMCR

ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ
[%CMCR]

ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ
120

110
ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ
ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ
ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ
100 E

90
ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ
ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ
ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ
ENGINE POWER

ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ
70
ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ
60
ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ
ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ
ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ
ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ
B D A C

50
ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ
ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ
ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ
ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ
ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ
40

ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ
A'
35 104 108
60 65 70 75 80 85 90 95 100 110
93.7060
ENGINE SPEED [%CMCR]

2.1 Load ranges

Range A: The portion on the right of the nominal propeller characteristic is the service range without continu-
ous operating restrictions related to the selected CMCR point.
The portion on the left of the nominal propeller characteristic is the service range for transient oper-
ating conditions (acceleration) and should be avoided for continuous operation.

Range A’: Maximum permissible engine power 40% CMCR from approx. 50% up to 67% of CMCR speed.

Range B: Service range with operational time limit, follows a characteristic: P [ n 2.45.
This characteristic originates from the reference point 95% CMCR power and 95% CMCR speed.
With longer operating time in this range, thermal overloading and possible resulting engine dam-
age may be expected.

Range C: Service range with overspeed of 104 to 108% of CMCR speed, only permissible during sea trials to
demonstrate the CMCR power in presence of authorized representatives of engine builder. How-
ever, the specified torsional vibration limits must not be exceeded.

Range D: Recommended layout range for fixed pitch propeller, valid for the maximum draught, clean hull
under contractual weather and sea conditions.

Range E: Overload range permissible only for maximum one hour during seatrials in presence of authorized
representatives of engine builder.

7.03 2 Wärtsilä Switzerland Ltd

RTA48T Operation 0070–1/A1

Interrelationship between Engine and Propeller

3. Controllable Pitch Propeller (CPP)

3.1 Load ranges

– After starting, the engine is operated at an idle
Engine power [% Rx] CMCR (Rx) speed of up to 70 % of the rated engine speed with
zero pitch. From idle running the pitch is to be in-
creased with constant engine speed up to at least
point E, the intersection with the line 6 .
– Line 6 is the lower load limit between 70 and 100
% speed, with such a pitch position that at 100 %
speed a minimum power of 37 % is reached, point F.
It is defined by the same equation shown on page 1.
– Along line 8 the power increase from 37 % power
5 7
8 (point F) to 100 % power (CMCR) at 100 % speed is
the constant speed mode for shaft generator opera-
tion, covering electrical sea load with constant fre-
quency.
– Line 5 is the upper load limit and corresponds to
the admissible torque limit.
– The area formed between 70 and 100 % speed and
between lines 5 and 6 represents the area with-
in which the engine with CPP has to be operated.
Line 7 represents a typical combinator curve for vari-
6 able speed mode.
Therefore, manoeuvring at nominal speed with low or
zero pitch is not allowed. Thus installations with main en-
gine-driven generators must be equipped with a fre-
quency converter when electric power is to be provided
(e.g. to thrusters) at constant frequency during manoeu-
vring. Alternatively, power from auxiliary engines may be
used for this purpose.
For test purposes, the engine may be run at rated speed
and low load during a one-time period of 15 minutes on
testbed (e.g. NOx measurements) and 30 minutes dur-
ing dock trials (e.g. shaft generator adjustment) in the
presence of authorized representatives of the engine
builder. Further requests must be agreed by WCH.

3.2 Control system

The CPP control functions are normally integrated into
the engine control system and include the following func-
tions:
Engine speed
[% Rx] Combinator mode 1:
Combinator mode for operation without shaft generator.
Prohibited Area within which Any combinator curve including a suitable light running
operation area the engine with CPP margin may be set within the permissible operating area,
should be operated typically line 7 .

Wärtsilä Switzerland Ltd 3 7.03

0070–1/A1 Operation RTA48T

Interrelationship between Engine and Propeller

Combinator mode 2:
Optional mode used in connection with shaft generators. During manoeuvring, the combinator curve follows line
6 . At sea the engine is operated between point F and 100 % power (line 8 ) at constant speed.

For manual and/or emergency operation, separate setpoints for speed and pitch are usually provide.
An alarm is also normally provided in either the main engine safety system or the vessels alarm and monitoring
system when the engine is operated for more than 3 minutes in the prohibited operation area. Is the engine operated
for more that 5 minutes in the prohibited operation area, the engine speed must be reduced to idle speed (below
70% speed).

7.03 4 u Wärtsilä Switzerland Ltd

RTA48T Operation 0080–1/A1

General
Engine Numbering and Designations

Turbocharger

Cylinder
1 2 3 4 5 6 7 8 Numbering

Driving End Free End

1 2 3 4 5 6 7 8 9 10

Thrust Bearing Pads Main Bearing Numbering

Fuel Pump Side Exhaust Side

Anti-clockwise Rotation Clockwise Rotation

96.7439

Wärtsilä Switzerland Ltd 1 u 1998

This page is intentionally left blank
RTA48T Operation 0110–1/A1

Preparation before Taking into Service

Preparations before a Start after a Short Shut-down (One or More Days)

The checks and procedures mentioned below must be carried out before starting the engine. For these it is assumed
that all components on which overhaul work was carried out have previously been correctly re-assembled and fitted
and checked as to their perfect function.
It is further required that all devices and tools which were used have been removed from the engine and that no
cleaning rags or other items have been left behind.
Another condition is that the setting of the fuel injection pumps and the governor as well as their connections with the
regulating linkage are in order.

Attention Up to point 17 the shut-off valve for starting air 2.03 remains in position CLOSED (closed by
hand) and the venting valve 2.21 must be open (see group 4003–2).

1. Check the fluid levels of all the tanks in the engine systems (including the leakage drain tanks).

2. Check that all the shut-offs for the engine cooling water and lubricating oil systems are in the correct position.

3. Open the air supply to the shipboard system and from the starting air bottles 9.01 to the control air supply A .

4. Preheating of the lubricating oil to about 35 C (via separating circuit or heating in oil drain tank).

5. Preheating of the cylinder cooling water to 60 C.

6. Get the fuel system ready (see group 0120–1).

7. Start up the pumps for cylinder cooling water, bearing and crosshead lubricating oil and set the pressures to
their normal values (see group 0250–1)

8. Check to ensure that all systems are correctly vented.

9. Open each cylinder cover’s indicator valve. With the aid of the turning gear, turn the engine through at least one
full revolution to check that all the running gears are in order. Neither water, oil nor fuel may spray out of the
indicator valves. If so, depending on the liquid, check cylinder liner, cylinder cover, piston or fuel injection
valves.
With this the cylinder lubrication (push button for PRE and POST LUBRICATION on the control room desk)
must be switched on. A switch-on impulse brings about a pre-lubrication duration of about 10 minutes and cor-
responds approximately to one revolution of the crankshaft.

10. Shut indicator valves.

11. Check to ensure that all the crankcase doors are closed with all the latches.

12. Check to ensure that cutting out devices for all the fuel injection pumps are positioned so that they are all cut in
(note group 5512–2).

13. Check to ensure that the exhaust valve actuator pumps are ready for operation, i.e. cutting-out device (tool
94430) removed and the respective cover is fitted again (see groups 0520–1 and 5512–2).

14. Check that the injection pump regulating linkage moves freely:
Notch out the fuel lever at the auxiliary manoeuvring stand from the position REMOTE CONTROL and notch it
into the regulating linkage lever. Loosen the fuel lever lock, pull the hand grip up and move the fuel lever back-
wards and forwards within the range ’0’ to ’10’.
After carrying out this check, put the fuel lever back to the position REMOTE CONTROL and lock it by tightening
the wing nuts of the hand wheel.

Wärtsilä Switzerland Ltd 1 7.03

0110–1/A1 Operation RTA48T

Preparations before a Start after a Short Shut-down (One or More Days)

15. Check the pressure in the starting air bottles and open their drains until any condensate has been drained.

16. Open the drain and test valve 2.06 until no more water comes out, then close it.

17. Close venting valve 2.21 and open the main shut-off valves on the starting air bottles 9.01.

18. Bring the shut-off valve for starting air 2.03 to position AUTOMATIC. The pressure gauges on the pressure
gauge panel must now show starting air and control air pressure.
A pressure must also be indicated on the pressure gauges for the control air supply unit when the shut-off
valves are opened at connections A1 and A2 (see group 4605–1). (Required pressures see group 0250–1).
The different circuits are:

– Safety control air and stand-by supply for air spring air on the pressure reducing valve 23HA.
– Air spring air supply on the pressure reducing valve 19HA.
– Control air stand-by supply on the pressure reducing valve 19HB.

19. Set the switch on the control panel for the auxiliary blower to AUTOMATIC.

20. Bring the safety cut-out to operating position. i.e. the safety cut-out device is not energized.

21. Press the EMERGENCY STOP button on the control panel and observe if the safety cut-out on the fuel injection
pumps reacts, i.e. their suction valves are lifted. After this check, press the EMERGENCY STOP RESET but-
ton.

22. Disengage the turning gear and secure the lever.

23. Open the test valve 2.06 of the shut-off valve for starting air 2.03 for a short time and listen if the valve opens
(can be heard distinctly). Close the test valve again.

24. Check hydraulic system of exhaust valve drive for tightness. Carefully remove the screw plug 35 (see remark in
group 5512–1 and Fig. ’E’) in order to check possible oil leakage at the actuator pump.

25. Depending from where the engine will be started (either the bridge, the control room or the local manoeuvring
stand), the levers on the local manoeuvring stand must be put into the correct position and the corresponding
change-over buttons of the remote control must be activated.

26. Check again to ensure that no personnel are near the flywheel.

27. Inform readiness to the bridge (see group 0120–1).

7.03 2 u Wärtsilä Switzerland Ltd

RTA48T Operation 0120–1/A1

Preparation before Taking into Service

Prepare the Fuel System for Operation

For diesel oil operation (see group 0720–1)

Set the three-way valve 21 in the suction line of the low pressure feed pump 23 so that diesel oil flows from the daily
tank 3 to the pump 23 and to the mixing unit 24.
Start up pumps 23 and 25.
Check at all the fuel injection pumps that the shut-off valves in the delivery and return pipes are open and secured
against the seat in their end position.
Drain daily tanks and mixing unit.
Set pressure in fuel oil system using pressure regulating valve 31. When running with diesel oil (and low fuel temper-
ature) a slight over-pressure is sufficient. If later a change-over to heavy fuel oil is required, direct setting of normal
pressure is recommended.
Set fuel oil pressure at injection pump inlet using pressure retaining valve 31a (pressure difference before/after
pressure retaining valve see group 0250–1).

For heavy fuel oil operation (see group 0720–1)

Set the three-way valve 21 in the suction line of the low pressure feed pump 23 so that heavy fuel oil flows from the
daily tank 2 to the pump 23 and to the mixing unit 24.
Turn on the heating for the heavy fuel oil daily tank 2, mixing unit 24, end-heater 26, filter 27 and the fuel piping.
Check at all the fuel injection pumps that the shut-off valves in the delivery and return pipes are open and secured
against the seat in their end position.
Drain settling, daily tanks and mixing unit.
Start up pumps 23 and 25.
Heat up the heavy fuel oil. This is necessary to bring it to the required viscosity (see group 0270–1 and 0720–1).
Set pressure in fuel oil system using pressure regulating valve 31.
Set fuel oil pressure at injection pump inlet using pressure retaining valve 31a (pressure difference before/after
pressure retaining valve, see group 0250–1).
The fuel oil system is not ready for service until the heavy fuel oil before the fuel injection pumps has reached the
required temperature (see group 0270–2) read off on thermometer TI.
The engine may not be started on heavy fuel oil before this!

Priming the fuel system on the engine (see group 0720–1 items in parentheses and 2722–1)
Priming the fuel system on the engine is not necessary if the whole system has been filled up or if the high pressure
fuel piping 21a between fuel pump and fuel distributor 24 has been drained on a cylinder.

Remark Due to air in the HP fuel pipework, it is possible that several engine starts are necessary before
the engine turns normally.

Fuel flows through the fuel injection pumps when the booster pump (25) is in operation.
HP pipes 21a are automatically primed when starting the engine.

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RTA48T Operation 0200–1/A1

Operation under Normal Conditions

Summary

The following groups concern operation of the engine under normal conditions. By this we understand that, e.g. all
cylinders are working. During manoeuvring, however, not only is the usually normal control of the engine from the
control room (or bridge) mentioned, but also the possibility of operation from the local manoeuvring stand.
For operation under abnormal conditions, see group 0500–1.
Operation in the following sense concerns the complete operation of the engine from the first start at casting off until
the final manoeuvre when tying up.
The engine is designed and so equipped that it can also run pier-to-pier on heavy fuel oil, i.e. without having to
change over to diesel oil.
Fuel also circulates through the fuel injection pumps when the engine is at a standstill as long as the booster pump is
running. Preconditions are that the installation too is laid out to suit, the heavy fuel oil has been correctly treated and
it is kept at the correct temperature during the whole period in service, including manoeuvring and ”Stand-by”. This
requires energy.

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RTA48T Operation 0210–1/A1

Operation
Safety Precautions and Warnings (General Information)

General remark
A well maintained engine is a pre-requisite for a troublefree and safe operation. The below mentioned points should
always be a guide to the maintenance staff.

Illumination
Besides a permanent good illumination hand lamps should be ready at hand in various locations of the engine room.

Cleanliness
The engine room as well as the engine itself should always be kept as clean as possible. Any leakages should be
attended to as soon as possible. Dust, sand and chemical vapors must be prevented from entering the engine room.

Warning
Opening valves and other shut-off devices may allow hot fluids or gases to escape.
Therefore open slowly and watch in which direction the medium escapes.
Avoid injury.
When removing valves from the cylinder cover, avoid that oils or fuels drip onto the hot piston which could cause an
explosion. When disassembling parts of the engine without suitable tools and/or the required care, prestressed
springs can expand suddenly and cause injury. Pay attention to the maintenance instructions of the corresponding
parts.

Fire
Special attention has to be paid to the rules of fire fighting.
Welding work and activities which cause sparks must not be carried out in the engine room before ensuring that no
explosive gases, vapors or inflammable fluids are present. If spark generating work must be performed in the engine
room make sure that fire extinguishing equipment is readily at hand to fight a fire locally. Components such as
exhaust turbocharger silencers must be protected by suitable covering. When casings and covers are removed
before the engine has cooled down, the risk of fire or explosions is increased. Therefore keep the engine closed until
it has cooled down.
Care must also be taken when paints or easily inflammable solvents are used in the engine room.
Insulation material saturated with oil or fuel (due to leakages) is also easily ignited and must therefore be replaced.
Cleanliness in the whole engine room, also below the floor plates reduces the possibility of a fire and the risk of its
spreading.
For your personal safety make absolutely sure that in case of a fire alarm no fire extinguishing gases can be
automatically released when people are in the engine room. Emergency escapes are to be marked and person-
nel is to be instructed of what to do in the case of fire.

Tools
Hand tools should be placed at easily accessible locations and clearly arranged. Special tools and devices shall be
placed in the engine room in the vicinity of their usual application in such a way that they can be used without hin-
drances.
They must be fastened and protected against rust.

Spare parts
Large spares are to be stored as near as possible to their probable place of fitting, well braced and secured and
within the reach of the engine room crane. All the spare parts must be well protected against corrosion, but with a
compound requiring little effort for removal. They must also be protected against mechanical damage.
Spare parts removed from the store must be replaced as soon as possible.

Opening the crankcase doors

If the engine has to be shut-down due to suspected overheated parts of the running gear or bearings, at least 20
minutes must elapse before the crankcase doors are unfastened and removed in order to avoid the danger of an
explosion.

Wärtsilä Switzerland Ltd 1 7.04

0210–1/A1 Operation RTA48T

Safety Precautions and Warnings (General Information)

Temperature sensing
When commissioning an engine after an overhaul of its running gear a check must be made to find out whether any
areas are heating-up abnormally. This check should be made after 10 minutes operation and repeated after about
one hour. Following this, the checking should again be made after a short full load run.

Attention Danger of burning! When trying to touch the hot parts it is necessary to pay attention to avoid
injury.

Entering the crankcase, cylinder, exhaust piping or scavenge air receiver

Before entering the spaces of the above items make sure that:
1. The starting air to the engine is blocked off and the venting valve 2.21 (see group 4003–2) is open.
2. The turning gear is engaged (see also Maintenance Manual group 0011–1).

Attention On ships, please consider that water currents induced by other ships can cause the propeller
and the engine with it to rotate. By engaging the turning gear this rotation can be avoided.

Entering the engine after the use of CO

Where CO has been used to smother a fire within the engine, the relevant spaces must be thoroughly ventilated
before entering (risk of suffocation).

Closing up of crankcase doors

The engine may not be put into service until all the crankcase doors are closed by all the locking latches. This
also applies even if only a short run is to be made, e.g. running in replaced bearings, etc.

Turning gear
When using the turning gear, the indicator valves in the cylinder covers must be opened. In case the air spring sys-
tem is not under pressure, the indicator valves may remain closed. If possible, the lubricating oil pump should also
be running. However, the oil pressure cannot fully build up when the exhaust valves are open.

Attention Check carefully, that no personnel as well as components (tools devices) are situated in the
danger area (crankcase, piston underside, propeller shaft etc.).

Also bear in mind that the coupled propeller turns too (danger in surroundings).

Remark If the engine is standing still for overhaul, the turning gear must be engaged in order to prevent
the engine to be turned due to outside influence.

If the engine must be ready for manoeuvres the turning gear must not be engaged.
Before starting the engine, make sure that the turning gear is disengaged and the lever secured
otherwise the blocking valve 2.13 (see group 4003–2) hinders the start of the engine.

Measuring and indicating instruments

Calibrate gauge tools before using and at periodical intervals.

Frost hazard
If there is a possibility that the temperature falls below the freezing point with the engine out of service, measures
must be taken that the water in the engine, in the pumps, coolers and piping system cannot freeze. (Draining the
systems or heating the engine room).

Remark Further instructions concerning safety precautions for maintenance work see the relevant main-
tenance instruction (group 0011–1).

7.04 2 u Wärtsilä Switzerland Ltd

RTA48T Operation 0220–1/A1

Operation under Normal Conditions

Slow Turning

To ascertain that the running gear turns freely, we recommend, provided no more far reaching specifications have
been made by the classification society, to rotate the crankshaft before start-up by at least one full turn. This does not
apply if the engine has only been standing still during a manoeuvring interval.

1. Turn by the turning gear

With the turning gear the crankshaft can be rotated especially slowly at about one revolution per 10 minutes. The
rotation of the crankshaft as well as the direction of rotation can be noted on the pointer by the flywheel.

2. SLOW TURNING with starting air

The running gear can be turned at about 5–10 rpm by releasing the starting air by a measured amount.
With the DENIS–6 control the command SLOW TURNING is provided for this operation, which is initiated by remote
control from the control room.

2.1 Beforehand however the following conditions must be fulfilled

Turning gear disengaged.
Oil pumps operating (bearing oil and crosshead oil).
Fuel interlock not released.
Reversing lever on REMOTE CONTROL.
Speed control on minimum (position 0).
Indicator valves closed.
Handwheel 2.10 on shut-off valve for starting air 2.03 in position AUTOMATIC.
Shut-off valves on the starting air bottles open.
Air pressure for air spring correctly set (see group 0250–1).
During slow turning the cylinder lubrication must be switched-on.

2.2 Function
The procedure is similar to starting of the engine. The following designation numbers refer to the control diagram in
group 4003–2.
– The shut-off valve for starting air 2.03 is opened by the control valve 2.05 and starting air reaches starting
cut-off valve 212HA on the starting air distributor as well as the starting air valves 2.07 in the cylinder
heads.
– Via starting cut-off valve 212HA a measured amount of starting air reaches the starting air distributor 2.01.
This valve transmits the pneumatic signal to the respective cylinders.
– By this signal the valves 134HA–H before the starting valves are controlled in such a way that the starting
valves are opened and shut for short intervals only.

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RTA48T Operation 0230–1/A1

Operation under Normal Conditions

Starting

The condition for each engine start-up, also for trials and rotation with starting air, is its full operating condition.
This applies in particular to the lubrication of the actuator pump and the air for the air spring (see 0110–1 and
0120–1).
Depending on the possibilities available, the engine can be started:
From the bridge or control room with remote control.
At the local manoeuvring stand on the engine.

Starting at the control stand in the control room

Additional preparation:
Local manoeuvring lever 5.03 and fuel lever 3.12 must be in position REMOTE CONTROL on the local manoeuvring
stand. The hand wheel of the speed setting valve 1.02 which is only used for engines with WOODWARD governors
(see group 4003–2) must be turned fully to the left (speed setting pressure = 0).
The stop lever 5.07 on the local manoeuvring stand must rest in the position RUN.
For further procedure to start on remote control, please refer to the documentation of the remote control manufac-
turer.

Control with functioning speed governor (Local Control)

As soon as the lever 5.03 on the local manoeuvring stand is moved out of position RC, the engine local control is
activated.

Starting:
– Switch on all auxiliary blowers.
– Bring manoeuvring lever to the desired direction of rotation (RUN AHEAD or RUN ASTERN)
– Bring speed setting to start position (with pneumatic governors to about 2 bar, with electronic governors to
about 40% of nominal speed).
– Press manoeuvring lever to START position (AHEAD or ASTERN) till the engine runs.
– Raise speed gradually to the required speed.
Pay attention to the instructions of group 0260–1 for speed/power increase and to the monitoring data (see group
0250–1).

Control with defective WOODWARD governor or defective electronic actuator

This mode of operation should only be chosen in emergencies e.g. in case of governor failure. Make sure that the
overspeed monitoring is correctly set and that it functions perfectly. The operator may under no circumstance leave
the local manoeuvring stand. He must regularly observe the speed indication enabling him to immediately adjust the
fuel supply when the speed varies to some extent.
Fuel lever to be notched out from position REMOTE CONTROL and to be notched into the control linkage.

Starting:
– Switch on all auxiliary blowers.
– Bring manoeuvring lever to the desired direction of rotation (RUN AHEAD or RUN ASTERN).
– Bring fuel lever to position 3–4.
– Press manoeuvring lever to START position (AHEAD or ASTERN) till the engine runs.
– Raise speed gradually to the required speed.
Pay attention to the instructions of group 0260–1 for speed/power increase and to the monitoring data (see group
0250–1).

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RTA48T Operation 0240–1/A1

Operation
Normal Running

The most favourable operational results are generally achieved by running the engine at constant power. When the
engine load and/or speed have to be altered on operational grounds, this should be done, apart from exceptional
circumstances, as slowly as possible.
During normal running, regular checks have to be made and precautions taken which contribute to trouble-free op-
eration. The most important of these are:
1. Regular checks of pressures and temperatures. The limits must be adhered to (see group 0250–1).
2. The values read off the instruments compared with those given in the acceptance records and taking into ac-
count engine speed and/or engine power, provide an excellent yardstick for the engine performance.
Any deviation must be investigated. The fault can lie with either the engine, the installation or also with the in-
struments. Where no risk exists, suspect instruments can be exchanged with similar ones. Compare tempera-
tures by feeling the pipes. To make the above mentioned evaluation, among the essential readings are: the load
indicator position, engine speed, turbocharger speed, scavenge air pressure, exhaust gas temperature before
the turbine. A valuable criterion is also the daily fuel consumption, taking the lower calorific value into consider-
ation.
3. Check all shut-off valves in the cooling and lubricating system for correct position.
The shut-offs for the cooling inlets and outlets on the engine must always be fully open in service. They serve
only to cut off individual cylinders from the cooling water circuit during overhauls.
4. When abnormally high or low temperatures are detected at a water outlet the temperature must be brought to
the prescribed normal value very gradually. Abrupt temperature changes may cause damage (see also group
2124–1 and 8017–1).
5. The maximum permissible exhaust temperature at turbine inlet must not be exceeded (see group 0250–1). The
indicated exhaust gas temperatures at cylinder outlet are to be compared with the corresponding values of the
acceptance records. Should greater differences between individual cylinders be noted, the cause has to be
investigated.
6. Check outlet of exhaust gases by observing their colours at the funnel. No dark smoke should escape.
7. Maintain the correct scavenge air temperature after the air cooler with the normal water flow (see group
0250–1). In principle, a higher scavenge air temperature will result in poorer filling of the cylinder which in return
will result in a higher fuel consumption and higher exhaust gas temperatures.
8. Check the scavenge air pressure drop through the air cooler. Excessive resistance will lead to a lack of air to the
engine.
9. The fuel oil has to be carefully cleaned before being used. Refer to recommendations in group 0720–1 and the
separator manufacturer’s instructions. Open the drain cocks of all fuel tanks and fuel oil filters regularly for a
short period to drain off any water or sludge which may still have collected there. Maintain the correct fuel oil
pressure after low pressure feed pump and the inlet to the mixing unit (see group 0250–1 and 0720–1). Adjust
the pressure at injection pump inlet with the pressure retaining valve in the fuel oil return pipe so that the fuel oil
circulates within the system at the normal delivery capacity of the booster pump.
10. The heavy fuel oil has to be sufficiently heated to ensure that its viscosity before inlet to the fuel injection pumps
lies within the prescribed limits (see group 0270–2).
11. Now and then determine the cylinder lubricating oil consumption. For normal consumption and how to calculate
it, see group 7218–2. Extended service experience will determine the optimum cylinder lubricating oil con-
sumption.
12. The cooling water pumps should be run at their normal operating point, i.e. the actual delivery head corre-
sponds with the designed value. Thereby the designed delivery rate is obtained and the temperature difference
between inlet and outlet will approximately correspond with the desired value (see group 0250–1). Should it be
considerably higher, the pump concerned must be put in order at the next opportunity.
13. Should correct setting of the pressure head of the cylinder cooling water pump require throttling of the flow, this
may only be done in the engine outlet manifold. The pressure at the suction side of the pump must be positive in
order to prevent any air being drawn in through its gland.
14. The vents at the uppermost points of the cooling water spaces must be constantly kept open to permit air to
escape.

Wärtsilä Switzerland Ltd 1 1998

0240–1/A1 Operation RTA48T

Normal Running

15. Check the level in all water and oil tanks, as well as all the drainage tanks of the leakage piping. Investigate any
abnormal changes.
16. Observe the cooling water. The cause of any contamination or oiliness has to be investigated and the fault recti-
fied.
17. Open shortly ball cock 15 (weekly) of water separator in the water drain to flush off possible dirt particles col-
lected in the condensate drain unit. Open additionally the blank flange at the venting unit 20 checking the water
flow (see group 8345–1).
18. Check the pressure drop across the oil filters. Clean them if necessary.
19. The temperature of the running gear should be checked by feeling the crankcase doors. Bearings which have
been overhauled or replaced must be given special attention for some time after being put into service. Observe
the precautions for preventing crankcase explosions (see group 0460–1).
20. Listening to the noise of the engine may reveal any irregularities.
21. Hand drawn indicator diagrams provide information on the combustion process and pressures within the cylin-
der (see group 0420–1).
When the quality of the fuel used changes (diesel oil, heavy fuel oil from various bunkerings), the maximum
pressure in the cylinder at service power must be determined at the earliest opportunity and compared with the
pressure measured during the corresponding shop trial (speed, power).
In case considerable firing pressure differences are detected, i.e. too high or too low, they must be adjusted by
the electronic FQS (see group 5803–1).
22. Centrifuge the lubricating oil. Samples should be taken at regular intervals (according to the instructions in the
Maintenance Manual), and compared with the values given in group 0750–1.
23. Check periodically through the inspection glasses in the upper casing of the exhaust valve whether the valve
spindle of each exhaust valve is rotating. If not, the valve concerned has to be overhauled at the next opportu-
nity.
24. Check the dirty oil drain pipes from the piston underside for free passage. An obstruction can be detected by
touching the individual drain pipes with the hand (temperature difference). If one has only surrounding tempera-
ture, the line must have been blocked by carbon deposits and needs to be cleaned as soon as possible.

7.03 2 u Wärtsilä Switzerland Ltd

RTA48T Operation 0250–1/A1

Operating Data Sheet

Pressure and Temperature Ranges at Continuous Service Power MCR

Medium System Location of Gauge pressure Temperature

measurement [bar] [° C]
Min. Max. Min. Max. Diff.
Fresh water Cylinder cooling Inlet 3 5 65 – max.
Outlet each cylinder – – 80 90 15
SAC, low temperature circuit LT Inlet 2 4 25 36 3)
(standard design) Outlet – – – –
SAC, low temperature circuit LT Inlet 3 4 25 36 3)
(non-standard design: SAC with two cooler Outlet – – – –
elements)
Sea-water SAC, conventional cooling Inlet 1 4 25 32 3)
Outlet - - - 57
Lube oil Crosshead bearing Inlet 10 12 40 50 –
(high pressure)
PTO Free end gear coupling Inlet 3.6 5.0 – – –
(GEISLINGER)
Main bearing Inlet 3.6 5.0 40 50 –
Piston cooling Inlet 3.6 5.0 40 50 max.
Lube oil Outlet each piston – – – 80 30
(low pressure) Thrust bearing Outlet – – – 60 –
Electrical balancer (ELBA) at free end Inlet 3.6 5 – – –
Torsional vibration damper Supply 3.6 5 – – –
(if a GEISLINGER damper is used) Housing inlet 1 – – – –
Integrated axial damper Supply 3.6 5 – – –
(chamber pressure) Monitoring 1.7 – – – –
Turbocharger bearing (ABB, VTR type) Housing – – – 110 –
Turbocharger bearing (ABB, TPL type) Inlet 1.6 2.5 – – –
Housing outlet – – – 110 –
Turbocharger bearing (MHI, MET type) Inlet 0.7 1.5 – – –
Housing outlet – – – 85 –
Fuel oil Booster system (injection pump) Inlet 7 1) 10 2) – 150 –
After pressure retaining valve (injection pump) Return 3 5 – – –
Scavenge air Intake from engine room (pressure drop) Air filter / silencer max. 10 mbar – – –
Intake from outboard (pressure drop) Ducting and filter max. 20 mbar – – –
Scavenge air cooler (SAC) (pressure drop) new SAC max. 30 mbar – – –
fouled SAC max. 50 mbar – – –
Starting air Engine inlet 12 25 / 30 – – –
Air Control air Engine inlet 6.5 9 – – –
Air spring of exhaust valve Main distributor 6.5 8 – – –
Receiver after cylinder – – – 515 Deviation
±50
Exhaust gas Turbocharger inlet – – – 515 –
Manifold after turbocharger new max. 30 mbar – – –
fouled max. 50 mbar – – –

Remarks Limits for alarm, slow-down and shut-down; see group 0250–2.
Pressure measured about 4 m above crankshaft centre line.

1) At 100% engine load.

2) At stand-by condition; during commissioning of the fuel oil system, the fuel oil pressure at the
inlet of the injection pumps is adjusted to 10 bar.
3) The water flow has to be within the specified limits (scavenge air cooler specification).

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RTA48T Operation 0250–2/A1

Operating Data Sheet

Alarms and Safeguards at Continuous Service Power

Medium Performance Physical unit Place Signal Func- Kind of Setting Function
No. tion signal value time delay
1) 2) 3) [bar / C] [sec]
Cylinder cooling water Pressure Engine inlet 1101 ALM L 3 bar 0
SLD L 2.5 bar 60
SHD L 2.5 bar 90
Temperature Engine inlet 1111 ALM L 65 C 0
Outlet each cylinder 1121 ALM H 90 C 0
SLD H 95 C 60
Scavenge air cooling water Pressure Inlet 1361 ALM L 2 bar 0
Fresh water Temperature Inlet 1371 ALM L 25 C 0
Outlet 1381 ALM H 57 C 0
Sea-water Pressure Onlet 1361 ALM L 1 bar 0
Temperature Inlet 1371 ALM L 25 C 0
Outlet 1381 ALM H 57 C 0
Lubricating oil Pressure Engine inlet 2001 ALM L 3.6 bar 0
Bearing and piston cooling SLD L 3.4 bar 60
(low pressure supply) SHD L 3.4 bar 90
2002 SHD L 2.9 bar 10
Temperature Engine inlet 2011 ALM H 50 C 0
SLD H 55 C 60
Crosshead bearing oil Pressure Engine inlet 2021 ALM L 10 bar 0
(high pressure supply) SLD L 9 bar 60
Thrust bearing oil Temperature Thrust bearing 2121 ALM H 60 C 0
outlet SLD H 65 C 60
Oil mist Concentration Crankcase 2401 ALM H – 0
SLD H – 60
Failure Detection unit 2411 ALM F – 0
Piston cooling oil Temperature Outlet each cyl. 2501 ALM H 80 C 0
SLD H 85 C 60
Diff. pressure Inlet each cylinder 2541 SHD H 0.4 bar 15
Flow Inlet each cylinder 2521 SHD L no flow 15
Outlet each cylinder ALM L no flow
4) SLD L no flow
Turbocharger oil Temperature Bearing on 2601 ALM H 110 C 0
(ABB, VTR type) turbine side SLD H 120 C 60
Turbocharger oil Pressure Inlet 2611 ALM L 1.6 bar 0
(ABB, TPL type) SLD L 1.3 bar 60
SHD L 1.1 bar 5
Temperature Housing outlet 2601 ALM H 110 C 0
SLD H 120 C 60
Turbocharger oil Pressure Inlet 2611 ALM L 0.7 bar 0
(MHI, MET type) SLD L 0.6 bar 60
SHD L 0.4 bar 5
Temperature Housing outlet 2601 ALM H 85 C 0
SLD H 95 C 60
Electrical balancer Pressure Supply 2705 STP L 1.5 bar 5
(ELBA) at free end Diff. pressure Oil filter 2706 ALM H 0.8 bar 10
STP H 0.8 bar 72 h

Wärtsilä Switzerland Ltd 1 7.03

0250–2/A1 Operation RTA48T

Alarms and Safeguards at Continuous Service Power

Medium Performance Physical unit Place Signal Func- Kind of Setting Function
No. tion signal value time delay
1) 2) 3) [bar / C] [sec]
GEISLINGER damper oil Pressure Casing inlet 2711 ALM L 1 bar 0
Axial damper oil Pressure Chamber aft side 2721 ALM L 1.7 bar 60
Chamber fore side 2722 ALM L 1.7 bar 60
PTO damper oil, free end gear Pressure Inlet 2831 5) ALM L 3.5 bar 0
6) Pressure
Cylinder lubricating oil Flow Cylinder inlet 3101 ALM L no flow 30
SLD L no flow 90
Level Cylinder lubricator 3125 ALM L min. 0
Fuel oil Pressure Bef. inj. pump 6) 3401 ALM L 7 bar 0
(see group 0270–2) Temperature 4) Bef. inj. pump 6) 3411 ALM L 60–120 C 0
Viscosity 4) Bef. inj. pump 5) ALM H 17 cSt 0
6) ALM L 12 cSt 0
Fuel leakage monitoring Level 3441 ALM H max. 0
Exhaust gas Temperature After each cylinder 3701 ALM H 515 C 0
ALM D ±50 C 0
SLD H 530 C 60
SLD D ±70 C 60
Before each TC 3721 ALM H 515 C 0
6) SLD H 530 C 60
After each TC 6) 3731 ALM H 480 C 0
Scavenge air Temperature Air receiver 4031 ALM L 25 C 0
after cooler ALM H 60 C 0
SLD H 70 C 60
Temperature Each piston 4081 ALM H 80 C 0
underside
(fire detection) SLD H 120 C 60
Condensation water Level Air receiver 4071 ALM H max. 0
Starting air Pressure Engine inlet 4301 ALM L 12 bar 0
Air spring air Pressure Supply 4321 ALM L 6.5 bar 0
Distributor 4341 SLD L 6 bar 60
4342 SHD L 4.5 bar 0
Leakage oil of air spring air Level Exhaust valve air 4351 ALM H max. 0
spring
Control air: normal supply Pressure Engine inlet 4401 ALM L 6.5 bar 0
safety supply Pressure Engine inlet 4421 ALM L 5 bar 0
El. speed control: minor fault Control unit 5041 5) ALM F – 0
major fault – Control unit 5042 5) ALM F – 0
Engine performance data Speed Crankshaft 5111 SHD H 110% 0
Overspeed

7.03 2 Wärtsilä Switzerland Ltd

RTA48T Operation 0250–2/A1

Alarms and Safeguards at Continuous Service Power

Remarks to alarms and safeguards:

1) The signal number is the interface to the Remote Control System (see group 4003–3).
2) Grammalogue for function: . . . . . SLD = Slow down
SHD = Shut down
ALM = Alarm
STP = ELBA Stop
3) Grammalogue for kind of signal: . . . D = Deviation
F = Failure
H = High
L = Low
4) Alternative execution.
5) Not included in standard engine scope of supply.
6) Other grammalogues: . . . . . . . . . PTO = Power Take Off
Bef. inj. pump = Before injection pump
TC = Turbocharger
cyl. = Cylinder

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RTA48T Operation 0260–1/A1

Operation
Manoeuvring

General information concerning manoeuvring, increasing and decreasing load

Correct manoeuvring and the resulting increase in engine load up to service power, as well as decrease in load from
the service power, is very important with the usual high engine powers of today. Experience has shown that chang-
ing the load too quickly in the upper power ranges can result in increased wear and fouling, especially of the piston
rings and cylinder liners.
Slow load changes allow the piston rings to adapt themselves to the new running conditions and therefore ensure
optimum sealing.
On the other hand, there must always be sufficient power available within a short time to ensure safe manoeuvring in
ports and waterways.

1. Manoeuvring
We generally understand manoeuvring as the operation of leaving port until release to SEA SPEED and from the
port approach until FINISHED WITH ENGINE. In particular the speed and direction changes as well as, in the wider
sense, any such alterations during normal service.
The manoeuvring range is the speed range up to and including the manoeuvring speeds FULL AHEAD and FULL
ASTERN . This range is usually divided into four manoeuvring stages with correspondingly allocated speeds.
Possible critical barred speed ranges have to be taken into account.
Normally the FULL manoeuvring speed for engines driving fixed pitch propellers corresponds to about 70% of the
nominal speed which in turn represents about 35% of the nominal power. This means that, with the vessel sailing
straight ahead, about 2/3 of the nominal ship’s speed will be reached. In principle, a fully operational engine can be
manoeuvred within the above mentioned manoeuvring range already provided with the start fuel limiter and scav-
enge air limiter without any time or performance restrictions.
With controllable pitch propellers, where the speed and torque can be freely selected, the same recommendations
as for fixed pitch propellers apply during manoeuvring with respect to power limitation over the manoeuvring range.
Nevertheless, the time period to change the propeller pitch from zero to FULL position must be a minimum of 20
seconds.
Should the engine be accelerated quickly to FULL manoeuvring speed or the propeller blades brought to FULL pitch
when the vessel is at a standstill, the momentary engine load will be higher until the vessel has reached sea-speed.
Manoeuvring can be done from the bridge (provided bridge control is installed), from the manoeuvring console in the
control room or at the local manoeuvring stand on the engine.
Special precautions have to be taken when manoeuvring with the governor out of service.
Either heavy fuel oil or diesel oil can be used during manoeuvring. The fuel used must have been suitably treated
(see group 0720–1).
The service values given in group 0250–1 basically also apply during manoeuvring.
When manoeuvring on heavy fuel oil, the fuel has to be heated up enough to maintain its viscosity at inlet to the fuel
injection pumps within the range given in group 0270–2. The heating of the fuel injection pipes is to be kept on. The
temperature of the cooling media should be kept as close as possible to the upper limits given for normal service
(see group 0250–1).
The functions of the control elements during manoeuvring are described in a special section (group 4003–1) with the
help of the control diagram.
Therefore, in the following, only the necessary manipulations with some additional explanations are given.

1.1. Reversing under normal operation, at the control room manoeuvring console
As various makes of remote controls can be connected to the engine controls we do not describe here the operation
from the manoeuvring stand in the control room. For this operation the documentation of the remote control makers
must be utilized.

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0260–1/A1 Operation RTA48T

Manoeuvring

1.2. Reversing under emergency operation , at the local manoeuvring stand on the engine
(item No., see schematic diagram 4003–2)

Take over from remote control to local control:

– Adjust the local control speed setting signal to the same level as indicated by the remote control system or by
the tachometer.
– Move the manoeuvring lever to RUN AHEAD or RUN ASTERN (the same rotational direction in which the en-
gine is running).

1.3. Reversing at the local manoeuvring stand with speed setting by the governor
– Set local control speed setting pressure to about 2 bar or about 40% speed.
– Move manoeuvring lever to RUN AHEAD or RUN ASTERN.
– Move manoeuvring lever to START until the engine runs in the correct rotational direction.

Remark On ships under way this procedure may under certain circumstances take rather a long time
(several minutes), as the propeller is ”dragged” in the ”wrong” sense of rotation.
1.4. Reversing at the local manoeuvring stand with manual fuel setting

Take over from remote control to local control:

– Quickly, bring the fuel lever into the same position as the fuel linkage and link them together.
– Move the manoeuvring lever to the corresponding position ( RUN AHEAD or RUN ASTERN), at witch the en-
gine is operated at the time.
– Check the engine speed.
This form of EMERGENCY RUNNING should, therefore, only be practised for a longer period of time when the
circumstances demand it, e.g. until a replacement governor can be installed or until other faults in the control
system can be corrected.
In installations with controllable pitch propellers, some additional precautions have to be taken and it is essential
that there is good communication between the bridge and the local manoeuvring stand.
In addition, please note the following when the speed is being controlled by the fuel lever of the local manoeuvring
stand:
As soon as the fuel lever 3.12 is taken out of the notch REMOTE CONTROL , the connection between the governor
and the fuel injection pump linkage is interrupted since the air cylinder 3.10 is vented. Unless absolutely necessary,
this should, therefore, not be done when the engine is running.
It is essential that the fuel lever be engaged into the lever of the fuel regulating linkage (immediately if the engine is
running). It must remain engaged throughout the whole period of emergency running.
Since the speed is no longer being maintained by the governor, and engineer must be continuously stationed at the
local manoeuvring stand so that he can intervene immediately if necessary.
On engines equipped with electronic governors it is further possible to operate the engine by the manual fuel but-
tons. (In place of control by fuel lever). Here the actuator is manually located (This is only possible when a defect
exists in the remote control or in the electronic governor. The actuator, connecting link to regulating linkage and
regulating linkage itself must be in order).

Reversing:
– Move fuel lever to about position 3–4.
– Move manoeuvring lever to RUN AHEAD or RUN ASTERN.
– Move manoeuvring lever to START until the engine runs in the correct direction.

Remark On ships under way this procedure may under certain circumstances take rather a long time
(several minutes), as the propeller is ”dragged” in the ”wrong” sense of rotation.

1998 2 Wärtsilä Switzerland Ltd

RTA48T Operation 0260–1/A1

Manoeuvring

1.5. In installation with controllable pitch propeller or clutch coupling additionally to observe
The speed cannot be readjusted immediately by the governor. If the propeller pitch were reduced it would rise possi-
bly high enough to activate the overspeed safety cut-out.

Attention We strongly recommend:

To start the engine only when the propeller is in an end position (AHEAD or ASTERN).
Not to alter the pitch while the engine is running.
To manoeuvre, either: (assuming the engine can be reversed) to reverse the engine with
the propeller in an end position.
or: to stop the engine first, then to bring the propeller to the other end
position and to restart the engine.
On installations having clutch couplings these must not be disengaged as long as the engine is running when oper-
ating under such emergency running conditions. The engine may only be started with the coupling engaged.

2. Increasing the power after release to SEA SPEED and decreasing

For the reasons given at the beginning, the engine load should only be increased and decreased over a certain time
span, usually 40–50 minutes, between full manoeuvring and service power. However, this time span may not be less
than 30 minutes when increasing the load and 15 minutes when decreasing it.
This increase and decrease in load is carried out by manual operation of corresponding devices on the local ma-
noeuvring stand:
With fixed pitch propeller installations: . . . . . . . . . . . speed setting
With controllable pitch propeller installations: . . . . . depending on arrangement

a) speed setting lever

b) propeller pitch setting lever

c) speed and propeller pitch setting lever (combinator)

Exceptions to the above mentioned time limitations on speed and power reductions are critical alarm conditions in
the engine room which demand a quicker reduction, or when a shut-down or automatic slow-down system is acti-
vated.

3. Emergency manoeuvre
In the event of emergency manoeuvre, all the restrictions specified under sections 1 and 2 are lifted, i.e. the full
power of the engine can be called on when necessary, because the safety of the vessel has first priority.

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RTA48T Operation 0270–1/A1

Operation
Changing Over from Diesel Oil to Heavy Fuel Oil and Vice Versa

Continuous operation with heavy fuel oil is recommended for engines and plants provided for running on heavy fuel
oil. Changing over from heavy fuel oil to diesel oil operation may only be undertaken when absolutely necessary for
example by:
– Flushing the engine before maintenance works
– Heating plant switched off in the drydock
– Environmental requirements

Recommended viscosity at inlet to the fuel injection pumps

The temperature necessary to ensure that the required viscosity of the fuel before inlet to the injection pumps is
reached can be seen on Viscosity-Temperature Diagram 0270–2. This temperature is hereafter referred to as the
’required preheating temperature’.
The preheating of the fuel is controlled by a viscosimeter.

Changing over from diesel oil to heavy fuel oil (see schematic diagram group 0720–1)
After changing over the three-way valve 21 the result is a mixture of diesel oil and heavy fuel oil in the mixing unit 24.
The viscosimeter controls the end-heater 26 in such a way that the required viscosity (preheating temperature) of
the mixture is maintained. This preheating should be done only slowly (temperature rise max. 15C/min.). Sudden
temperature changes can lead to seizing of the fuel injection pump plungers.
The heating for the fuel filter 27 as well as for the fuel delivery and return pipes should be kept on, at least until the
’required preheating temperature’ (read off at the thermometer before inlet to the injection pumps) is reached.
Check fuel pressure after low pressure feed pump and at injection pump inlet (see group 0250–1).
It is recommended not to exceed 75% CMCR load during changing over and until the required preheating tempera-
ture has been reached.

Changing over from heavy fuel oil to diesel oil

To change over from normal heavy fuel oil service to diesel oil, the three way valve 21 has first of all to be reposi-
tioned accordingly. This results in a mixture of heavy fuel and diesel oil in the mixing unit 24. The viscosity of the
circulating mixture at a certain temperature drops quickly corresponding to the increasing share of diesel oil. After a
short period the heating can be shut off.
It is recommended to change over from heavy fuel oil to diesel oil operation at less than 50% CMCR power.

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RTA48T Operation 0270–2/A1

Viscosity - Temperature Diagram

Typical Values of Petroleum Fuel Oils

Oils can be pumped only

with difficulty or not at all

91.7055b

Recommended viscosity before injection pumps

Example: To obtain the recommended viscosity before injection pumps a fuel

oil of 150 mm/s (cSt) at 50 C must be heated to 108–120 C.

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RTA48T Operation 0280–1/A1

Operation
Operation at Low Load

In addition to the indications for normal operation please note the following
– Switch on trace heating for the injection pipes.
– Keep temperature of cooling medium within the normal range (see group 0250–1).
– Careful treatment of the fuel oil is of importance (see group 0720–1).
– The cylinder lubricating oil quantity is automatically adapted to the lower load. The lubricating oil quantities are
regulated in accordance with engine load or position of intermediate regulating shaft respectively within the
DENIS–6 control system. If the engine is continuously operated at low load it will soon become evident whether
the cylinder lubrication is at its optimum setting for these special conditions. Necessary adjustments must be
made in accordance with the corresponding indications in group 7218–1 and 7218–2.

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RTA48T Operation 0290–1/A1

Operation
Running on Overload

Normally, overload (110% of CMCR power) is only run during sea trials, in the presence of an authorized representa-
tive of the engine builder.
Overload operation, however, is to be limited to maximum one hour per day (see also group 0070–1).
When running on overload, the engine must be monitored particularly carefully. Upon any indication of irregularities,
the load (power) has to be reduced.
The load indicator and the exhaust gas temperature before the turbine(s) serve to indicate the measure of
engine load (see group 0250–1 and Acceptance Records).
The maximum limit stop for the fuel linkage may neither be removed nor repositioned.
The coolant temperatures have to be kept within their normal ranges.
In normal service (with correctly adjusted fuel injection pump timing) the full load position of the load indicator (see
Acceptance Records) may not be exceeded.
The maximum permissible position of the load indicator is to be found in the acceptance records. It may not be ex-
ceeded. The change of adjustments is only permissible in order to demonstrate the CMCR power, during sea trials
with overspeed of 104 to 108% of CMCR speed.
When running into strong head winds, in heavy seas, with heavy growth on the ship’s hull and in shallow water, the
ship resistance increases. Without any alteration to the speed setting the governor will maintain the engine speed;
the position shown on the load indicator will increase.

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RTA48T Operation 0310–1/A1

Shutting Down
General

Unloading
Whenever circumstances permit, we recommend that the load be reduced slowly, see group 0260–1.

Stopping

From the control room: (normal case)

As various remote control makes can be connected to the engine controls we do not describe here the opera-
tion from the manoeuvring stand in the control room. For this the documentation of the remote control makers
must be utilized.

From the local manoeuvring stand: (see group 4003–2)

As long as the engine is under governor control, i.e. the fuel lever 3.12 on the local manoeuvring stand is at
the position REMOTE CONTROL, the engine is stopped by reducing the speed setting until it comes to a stand-
still.
If the stop lever is set to STOP, the engine is stopped by the WOODWARD governor or the electronic actuator.
When the engine is no longer under governor control, but having its speed regulated by means of the fuel
lever, the engine speed is reduced until it comes to a standstill by putting the fuel lever back to position ’0’.

In an emergency
The engine can be stopped immediately by the safety cut-out device on fuel injection pumps by pressing the EMER-
GENCY STOP button in the control room (control desk) or at the local manoeuvring stand on the engine.

Further possible ways of stopping the engine

The engine can also be brought to a standstill by the following methods which, however, take more time and, to a
certain extent, take effect only slowly.
Operating the manual cut-outs of all the fuel injection pumps (see group 5512–2).
Closing the shut-off valves in the fuel supply and return pipes of the fuel injection pumps.

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RTA48T Operation 0320–1/A1

Shutting Down
Measures to be Taken after Stopping

1. The following measure are valid for shorter service breaks (days to a few weeks)

1.1 Where the engine must remain manoeuvrable

Where the engine must still be capable of being manoeuvred after it has been stopped, all the pumps for water, oil
and fuel have to be kept running. Control air must be available and the starting air bottles must be replenished.
Maintain cylinder cooling water at the preheating temperature, and the lubricating oil is not to be cooled down. The
fuel must be held at the required temperature (see group 0270–2).

1.2 Where the engine needs not remain manoeuvrable

After the engine has been stopped, the cooling water and lubricating oil pumps should be left running for at least a
further 20 minutes in order to allow the temperatures to equalize. These media should not be cooled down below
their normal inlet temperatures. The sea-water pump can, therefore, usually be stopped immediately.
Should the engine have been shut down during operation with heavy fuel oil, then the circulation must be maintained
via the fuel injection pumps and the fuel system must remain in operation. Additionally the heating of the fuel oil
pipework at the engine must be switched on. Should this measure not be required, then the engine operation must
be changed to diesel oil before shutting down the engine (see group 0620–1).
The fuel pumps can be stopped, if the engine has been shut down while operating with diesel oil.
The starting air supply has to be closed as soon as possible after stopping the engine, i.e. shut the valves on the
starting air bottles, turn the handwheel 2.10 to position CLOSED (closed by hand) at the shut-off valve for starting
air 2.03 and drain it by using the venting valve 2.21 (see group 4003–2).
The indicator valves in the cylinder covers are to be opened and the turning gear engaged.
Follow all the safety regulations when carrying out repair work or any overhauls which are due. Release pressure
from the fuel oil system if necessary.

Post-lubrication of the cylinders

For the post-lubrication the crankshaft must be turned about three revolutions by the turning gear. During this the
cylinder lubrication (push-button for PRE/POST-LUBRICATION on the control room desk) must be switched on.
(One switch-on impulse causes a pre-lubrication duration of about 10 minutes and corresponds roughly to one
crankshaft revolution).
Close the shut-off valves on the control air supply (supply of air from the starting air bottles and the board system).
Where possible, keep the cooling water warm in order to prevent the engine from cooling down too much. The cool-
ing water pump is, therefore, kept running unless required to be stopped for maintenance work.
At relatively frequent intervals, turn the engine through by several revolutions with the indicator valves open, using
the turning gear (possibly done daily in damp climates). Do this with the lubricating oil pump running and switching
on the cylinder lubrication at the same time. After completing this procedure, ensure that the piston comes to rest in a
different position each time.
Repair all the defects detected in service (leaks, etc.).

2. Measures for service interruptions over a longer period (weeks or months)

Please refer to section 1.2 above and to group 0620–1 ”Special Measures before and after Operation”.

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RTA48T Operation 0410–1/A1

Special Operational Measures

Running-in of New Cylinder Liners and Piston Rings

1. General

After the fitting of new cylinder liners or even only after replacing piston rings, these must be run-in. The purpose of
running-in is to achieve a good sealing of the rings as soon as possible.
Under no circumstances must any seizings occur on the running surfaces of cylinder liner and piston rings.
It is of the utmost importance that spare cylinder liners are purchased from recognized reliable manufacturers who
apply modern material and machining technologies.

1.1 Preparations and checks to be carried out before starting the engine
Carry out all starting preparations according to group 0110–1. Furthermore, check the following:
– Condition of piston rings, cylinder liners from piston underside and if there are any signs of condensation or
leakages (if the engine has not been started for some time).
– Scavenge air receiver for contamination.
– Water separator in clean condition.
– Scavenge air receiver drains open and that high level alarm functions properly.
– Required cylinder lubricating oil feed rate set according to section 4.1.

1.2 Remarks on running-in

– The engine has to be run-in according to the guidelines of the running-in programme (section 5).
– The load-up programme should not be completed faster than recommended.
– For running-in the FQS (Fuel Quality Setting) should be adjusted to position ’0’ (see group 5803–1).
– During running-in of new cylinder liners it is also recommended to mechanically limit the fuel rack position.
Located on the intermediate regulating linkage the maximal stop is to be adjusted at about 60% load in
order not to overload the newly fitted cylinder liners due to excessively fast load-up commands.
– It is necessary to occasionally inspect the condition of the running surfaces of the piston rings and the cylin-
der liner to assess the status of running-in.
– The stability and the level of the cylinder cooling water temperature must be checked frequently, no fluctua-
tions in temperature are permitted (see group 2124–1).
– Should it become necessary, for any reason whatsoever, to run the engine soon after starting at the full
service power, then this may be done, but the fuel supply to the cylinder which is running-in must be re-
duced for the duration of about 20 operating hours.
This is achieved by fitting a spacer under the suction valve push rod of the injection pump supplying the
respective cylinder with fuel (see group 5512–1 ).

2. Fuel

For running-in the same fuel (HFO), correctly treated and properly preheated, should be utilized as for normal op-
eration.

3. Cylinder lubricating oil

Under normal operating condition as well as for running-in, a well cleaning, high-alkaline (BN) cylinder lubricating oil
should be applied (see group 0750–1) for the use of heavy fuel oils with high sulphur content.

Wärtsilä Switzerland Ltd 1 7.03

0410–1/A1 Operation RTA48T

Running-in of New Cylinder Liners and Piston Rings

4. Cylinder lubricating oil feed rate

4.1 Increasing the lubricating oil feed rate

During the running-in phase the lubricating rate to the respective cylinder must be raised.
The setting screws of the respective cylinder lubricating pump must be adjusted to a feed rate of approximately
1.9±0.1 g/kWh (see groups 7218–1 and 7218–2, ’Diagram A’).

4.2 Lubricating oil distribution

By multi-level lubrication it is recommended to distribute the cylinder oil lubrication feed rate to the upper and lower
grooves (levels) as follows:

Pump element during running-in after running-in

for upper level 50% 50 to 70%
for lower level 50% 50 to 30%

4.3 Reducing the lubricating oil feed rate

The lubricating feed rate can be reduced to about 1.7 g/kWh (1.3 g/BHPh), based on nominal power after about 15
operating hours.
Due to regular checks of the piston rings and cylinder liners in the course of the next 50–1000 operating hours, the
feed rate can be reduced in small steps until the required feed rate of 1.37 g/kWh is reached according to the run-
ning-in programme.
A reduction below the recommended value after 1000 running hours can be envisaged after confirmation that satis-
factory conditions have been achieved at this stage. The reduction should be in steps of approx. 0.1–0.2 g/kWh, with
periods of 500 to 1000 running hours between each step.
Any decision to reduce the feed rate should be based on the inspection results of the running surface of the piston
rings and cylinder liner through the scavenge ports.
The final feed rate (below 1.37 g/kWh) for normal service depends mainly on:
– Operating conditions of engine.
– Heavy fuel oil quality.
– Maintenance level.
– Operator considerations (cylinder lubricating oil costs versus cylinder liner replacement and maintenance
costs).

7.03 2 Wärtsilä Switzerland Ltd

Wärtsilä Switzerland Ltd

Running-in of New Cylinder Liners and Piston Rings

Cylinder oil feed rate g/kWh g/BHPh
adjustment based on effective eff. eff.

Running-in programme
power (see diagram 7218–2)
2.0 1.47
1.8
1.3

RTA48T
Inspection of piston rings
Controllable Fixed pitch and cylinder liners
1.7
pitch propeller propeller 1.2
constant speed 1.6
CMCR CMCR 1.5 1.1
Load indicator Speed
Pos. rpm 1.4
1.0
% % 1.3
0.9
1.2
100 100
1.1 0.8
90 Service speed resp. load 1.0
(example) 0.7

Operation
80
90
3

70
u

Remark:
60 80 On vessels that are operating at slow steaming, the
running-in schedule must be completed up to 75% load
before setting down to the slow steaming operation.
50 70

60
5 10 15 20 25 50 200 500 1000
S = 1–5% Cylinder oil BN 70 – 80 see 0750–1 ’Lubricating oil list’
For sulphur < 1 % see 0750–1 ’Cylinder lubricating oil’

0410–1/A1
S = bis 1.5% Cylinder oil BN 40 see 0750–1 ’Lubricating oil list’
For Sulphur > 1.5 % see 0750–1 ’Cylinder lubricating oil’
7.03
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RTA48T Operation 0420–1/A1

Special Measures in Operation

Indicator Diagrams

Indicator diagrams shall only be drawn with a suitable, well working indicator at constant power and speed, and in
case of marine engines in calm sea and deep water.
For the interpretation of the indicator diagrams please note the respective cylinder number, engine speed and load
indicator position.

Interpretation of indicator diagrams and corresponding engine adjustments

Max. Firing Pressure

Compression Pressure Diagram showing correct cylinder pressure and nor-

mally timed ignition point (start of injection)
For reference values on compression and maximum firing
pressures for corresponding load and speed please refer to
the trial reports and performance curves.

95.7863

Maximum firing pressure too high at correct compres-

sion pressure
Ignition (start of injection) too early for the fuel type in use:
– The correction of the ignition pressure must be carried
out by adjusting the FQS to ”minus” (see group
5803–1).
88.7040 A correction at the FQS may only be effected if all cylinders
show the same pressure deviation.

Maximum firing pressure too low at correct compres-

sion pressure
Poor combustion – check the fuel injection nozzles – or igni-
tion (start of injection) too late for the fuel type in use:
– The correction of the ignition pressure must be carried
out by adjusting the FQS to ”plus” (see group 5803–1).
88.7041
– Nozzle tip with trumpets.

Compression and maximum firing pressure too low

Possible causes:
– Actual load lower than assumed.
– Exhaust valve leaking.
– Scavenge air pressure too low:
Clean the turbocharger air filter and air cooler
88.7042
(exhaust gas pressure from turbocharger outlet too
high).

Compression pressure too high

Possible causes:
– Engine overloaded.

95.7868

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RTA48T Operation 0420–1/A2

Special Measures in Operation

Indicator Diagrams IMO Compliant

Indicator diagrams shall only be drawn with a suitable, well working indicator at constant power and speed, and in
case of marine engines in calm sea and deep water.
For the interpretation of the indicator diagrams note the respective cylinder number, engine speed, the positions of
the load indicator and VIT.

Definition of cylinder pressures

Higher compression ratio and fuel injection delay have been introduced to reduce the NOx value for engines in com-
pliance with the IMO rules.
In general the ratio of the maximum firing pressure to the compression pressure is within the range of 0.90 to 1.25 at
100% load.
Depending on the engine rating and the corresponding IMO tuning, the diagram curves can vary within the two
following cases:

Case A Case B

pF
Cylinder pressure [bar]

Cylinder pressure [bar]

pC
pC pF

Crank angle [° CA] Crank angle [° CA]

PC = Compression pressure at TDC PF = maximum firing pressure

Interpretation of indicator diagrams and corresponding engine adjustments

Remark The diagrams which have been drawn during the acceptance trial should be taken as reference.
For reference values on compression and maximum firing pressures for the corresponding load
and speed refer to the trial reports and performance curves.
PF
PC Case A Maximum firing pressure too high at correct com-
pression pressure
Possible causes:
– Ignition (start of injection) too early for the fuel
type in use.

00.7429
The correction of the ignition pressure must be carried
PC out by adjusting the FQS to ”minus” (see group
PF Case B 5803–1).
A correction at the FQS may only be effected if all cyl-
inders show the same pressure deviation.

00.7430

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0420–1/A2 Operation RTA48T

Indicator Diagrams IMO Compliant

PF
PC Case A Maximum firing pressure too low at correct com-
pression pressure
Possible causes:
– Poor combustion: Nozzle tip with trumpets or
worn out.
Check the injection nozzles.
00.7431
PC
– Ignition (start of injection) too late for the fuel type
PF Case B in use.
The correction of the ignition pressure must be carried
out by adjusting the FQS to ”plus” (see group 5803–1).
A correction at the FQS may only be effected if all cyl-
inders show the same pressure deviation.

00.7432

PF
PC Case A
Compression and maximum firing pressure too
low
Possible causes:
– Actual load lower than assumed.
– Exhaust valve leaking.
00.7433
PC
Check exhaust valve.
PF Case B
– Scavenge air pressure too low.
Clean turbocharger or scavenge air cooler.
– Suction temperature too high.

00.7434

PF
PC Case A
Compression pressure and maximum firing pres-
sure too high
Possible cause:
– Engine overloaded.

00.7435
PC
PF Case B

00.7436

2003 2 u Wärtsilä Switzerland Ltd

RTA48T Operation 0450–1/A1

Special Measures in Operation

Measures against Fouling and Fires in the Scavenge Air Spaces

The principle cause of fouling is blow down of combustion products between piston and cylinder into the scavenge
air spaces. The fouling will be greater if there is incomplete combustion of the fuel injected (smoky exhaust).

Causes of poor combustion

The injection valves are not working correctly (trumpets at the nozzle tip).
The fuel is too cold particularly at low load.
Poorly adjusted fuel injection pump timing and damaged valve seats in the fuel injection pumps.
Operation with a temporary shortage of air during extreme variations in engine loading and with the scavenge air
pressure-dependent fuel limiter in the governor set too high (see also group 5103–1).
Overloading, insufficient supply of air due to restricted engine room ventilation, fouling of the silencer and diffuser on
the air side of the turbocharger, fouling of the wire mesh and nozzle ring before turbocharger, fouling of the exhaust
gas boiler, the air cooler and water separator, the valve groups in the scavenge air receiver and of the scavenge
ports.

Causes of blow-by of combustion products

Worn, sticking or broken piston rings.
Worn cylinder liner.
Individual cylinder lubricating quills are not working.
Damage to the running surface of the cylinder liners.
If one or more of these operating conditions prevail, residues, mainly consisting of incompletely burned fuel and
cylinder lubricating oil, will accumulate at the following points:
– Between piston ring and piston ring groove.
– On the piston skirt.
– In the scavenge ports.
– On the bottom of the cylinder block (piston underside).

Causes of fires
With blow-by, hot combustion gases and sparks which have bypassed the piston rings between piston and cylinder
liner running surface, enter the space on the piston underside.
In the same way backflow at the B.D.C. of the piston (gas pressure higher than scavenge air pressure) can cause
increased contamination.
Leaky sealing rings in the piston rod gland as well as blocked drain pipes from the piston underside will lead to an
accumulation of system and cylinder lubricating oil and therefore to a major fire risk. It is therefore important to peri-
odically check the bottom of the cylinder block and if necessary to clean it.

Indications of a fire
Sounding of the respective temperature alarms.
A considerable rise in the exhaust gas temperatures of the cylinder concerned and a rise in piston underside tem-
perature.
Under certain conditions the turbocharger may start surging.

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0450–1/A1 Operation RTA48T

Measures against Fouling and Fires in the Scavenge Air Spaces

Fire fighting measures

We recommend the following:

1. Reduction of engine power.
2. Cutting out the fuel injection pump of the cylinder concerned.
3. Turning the hand crank of the corresponding cylinder lubricating oil pump faster so that lubrication is ensured
despite the increased temperature.
4. Where the plant specifies a fire extinguishing system (carbon dioxide CO2) the containers can be joined to the
connections which have been provided on the receiver. The respective shut-off valve must be absolutely leak-
proof.
Should for any reason a fire be feared then shut down the engine and fill the scavenge space with CO2 gas.
Afterwards apply the instructions of group 0210–1 ”Entering the engine after the use of CO2.”
If steam is used as a fire extinguishing medium, measures against corrosion have to be taken.
5. A fire should have died down after 5 to 15 minutes. This can be verified by checking the exhaust gas tempera-
tures and the temperatures of the doors to the piston underside space.
Afterwards the engine must be stopped whenever possible and the cause of the fire established.
Checks should include: Cylinder liner running surface, piston and piston rings, valve groups in the receiver (to
be replaced if necessary), possible leakages, piston rod gland as far as possible, injection nozzles.
After a careful check, or if necessary repair, the engine can be put back on load with cut-in fuel injection pump
and automatic cylinder lubrication.
Should a stoppage of the engine not be feasible and the fire have died down, the fuel injection pump can again
be cut in, the load increased slowly and the cylinder lubrication can gradually again be transferred to the auto-
matic drive. Avoid running for hours with considerably increased cylinder lubrication.

Preventive measures
As can be seen from the causes, good engine maintenance goes a long way to safeguarding against fires in the
scavenge air spaces. The following measures have a particularly favourable influence:
– Use of correctly spraying injection nozzles and keeping the air and gas passages clean (regular inspection and
cleaning).
– Correct adjustment of the fuel injection pump timing according to the setting table.
– When running continuously at reduced load, check the cylinder lubricating oil feed rate and readjust if neces-
sary (see group 0280–1).
– The permanent drain of dirty oil from the piston underside must always be assured. To prevent accumulation of
dirt, check the dirty oil drain pipes from the piston underside for free passage. An obstruction can be detected by
touching the individual drain pipes with the hand (temperature difference). If one has only surrounding tempera-
ture, the line must have been blocked by carbon deposits and needs to be cleaned as soon as possible.

12.98 2 u Wärtsilä Switzerland Ltd

RTA48T Operation 0460–1/A1

Special Measures in Operation

Instructions Concerning the Prevention of Crankcase Explosions

Investigations into the causes of crankcase explosions with diesel engines have shown that they can only occur
under particular conditions and, therefore, are extremely rare.
The oil mist in the crankcase is inflammable over a very narrow range of mixture only. There must always be an
extraneous cause to set off ignition such as hot engine components. Only under these circumstances and the pres-
ence of a critical mixture ratio of oil mist and air can an explosion occur.
Engines are equipped, as standard, with an oil mist detector (see group 9314–1), which continuously monitors the
intensity of oil mist in the crankcase and triggers an alarm if the mist exceeds a limit of admissible intensity.
Good engine maintenance and deliberate action in cases of an alarm rule out explosions to a large degree.

Measures to be taken in case of an alarm

– Get a way from the engine, risk of explosion!
– Reduce engine speed (power) immediately.
– As soon as conditions allow, stop the engine.
– Find cause and remedy as far as possible (see group 0840–1).

Attention Should the engine be shut down because of a suspected heating-up of a running gear, then nei-
ther the doors nor the checking covers of the crankcase may be opened immediately. The heated
areas must cool during at least 20 minutes, to prevent ignition by access to fresh air. Till the
heated parts have cooled the danger of an explosion is still possible. To prevent accidents no
person may therefore stand in the vicinity of the explosion flaps of the crankcase doors. Where
no fire extinguishing plant is connected or not in use, a portable fire extinguisher must be kept
ready when the crankcase doors are opened later.

Wärtsilä Switzerland Ltd 1 u 1998

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RTA48T Operation 0500–1/A1

Operation under Abnormal Conditions

General Information

In the following descriptions ”Operation under Abnormal Conditions”, measures are given which must be taken
when engine parts develop defects which cannot be immediately rectified but where the engine must continue to be
operated, or where its operation must be resumed as soon as possible.

Reduced power output

In emergency cases where the engine must run with one or more cylinders out of operation, turbochargers out of
service or reduced coolant flows etc., the engine power must be reduced in order to prevent thermal overloading.
The full load position of the load indicator (LI) or the maximum exhaust gas temperature before the turbine (accord-
ing to group 0250–1) may under no circumstances be exceeded. If necessary the engine speed and power have to
be reduced under observation of any barred speed range where critical speeds exist.
In addition, the exhaust smoke must be checked and continuously observed as the engine must not be operated
with dark exhaust and under soot generating conditions. Speed and power must be reduced until the exhaust smoke
has reached acceptable levels.

Taking cylinders out of operation

When individual cylinders have been taken out of operation the turbocharger can run into ’surging’. This makes itself
known by a loud sound. Surging can be detected visually at the pressure gauge as fluctuations in the scavenge air
pressure.
Should the ’surging’ occur at short intervals or even continuously, the speed has to be suitably reduced.
Should individual cylinders be out of operation, it is possible (particularly with engines having few cylinders) that the
engine comes to rest in a position from which it cannot be restarted, since none of the intact pistons lies within a
starting range. In such cases, the engine should be started for a short moment in the opposite direction in order to
bring the crankshaft to another position. The possibility has to be taken into account that the engine will not reverse
so well and corresponding precautions have to be taken together with the bridge.

Wärtsilä Switzerland Ltd 1 u 1998

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RTA48T Operation 0510–1/A1

Operation under Abnormal Conditions

Operation with a Fuel Injection Pump Cut Out

Where one or more fuel injection pumps have to be cut out, the following has to be done:
The roller of the respective fuel injection pump has to be lifted off its cam with the aid of the
cut-out device (see group 5512–2).
Where the reason for cutting out is a defect in the fuel injection system (fuel injection pump,
high pressure pipe to the injecton valves, etc.), it is unnecessary to cut out the actuating
pump of the relevant cylinder.
Should it be necessary to keep the engine running for an extended period with fuel injection
pump cut out, then the cylinder lubricating oil feed rate has to be reduced to the minimum
for the respective cylinder, with the aid of the adjusting screws on the corresponding cylinder
lubricating oil pump (see also group 7218–1).

Attention When the injection pump is cut in again the adjusting screws in the cylinder lubricating oil
pump have to be screwed back to their old positions.

With a fuel injection pump cut out the engine can no longer be run at its full power.
Generally the remarks in group 0500–1 must be observed. Furthermore the exhaust temperature after cylinders
may on no cylinder exceed the maximum of 515 C.

Wärtsilä Switzerland Ltd 1 u 1998

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RTA48T Operation 0520–1/A1

Operation under Abnormal Conditions

Operation with an Actuator Pump Cut Out (Exhaust Valve Drive)

As a rule, in the event of a defect in an actuator pump, in the exhaust valve drive or on an exhaust valve, the fault
must be corrected immediately.
Should this not be possible because the engine has to be put back in service as soon as possible, the following
measures have to be taken at the cylinder concerned:

Cut out an exhaust valve drive

Cut out the fuel injection pump . . . . . . . . . . . see group 5512–2
Cut out the actuator pump . . . . . . . . . . . . . . . see group 5512–2
Stop the oil pumps
Close oil supply to actuator pump by shut-off cock 12 (see Fig. ’C’).
The venting valve 4.08 in the control air supply A (see group 4003–2) for venting the air spring of the exhaust
valve is brought into the venting position, so that the air feed to the cylinder of the exhaust valve (air spring) is
interrupted, in order to allow the valve to slide down by the max. exhaust valve stroke ’VW’, i.e. it stands open.
Remove the damping pin 1 in the hydraulic part of the exhaust valve and replace it with the thrust pin 9 (tool
94259), proceeding as follows (see Fig. ’B’):
Remove screw 2 and pull out the damping pin 1. Take care that the spacer ring 3 does not get lost. This ring
should remain in place when the thrust pin is fitted.
For safety reasons the thrust pin must also be fitted if an exhaust valve is jammed in the open position.

Operation with an actuator pump cut out

After the above measures have been taken:
The oil pumps must be put back in service.
The supply to the air spring is switched on again, i.e. the venting valve 4.08 must be brought back to the operat-
ing position.

Remark After taking the above measures the engine can no be operated at low load. Generally the re-
marks in group 0500–1 have to be observed. Furthermore the exhaust gas temperature after
cylinders may on no cylinder exceed the maximum limit of 515 C.

Re-starting an exhaust valve drive

Attention After termination of the emergency operation with open exhaust valve, the seat surfaces of ex-
haust valve and valve seat must be checked for perfect condition (no hard dirt deposits).

Seat surfaces with heavy deposits must be overhauled according to the groups 2751–3 and
2751–4 in the Maintenance Manual.

After the defect has been corrected, the following must be carried out:
Remove the thrust pin 9 (tool 94259) and replace it by the damping pin 1.
Re-open shut-off valve 12 of the respective oil supply (the handle must be in vertical downward position).
Check oil pressure for actuator pump (see group 0250–1).
Put the actuator pump and fuel injection pump back into service (see group 5512–2).

Wärtsilä Switzerland Ltd 1 1998

0520–1/A1 Operation RTA48T

Operation with an Actuator Pump Cut Out (Exhaust Valve Drive)

A B

1 2
3
4
5
6
7

8 9

VW
96.7372

Gezeichnet für RTA58T

DRAWN FOR RTA58T
12 13
Key to Illustrations: ’A’ Exhaust valve
’B’ Thrust pin fitted
’C’ Oil supply to actuator pump

1 Damping pin 9 Thrust pin (tool 94259)

2 Screws 10 Oil distributing pipe
3 Spacer ring(s) 11 Oil Supply
4 Piston 12 Shut-off valve
5 Housing 13 Actuator pump
6 Exhaust valve spindle 14 Cylinder cover support (platform)
7 Bush 15 Starting air distributing pipe
8 Exhaust valve cage VW Max. exhaust valve stroke

1998 2 u Wärtsilä Switzerland Ltd

RTA48T Operation 0530–1/A1

Operation under Abnormal Conditions

Operation without Load-dependent Cylinder Lubrication

The cylinder lubricating oil flow is regulated load dependently by the DENIS–6 control system via the load indicator.
In case of failure of the regulation the engine can continue to operate as the emergency lubricating mode is automat-
ically started.
The oil feed rate is maintained at the value by 100% engine load over the whole load range (see also group 7218–1).

Remark – If, however, the engine must be operated in part load, then an excessive lubrication of the
cylinders is possible.
– In case of a partial or total failure of the cylinder lubrication, the measures to be taken are
described in group 0820–1.

Wärtsilä Switzerland Ltd 1 u 1998

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RTA48T Operation 0535–1/A1

Operation under Abnormal Conditions

Operation without Crosshead Lubricating Oil Pump

Upon failure of the crosshead lubricating oil pump, the crosshead bearing oil system, as well as the oil for the hy-
draulic actuator pump of the exhaust valves, is being operated at the lower pressure of the main bearing oil. At re-
duced load the operation may be continued for the short time until the crosshead bearing oil pump is either repaired
or replaced, whereby the load indicator position 4.5 may never be exceeded (see group 0820–1, paragraph
”Crosshead bearing oil pressure drops” and group 8016–1).
This mode of operation may not be regarded as continuous. The booster pump must be repaired/replaced as
soon as possible and started up.

Wärtsilä Switzerland Ltd 1 u 1998

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RTA48T Operation 0540–1/A1

Operation under Abnormal Conditions

Operation with Running Gear Partially or Totally Removed

Should the engine have to be put back into operation after a defect in the running gear of a cylinder, which cannot be
immediately remedied, then, depending on the type of defect, the following measures must be taken:

1 Piston must be removed

Examples of defects: – Piston cracked or leaking.

– Serious damage to piston and/or cylinder liner.
– Damage to piston rod gland and/or piston rod.

Measures: Cut out fuel pump (see group 5512–2 and 0510–1).
Cut out actuator (see group 5512–2)

Attention The exhaust valve 3 must be closed i.e. the air supply from the
control air supply unit A must remain in the open position.
Therefore the exhaust valve is kept shut by the air spring.

Fit tool 94345d in place of the piston rod gland.

Mount tool 94324 onto the crosshead.
Fit blind flange (tool 94831) into the starting air piping and plug control air piping
with plugging pin and connecting nut (tool 94832).
Depending on the case, close the cooling water feed and return pipework of the
respective cylinder.
Set the cylinder lubricators of the respective cylinder to minimum feed, i.e. turn
the adjusting screws of the respective cylinder lubricator in clockwise direction
till the stop (see group 7218–1).

Attention The engine can only be operated at low load.

Pay attention to the general indications in group 0500–1. Additional to this the
exhaust temperature after the cylinder may not exceed the maximum value
of 515 C on any cylinder.

2. Piston, crosshead and connecting rod must be removed

Examples of defects: – Defects to crosshead or guide shoes.

– Connecting rod bearing badly damaged.
– Defects on crosshead pin or on the connecting rod.

Measures: With exception of the mounting of tool 94324 onto the crosshead pin, all
measures under section 1.2 must be carried out.
Furthermore the oil supply for piston cooling at ’OS’ and for the crosshead lu-
brication must be blanked off outside the engine.
The articulated lever 5 must be removed.
Concerning the reduction in engine capacity, the same conditions apply as under
section 1.2.

Wärtsilä Switzerland Ltd 1 1998

0540–1/A1 Operation RTA48T

Operation with Running Gear Partially or Totally Removed

3
B

94831 94345d

94832

C
94324

94345d
B 7

5
4

OS
96.7381

Key to Illustrations: ’A’ Sealing off the cylinder

’B’ Covering for the gland box bore
’C’ Sealing off the crosshead

1 Control air piping 94345d Cover plate

2 Starting air piping 94324 Cover and lifting plate
3 Exhaust valve 94831 Blind flange
4 Crosshead 94832 Plugging pin and connecting nut
5 Articulated lever
7 Compression shim OS Oil supply

1998 2 u Wärtsilä Switzerland Ltd

RTA48T Operation 0545–1/A1

Operation under Abnormal Conditions

Operation with Water Leakage into the Combustion Chamber

As a rule in the event of a water leakage into the combustion chamber (crack in the cylinder cover or liner) the part in
question must be changed immediately. Should this not be possible but the engine has to be put back in service as
soon as possible, the following measures have to be taken at the cylinder concerned:
– Close the valves to the cooling water inlet and outlet from the affected cylinder (disconnect from the cooling
system) and drain the cooling water via the drain piping.
– Cutting out of a fuel injection pump (see sheet 5512–2 and 0510–1).
– Cutting out of an actuator pump (see sheet 5512–2).
– Cutting out of an exhaust valve drive (see sheet 0520–1).

Attention If the cooling of the cylinder concerned is shut, there is a risk of overheating the combustion
chamber by compression heat. Therefore the exhaust valve must be opened to prevent damage
to further components.

– After taking the above measures the engine can no longer be operated at full load. Generally the remarks on
sheet 0500–1 have to be observed. Furthermore the exhaust gas temperature after cylinder may not exceed
the maximum limit of 515 C on any cylinder.
This emergency operation may not be regarded as continuous. The defective cylinder cover or cylinder liner must be
replaced as soon as possible.

Remark After termination of this emergency operation, the measures for re-starting must be observed
(see group 0520–1).

Wärtsilä Switzerland Ltd 1 u 1998

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RTA48T Operation 0550–1/A1

Operation under Abnormal Conditions

Scavenge Air Cooler Out of Service / Failure of Auxiliary Blowers

1. Scavenge air cooler out of service

When a scavenge air cooler is defective, water can enter the scavenge air receiver and escape through the drain
pipe into the condensate drain unit of the water separator drain. An alarm is triggered by the corresponding level
switch.
Since also sea-water is used to cool the scavenge air, there is the risk that any leakage could cause serious corro-
sion of the air flaps, etc. in the receiver.
Should the escape of water be observed when opening the ball cock at the condensate drain unit to water separator
drain at engine standstill and running sea-water pumps, a check for a cooler defect must be made as soon as
possible.
Where this is the case, we recommend that the following measures be taken:
1.1 Where operation permits, replace the defective cooler with the spare one as soon as possible.
1.2 Shutting down and draining the defective cooler (only possible with dual-arrangement of coolers and turbochar-
gers).
The individual cooling water supply and return pipes of the defective cooler have to be closed off and the vent
and drain cocks opened and left open. Leakage water entering the receiver flows away through the water sepa-
rator drain pipe into the collecting pipe.
When running in this mode, the scavenge air temperature will rise and thus the exhaust gas temperature as
well.
Therefore, the engine may only be loaded such that the normal scavenge air temperature (measured after the
scavenge air cooler) at service output is not exceeded. The scavenge air temperature has to be continuously
and carefully monitored. Should the scavenge air temperature rise too high, the engine speed must be corre-
spondingly reduced (maximum permissible scavenge air temperature after cooler, see group 0250–2).

Remark In these cases the engine can be operated only at about 25% load.

Attention In case of too high scavenge air temperature the plastic water separator may be damaged.

1.3 In case of emergency individual, defective cooler pipes may be blanked off (see Maintenance Manual, group
6606–1).

2. Failure of auxiliary blowers

Should one of the auxiliary blowers fail the engine can be started and operated. At partial load more smoky exhaust
must be expected.
When both auxiliary blowers fail the engine cannot be started.

Wärtsilä Switzerland Ltd 1 u 12.98

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RTA48T Operation 0560–1/A1

Operation under Abnormal Conditions

Defective Engine Control System (Governor Intact)

Should a fault have occurred in the engine controls, rendering engine control from the control room impossible,
while the governor still functions, then the local manoeuvring stand at the engine can be used (see group 4003–1,
CONTROL ON THE ENGINE).
The control functions of the LOCAL MANOEUVRING STAND are described in groups 0230–1, 0260–1, 0310–1,
0320–1 and 4003–1.

Wärtsilä Switzerland Ltd 1 u 1998

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RTA48T Operation 0570–1/A1

Operation under Abnormal Conditions

Governor Defective

As a rule, a defective governor should be replaced by a spare as soon as possible. Should this not be possible for
some reason, the engine can be controlled from the local manoeuvring stand.
The control functions of the LOCAL MANOEUVRING STAND are described in groups 0230–1, 0260–1, 0310–1,
0320–1 and 4003–1.

Attention This form of engine operation should only be used when absolutely necessary. The engineer
may not leave the manoeuvring stand. The engine speed must be observed frequently so that
immediate action can be taken if large deviations in speed occur.

Wärtsilä Switzerland Ltd 1 u 1998

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RTA48T Operation 0580–1/A1

Operation under Abnormal Conditions

Propeller Uncoupled

After a major overhaul it is recommended that the engine be run-in for some time with the propeller coupled and the
vessel securely moored. The usual checks on the running gear can then be carried out undisturbed.
Should, however, the ship’s berth not permit such a mooring trial, particularly for running with a fixed pitch propeller,
the engine can be run with the propeller uncoupled.

Remark Prior to an operation with the propeller uncoupled, a calculation of torsional vibration must be
carried out for this condition!

Attention With this method there is a risk of the engine racing (overspeed)!

Before starting an engine with its propeller uncoupled, the following precautions must be taken:
Check the correct setting of the control system and test the fuel injection pump cut-out (see Maintenance
Manual, group 5512–1).
Check that safety cut-out devices function correctly, especially the overspeed cut-out device. Check that the
fuel injection pump regulating linkage moves freely by moving the fuel lever at the local manoeuvring stand.
Put the lever back into the REMOTE CONTROL position.
Correct adjustment must exist between governor and regulating linkage, i.e. with governor output ’0’ the LI must
also stand at the position ’0’.

Attention When running with the propeller disconnected, the engine may under no circumstances be
controlled from the local manoeuvring stand, i.e. without the governor, or with a defective
governor. An engineer must remain standing at the control desk and be ready to intervene im-
mediately, e.g. to push the EMERGENCY STOP button. The engine speed must be monitored
continuously.

Wärtsilä Switzerland Ltd 1 u 3.00

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RTA48T Operation 0590–1/A1

Operation under Abnormal Conditions

Turbocharger Out of Service Turbocharger VTR Type

Upon failure of a turbocharger the engine must be shut down as quickly as possible to avoid worse damage.
Should repair or replacement of a turbocharger not be immediately possible, then the engine can be run in ’Emer-
gency Operation’ at reduced load and after the measures below have been taken.
In the mentioned ’Emergency Operation’ the engine should basically run only as long as absolutely necessary. (For
further instructions please refer to group 0500–1).
The loads (outputs) given are guidance values. Depending on the condition of the engine they may have to be fur-
ther reduced.

Breakdown case
(Failure of turbocharger on engines with only one turbocharger and exhaust bypass piping)

Operable output relative to CMCR:

3 (Contracted Maximum Continuous Rating)
About 25 to 30%, depending on output of auxiliary blowers.
2
Measures
Block the rotor of the defective turbocharger as de-
scribed in the turbocharger manual.
Shut off turbocharger cooling in case of housing
cracks.
In case of separate turbocharger lubrication shut off lu-
1
bricating oil supply. (When re-starting turbocharger be
sure to reopen lubricating oil supply).
Open cover 1 on the air duct and remove both covers 2
on the sucton box.
If in addition an auxiliary blower fails, cover 2 must not
be removed on the defective blower side.
Remove blind flange 3 in the bypass pipe.
Auxiliary blowers must run during operation.

Remark Exhaust gas temperature must not ex-

96.7644 ceed temperature at normal operation.
Black thick smoky exhaust must be
avoided.

Wärtsilä Switzerland Ltd 1 u 7.03

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RTA48T Operation 0590–1/A2

Operation under Abnormal Conditions

Turbocharger Out of Service Turbocharger TPL Type

Breakdown case
(Failure of turbocharger on engines with only one turbocharger and exhaust bypass piping)

Operable output relative to CMCR:

7 (Contracted Maximum Continuous Rating)
About 25 to 30%, depending on output of auxiliary blowers.

Measures
Block the rotor of the defective turbocharger as
described in the turbocharger manual.
In case of lube oil loss the supply must be plugged
(when re-starting turbocharger be sure to reopen lubri-
cating oil supply).
Open cover 5 on the air duct and remove both covers 6
6 on the suction box.
If in addition an auxiliary blower fails, cover 6 must not
be removed on the defective blower side.
Remove blind flange 7 in the bypass pipe.
Auxiliary blowers must run during operation.

Remark Exhaust gas temperature must not ex-

ceed temperature at normal operation.
Black thick smoky exhaust must be
5 avoided.
99.7426

Wärtsilä Switzerland Ltd 1 u 2003

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RTA48T Operation 0610–1/A1

Special Measures before and after Operation

Preparations before a Start, after a Prolonged Shut-down Period or after an Overhaul

In principle, the same preparations have to be made as required before starting after the engine has been shut down
for a few days (see group 0110–1).
In addition to this, however, a function check of the pneumatic control system has to be carried out (see group
4003–1).
If bearings or parts of the running gear had been replaced or removed for checking, then the lubricating oil supply
must be checked at normal oil pressure (see group 0250–1). Check visually through open running gear doors
whether sufficient oil flows out of every bearing point. In the course of the following operating period it is recom-
mended to watch these parts for abnormal heating. For this check stop the engine after its start, at first in short inter-
vals, later in longer intervals, and compare the temperature of the respective parts with the one of those parts which
had not been freshly fitted.
With regard to running-in new pistons, piston rings and cylinder liners, refer to the information given in group 0410–1
”Running-in”.
Check to ensure that there is free passage for the scavenge air and exhaust gas.
If the cooling water for the scavenge air cooler has been drained, refill and vent the system.
Close drains in the exhaust gas manifold and on the exhaust gas pipe if these have been opened.
Analyze the lubricating oil quality (see group 0750–1) after a prolonged shut-down period (several months).

Wärtsilä Switzerland Ltd 1 u 7.03

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RTA48T Operation 0620–1/A1

Special Measures before and after Operation

Measures to be taken before Putting Out of Service for Extended Period

In the event of the engine being put out of service for an extended period (several weeks), the following
precautions have to be taken:
It is recommended to run the engine on diesel oil instead of heavy fuel oil for some time before shutting it down. This
should be done particularly when it is intended to work on parts of the fuel system during the shut-down period (see
group 0270–1).
The stop lever must be in the STOP position (in both the control room and at the engine).
Close stop valves on the starting air receivers. Bring handwheel 2.10 on shut-off valve for starting air 2.03 in
position CLOSED (closed by hand) and open the venting valve 2.21. Engage turning gear (in this case the start-
ing system to the engine is vented). Check on the pressure gauges whether no pressure is indicated.
The water and oil pumps should be kept running for at least 20 minutes after the engine has been stopped so
that the cooled engine parts are brought to as even a temperature as possible. However, the engine must not
be cooled down too much.
Close off the shipboard supply to the control air supply unit A .
Open the indicator valves on the cylinder covers.
Post-lubrication of the cylinders:
For post-lubrication rotate the crankshaft, by turning gear, by approximately three turns. For this
the cylinder lubrication must be switched on (push button for PRE/POST-LUBRICATION on the
control room desk). This switch-on impulse produces lubrication for about 10 minutes and corre-
sponds roughly to a full turn of the crankshaft.
Close the stop valves on the fuel tanks.
Open the drains of the exhaust manifold and the exhaust gas silencer.
For the scavenge air coolers, the measures recommended by the cooler manufacturers should be fol-
lowed. When such is not available, we recommend that the coolers be completely drained or the cooling water
pump run daily for about 30 minutes with the flow quantity regulating valves in the same position as for normal
running conditions.
Keep cylinder cooling water approximately at room temperature (watch for frost risks).
Cover the silencer of the turbocharger airtight with a plastic sheet in order to prevent air circulation through the
engine (risk of condensed water formation).
With the indicator valves open and cylinder lubrication switched-on, turn the engine by a minimum of two full
turns with the turning gear, at intervals which should not be too long (weekly in dry and daily in damp climates).
At the same time where possible, start up the oil pumps.

Attention The oil pressure cannot be completely built up if the exhaust valves are open or without air spring
air.

Remedy all the damage and leaks discovered during the previous running period and the checks made after
shut down.
Carry out any scheduled overhauls, observing the safety regulations (follow the instructions given in the Main-
tenance Manual).
Where the auxiliary engines and boilers are also put out of operation and there is risk of frost, all the cooling
systems have to be drained off completely (in such cases the empty cooling spaces have to be protected
against corrosion).

Wärtsilä Switzerland Ltd 1 u 7.03

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RTA48T Operation 0710–1/A1

Operating Media
Diesel Engine Fuels

1. General
Almost all mineral fuel oils may be burned in a diesel engine provided suitable measures are taken. Nevertheless,
the quality of the fuel will have a bearing on the frequency of overhauls and the necessary effort required for the
preparation of the fuel. Consequently it is primarily economic considerations which – according to the type, size and
speed of the engine, as well as its application – determine the fuel quality margins.
Gas oils and diesel oils (distillates) can be used in all our engines. Whether a specific engine type is suited to run on
heavy fuel and up to what grade, can be found in the ”Quality specification for heavy fuel oils” (see table on page 3).
In case of fuels with very low sulphur content care must be taken, particularly when running-in new piston rings and
cylinder liners.
Heavy fuel oil must be treated in an appropriate fuel treatment plant.
The attached table under section 2 summarizes the characteristic values of marine fuel oil available on the market.
When bunkering, the fuel suppliers may report only a few of the values listed in ”Quality requirements”, frequently
merely the density and maximum viscosity. This also handicaps the assessment of a fuel oil.
The supplier should guarantee the stability of the fuel, i.e. resistance to the formation of sludge. Furthermore, the
fuel must not have any corrosive effect on the injection equipment.
Mixing of fuel oils from different supplies should be avoided as far as practicable, since there is a risk of incompatibil-
ity difficulties if fuels having different compositions are mixed (for instance this may cause fouling of filters).
The following table under section 2 may be used as a guide for first classification of fuels according to certain charac-
teristic values.

(continuation on page 2)

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Diesel Engine Fuels

2. Characteristic values of marine fuel oil

(This summary does not represent a quality specification)

Properties Marine Gas Oil Marine Diesel Oil Intermediate Fuel Bunker Fuel Oil
Density
at 15 C [kg/m3] 820 to 870 850 to 920 900 to 991 up to 1010
Viscosity
at 40 C mm2/s [cSt] 1.5 to 7 4 to 14 – –
at 50 C mm2/s [cSt] – – 30 to 420 up to 700
High viscosity fuels must be heated to reduce the viscosity to the recommended value
at engine inlet.
Pour point [C] –6 to +6 –6 to +6 0 to 20 up to 30
The fuel can no longer be pumped in the vicinity of the pour point and heating devices
are necessary for tanks and pipes at corresponding ambient temperatures.
Sulphur [%] 0.2 to 2 0.2 to 2 1 to 5 1 to 5
During combustion the sulphur of the fuel burns to form sulphur oxides which in turn
form sulphuric acids. These acids are very corrosive to the cylinder liner walls and the
piston rings primarily if temperatures of these components are below the dew point.
The corrosive attack can be combated by using a cylinder oil with sufficient alkalinity,
expressed by its BN (Base Number).
Regarding the selection of the BN in relation to the sulphur content of the fuel, reference
is made to instructions 0750–1 ’Cylinder lubricating oil’.
Experience shows that also an excessive BN can have detrimental effects such as
forming hard deposits in the combustion chamber of the engine.
Carbon residue [%] up to 0.20 up to 2.5 up to 18 up to 20
MCR
A high conradson figure shows that the fuel tends to form deposits during combustion,
and thus favours the fouling of nozzles, piston ring grooves, gas outlet ducts and scav-
enge ports.
Ash content [%] up to 0.01 up to 0.02 up to 0.15 up to 0.20
Ash grinds piston rings, cylinders and valves, and can also promote fouling and burn-off
especially with a high vanadium and sodium content. The sodium content should be
less than 1/3 of the vanadium content.
Water content [%] 0 to 0.1 0 to 0.25 0.1 to 1 0.1 to 1
Ignition quality
Cetane number/index ~40 40 to 20 – –
CCAI – – 870 870
see section 3 and paragraph 4.9.
Flash point [C] minimum 60
Remark: This summary gives only a very general survey of available fuel oils but does not indicate their
suitability.
Regarding the respective permissible limiting value, see quality requirements under sections 3 and 4.
It is not necessarily complete, other properties may also influence the engine performance.
Marine Diesel Oil can be pure distillates or may be blended. Some properties of blended oil may
exceed the fuel quality requirements for specific engine types.

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Diesel Engine Fuels

3. Heavy fuel oil

Diesel engine fuels include a variety of petroleum products ranging from gas oil to heavy fuel oil. Gas oil is produced
from crude oil by distillation and processing whereas heavy fuel oil is mainly the residue left after distillation of the
crude oil. To obtain the desired viscosity the residue is blended down with lighter, less viscous components. Modern
refineries also apply so-called secondary conversion processes such as visbreaking and catalytic cracking to obtain
a higher proportion of lighter products. These products are used as blending stocks for heavy fuel oil.
Marine fuels are usually differentiated by viscosity. The viscosity is indicated in centistokes (cSt) at 50 C. The fuels
are classified according to ISO 8217:1996, e.g. ISO - F - RMK55.
It has to be noted that viscosity itself is not a quality criterion. To evaluate the quality and suitability of a fuel for use in
a diesel engine, a number of characteristics such as those listed in the fuel oil requirements table have also to be
considered.
For assessing the ignition properties of a distillate diesel fuel the CETANE number (by standardized engine test) or
the CETANE index (by calculation) have been used. The CCAI (Calculated Carbon Aromaticity Index) is recom-
mended for marine fuels. The inflammability is of particular importance for medium and high-speed engines. Expe-
rience has shown that for slow-speed diesel engines the ignition properties are of minor importance.
The use of fuel oils with properties approaching the maximum limits requires very good supervision and mainte-
nance of the engine and, in particular, of the fuel treatment equipment. With fuels of poor quality and inadequate fuel
preparation, premature overhauling and added maintenance costs have to be faced.

Fuel oil requirements and quality limits

Parameter Unit Bunker Test method*2) Recommended fuel quality
limit*3) Bunker Engine inlet
Density at 15 C kg/m3 max. 1010 *1) ISO 3675:1993 max. 1010 max. 1010
Kinematic viscosity 1) mm2/s [cSt] – ISO 3104:1994 – 13–17
at 50 C mm2/s [cSt] – ISO 3104:1994 max. 730 –
at 100 C mm2/s [cSt] max. 55 ISO 3104:1994 max. 55 –
Carbon residue2 2) m/m [%] max. 22 ISO 10370:1993 max. 15 max. 15
Sulphur 3) m/m [%] max. 5.0 ISO 8754:1992 max. 3.5 max. 3.5
Ash 4) m/m [%] max. 0.20 ISO 6245:1993 max. 0.05 max. 0.05
Vanadium 4) mg/kg [ppm] max. 600 ISO 14597:1997 max. 100 max. 100
Sodium 4) mg/kg [ppm] AAS max. 50 max. 30
Aluminium + Silicon 5) mg/kg [ppm] max. 80 ISO 10478:1994 max. 30 max. 15
Total sediment, pot. 2) m/m [%] max. 0.10 ISO 10307:1993 max. 0.1 max. 0.1
Water 6) v/v [%] max. 1.0 ISO 3733:1976 max. 1.0 max. 0.3
Flash point 7) C min. 60 ISO 2719:1988 min. 60 min. 60
Pour point 8) C max. 30 ISO 3016:1994 max. 30 max. 30

Notes 1) ... 8) to Quality requirements see under section 4. 1cSt (centistokes) = 1mm2/s

*1) Limited to max. 991kg/m3 (ISO - F - RMH55) if the fuel treatment plant cannot remove water from high-density
fuel oil.
*2) ISO standards can be obtained from the ISO Central Secretariat, PO Box 56, 1311 Geneva, Switzerland
(www.iso.ch).
*3) ISO 8217: 1996, class F, RMK55.

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Diesel Engine Fuels

The values in the column ’Bunker limit’ (RMK55) indicate the minimum quality of heavy fuel as bunkered, i.e. as
supplied to the ship/installation. Good operating results have been achieved with commercially available fuels
within these limits.
The column ’Recommended fuel quality’ is an example of a good quality fuel of the type commonly used in diesel
engines. This variety of fuel can be expected to have a positive influence on overhaul periods, by improving combus-
tion, wear and exhaust gas composition.
The fuel oil as bunkered must be processed before it enters the engine. For the design of the fuel treatment plant, it is
recommended to follow the relevant recommendations of Wärtsilä Switzerland Ltd. The difference between the rec-
ommended fuel quality of bunker and at engine inlet is an approximate indication of the improvement that must be
achieved by fuel oil treatment. If catalyst fines are present they must be removed. The fuel oil should contain no
foreign substances or chemical waste, hazardous to the safety of the ship or detrimental to the performance of ma-
chinery.

4. Notes to Fuel oil requirements (heavy fuel oil)

4.1 Viscosity
The maximum admissible viscosity of the fuel that can be used in an installation depends on the heating and fuel
preparation facilities available. As a guidance, the necessary preheating temperature for a given nominal viscosity
can be taken from the viscosity-temperature diagram (group 0270–2) in the engine Operating Manual. The recom-
mended viscosity range before engine is 13–17 cSt [mm2/s].

4.2 Carbon residue, asphaltenes, sediment

High levels of carbon residue and asphaltenes impair the combustion quality of the fuel and promote increased wear
and fouling of engine components. Asphaltenes also have a bearing on the stability of blended fuels and can cause
problems of excessive sludge formation in centrifugal separators, filters and on the tank bottom. To minimize com-
patibility risks, care should be taken to avoid mixing bunkers from different suppliers and sources in the storage
tanks on board. Care must also be taken when heavy fuel oil is blended onboard to reduce the viscosity. Paraffinic
distillate, when added to a heavy fuel oil of low stability reserve, can cause the asphaltenes to settle out, resulting in
heavy sludge formation. A standard heavy fuel oil contains up to 14% asphaltenes and a good quality fuel up to 8%
asphaltenes.

4.3 Sulphur
The alkalinity (BN) of the cylinder lubricating oil should be selected with regard to the sulphur level of the fuel in use.
Indications for the selection of the BN of lubricating oil in relation to the sulphur content of the fuel oil are found in
group 0750–1.

4.4 Ash and trace metals

Fuels oils with low contents of ash, vanadium and sodium are preferable. These components are detrimental since
they tend to promote mechanical wear, high-temperature corrosion and the formation of deposits in the turbochar-
ger and on the exhaust valve.
Since sodium compounds (oxides, sulphates) depress the melting point of the vanadium, which is very corrosive in
the liquid phase, the sodium content should be as low as possible. With certain ratios of the vanadium to sodium
content, the compounds form a eutectic with a minimum melting point which must be avoided. High sodium levels at
engine inlet can cause fouling of turbocharger components.
The effect of high-temperature corrosion and the formation of deposits can be counteracted by application of suit-
able fuel treatments, known as so-called ash modifiers.

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Diesel Engine Fuels

4.5 Aluminium, silicon

Aluminium and silicon found in appreciable concentrations in the fuel oil are regarded as an indication of the pres-
ence of so-called catalytic fines (cat fines). These are particles of hard oxides which cause high abrasive wear to
piston rings and cylinder liners. This material is used as a catalyst in certain processes in petroleum refining and can
find its way into marine fuels. The most dangerous cat fines are of the size 10 to 20 microns. They tend to be at-
tracted to water droplets and are very difficult to remove from the fuel oil. Practical experience has shown that with
proper treatment in the fuel separator a sum of aluminium and silicon of 80 ppm (mg/kg) can be reduced to less than
15 ppm (mg/kg) which may be considered as just tolerable. Proper treatment means reduced throughput in the sep-
arator and a fuel temperature of as close as possible to 98 C.

4.6 Water
The water content of the fuel oil must be further reduced by careful purification. This is accomplished most effec-
tively by centrifuging and by use of proper draining arrangements on the settling and service tanks. A thorough re-
moval of water is strongly recommended, to reduce the content of cat fines and sodium in the fuel oil. Cat fines po-
tentially reside in the water droplets and marine fuel oil is often contaminated with sea water containing sodium,
1.0% sea water in the fuel oil corresponds to 100 ppm sodium.
To achieve a good separating effect, the throughput and the temperature of the fuel must be adjusted in relation to
the viscosity. With high-viscosity fuels, the separating temperature must be increased whereas the throughput must
be decreased in relation to the nominal capacity of the separator. For recommended operating data, refer also to the
separator instruction manual.

4.7 Flash point

This is a legal requirement with regard to the fire hazards of petroleum based fuels.

4.8 Pour point

The lowest operating temperature of the fuel should be kept about 5–10 C above the pour point to secure easy
pumping.

4.9 Ignition quality (CCAI)

The CCAI = Calculated Carbon Aromaticity Index (ISO 8217:1996) is a function of viscosity and density, and is an
indication of the ignition quality for medium and high speed diesel engines. In low speed engines ignition delay as
given by the CCAI is of minor importance. There is no rigidly applicable limit for this quantity, but good results have
been obtained with commercially available fuels which have CCAI values up to 870.

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RTA48T Operation 0720–1/A1

Operating Media
Fuel Treatment, Fuel Oil System

Heavy fuel oils, as they are supplied today for burning in diesel engines, require a careful treatment which makes the
installation of a suitable plant necessary. According to present techniques the most effective cleaning of liquid fuels
from solids and water is achieved by centrifugal separators.

1. Treatment of heavy fuel oils, treatment plant, present-day treatment equipment and its use
Heavy fuel oils are contaminated mostly with solids and water. Should uncleaned or insufficiently treated heavy fuel
oil enter the engine, it can cause unacceptably rapid wear on engine components like piston rings, cylinder liners,
fuel pumps, fuel valves etc. Furthermore excessive sediment can be formed in the combustion spaces.
Particularly sodium in the fuel oil (which originates from sea water) leads to formation of deposits on pistons and in
the turbocharger. For this reason, water must be separated carefully out of the fuel oil.
Settling tanks are used for the first steps of treatment. However, they only effect a coarse separation, particularly of
free water from the heavy fuel oil. To keep them effective settling tanks must have the sludge and water, accumulat-
ing in the tank bottom, periodically drained off.
The main cleaning is effected by optimally dimensioned and correctly adjusted and operated centrifuges. Modern
designs render superfluous the previously necessary adaptation of the gravity discs to varying densities of heavy
fuel oils in use. Modern machines automatically expel the sludge from the centrifuge. For modern power plants,
designed for burning heavy fuel oils of the lowest grade, such centrifuges are an absolute necessity. This applies in
particular when heavy fuel oils with densities of 991 kg/m3 and higher and with viscosities of 700 cSt/50 C must be
used.
Homogenizers can improve combustion properties to some extent. They will, however, be of no help in the removal
of solids from the fuel oil. They are therefore to be regarded solely as auxiliaries in the treatment plant.
Filters hold back solids of a specified size and shape. They can, however, practically not hold back water. Water will
partly even cause accelerated fouling of filters.

Treatment of heavy fuel oil, heavy fuel oil and diesel fuel oil separation (see Fig. ’A’)
As a result of experience we strongly recommend the use of modern centrifuges for the treatment of heavy fuel oils.
The separating effect, i.e. the cleaning effect depends on the throughput and on the viscosity of the heavy fuel oil. As
a general rule, the smaller the throughput (m3/h or ltr/h) and the lower the viscosity of the heavy fuel oil, the better the
separating effect. It necessitates heating the heavy fuel oil before it enters the centrifuge and maintaining the work-
ing temperature at a constant level within a tolerance of ± 2 C. The minimum required heat-up temperature de-
pends on the viscosity at 50 C of the heavy fuel oil in question. This temperature can be read off the viscosity/tem-
perature diagram, please also refer to the instructions of the makers of your centrifuge. For design reasons the ad-
missible heat-up temperature is limited to 98 C.
For operation, the instructions of the centrifuge makers are to be followed in the first place.
The sludge removed by centrifuging must be removed periodically from the separator drum. In the case of self
cleaning centrifuges the sequence of the emptying process may be controlled automatically but even in such a plant
the correct function and the frequency of proceedings must be kept under control by the operating personnel. Of
utmost importance is the unimpeded drain of the sludge from the drum, so that unacceptably high back pressure
does not impair the function of separation and thereby of cleaning the heavy fuel oil. This point must absolutely be
assured in operation by periodical inspections.

2. Layout of the fuel oil system (see Fig. ’B’)

In the recommended standard plant the complete fuel system is kept under pressure to prevent the evaporation of
any water in the fuel at the temperature required for the heavy fuel oil.
At the corresponding position of the 3-way valve 21, heavy fuel is drawn from the daily tank 2 by the low pressure
feed pump 23 which supplies it to the mixing unit 24. The booster pump 25 takes the fuel from there and delivers it to
the engine fuel injection pumps 28 via end-heater 26 and filter 27. The rated capacity of the booster pump 25 is
several times higher than that of the engine fuel consumption rate. The fuel not consumed by the engine flows back
to mixing unit 24.

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Fuel Treatment, Fuel Oil System

The required system pressure is set by the pressure regulating valve 31, the pressure at inlet to the fuel injection
pumps by pressure retaining valve 31a (adjusting value see group 0250–1).
The pump 23 supplies only as much fuel from the daily tank 2 as the engine consumes. The contents of the heavy
fuel oil daily tank 2 must be heated, if necessary. However, the official safety regulations limit the temperature to
which it can be heated.
Only the fuel in the system between the mixing unit 24 and the fuel injection pumps must be heated to the required
injection temperature. This is done by the end-heater 26. If necessary during preheating, the heating systems of the
mixing unit 24 and the return pipe can be put on.
The installation should be laid out with non-return valves in such a manner that no heavy fuel oil can enter the diesel
oil daily tank 3.

Key to Illustrations: ’A’ Heavy fuel and diesel oil separating system
’B’ Fuel system layout
’C’ Fuel oil system of one cylinder

1 Heavy fuel oil settling tank 24 Mixing unit, heatable and insulated
2 Heavy fuel oil daily tank 25 Booster pump
3 Diesel oil daily tank 26 End-heater
4 Heavy fuel oil separator supply pump 27 Fuel filter, heatable
5 Heavy fuel and diesel oil supply pump 28 Fuel injection pump
6 Suction filter 29 Air overflow pipe
7 Heavy fuel oil preheater 30 Bypass pipe
8 Three-way valve 31 Pressure regulating valve
9 Self-cleaning heavy fuel oil separator 31a Pressure retaining valve
10 Self-cleaning heavy fuel oil / 32 Leakage pipe from fuel injection pump
diesel oil separator 33 Leakage pipe from fuel pipe duct
20 Main engine 34 Fuel leakage monitoring
21 Three-way valve 36 Return pipe
22 Suction filter
23 Low pressure feed pump

I To diesel oil storage tank VI To heavy fuel oil separator

II From heavy fuel oil transfer pump VII To vent manifold
III Draining/de-watering VIII From diesel oil separator
IV From diesel oil storage tank IX From heavy fuel oil separator
V To separator sludge tank X From the transfer pump

F Flow indicator PI Pressure gauge

Heated & insulated pipes TI Thermometer
Insulated pipes DAH Differential pressure alarm high
Pressure regulating valve DPI Differential pressure indication

Sight glass LAL Fluid level alarm, low

V Viscosimeter LAH Fluid level alarm high
VAH Viscosity alarm high

1998 2 Wärtsilä Switzerland Ltd

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Fuel Treatment, Fuel Oil System

8 8
1 2 3

A III

7 9 10
6 4
IV

97.8161
6 5
V

VII

B
VIII

IX 30
X

3
1 2
21

VI 31
31a
36 XI
28 33
20 29
34

96.7384a
32 27 26 25 24 23 22

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0720–1/A1 Operation RTA48T

Fuel Treatment, Fuel Oil System

Injection valve

Fuel pressure pipe

Fuel distributor
Priming valve

High pressure pipe

Fuel leakage drain

Injection pump with:

Stagnation pressure
Delivery valve control valve
Spill valve Suction valve
Installation side

Pressure
retaining valve

Plunger

Fuel spill pipe

Fuel suction pipe

96.7386a

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Operating Media
Scavenge Air and Compressed Air

1. Scavenge air
The air required for scavenging and charging of the cylinders is drawn in and compressed (see group 6500–1) by the
turbocharger either from the engine room or from outside, depending on the installation.
The aspirated air must be as clean as possible, to keep the wear of cylinder liner, piston rings, compressor wheel of
the turbocharger etc. small. For this purpose silencers are fitted to the suction part, which must be serviced and or
cleaned respectively (see group 6510–1).

2. Starting air/control air

2.1 Starting air

The starting air required for starting the engine (max. 30 bar) is pumped into the starting air bottles by compressors.
For starting the air enters the cylinder directly. It must therefore be clean and dry. The starting air bottles must be
drained periodically of accumulated condensed water (see group 8018–1).

2.2 Control air

The control air required for the engine control is taken from the shipboard system.
To safeguard ”Stand By Supply” of control air supply unit A , additional compressed air, available at reduced pres-
sure from the starting air, takes over in case the control air supply fails (see group 4003–2).

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RTA48T Operation 0750–1/A1

Operating Media
Lubricating Oils

1. General
The engine has separate systems for lubricating certain items. Each system puts special demands on its lubricant
which can best be fulfilled by a lubricating oil developed for that particular purpose.

2. System oil
The system oil (bearing oil) provides lubrication for the bearings and the running gear of the engine and via the
crosshead lubricating oil pump 4 also for the crosshead assembly. In addition, it also activates the hydraulic control
system of the engine (see group 8016–1).
For marine crosshead engines with oil-cooled pistons, an additive-type crankcase oil of the SAE 30 viscosity grade
must be used as system oil. It must have a minimum BN of 5, detergent properties and meet load carrying perfor-
mance of the FZG gear machine method IP 334/90, load stage fail 10. Good thermal stability, antifoam properties
and good demulsifying performance are further requirements.

Remark Approved oils are shown in the ’Oil List of Wärtsilä Switzerland Ltd’ valid for the respective type of
engine (see also section 6).

2.1 Oil care

In order to always maintain the lubricating oil in good condition over a long period of time, effective oil treatment is
absolutely necessary. This is achieved by using a self-cleaning, centrifugal separator working as purifier in by-pass
by circulating the oil from the oil tank through the separator. The system oil volume should be centrifuged 3 times a
day through the separator operating at 40% through-put of its rated capacity. The recommended oil temperature for
this treatment is 90 to 95 C unless otherwise advised by the oil supplier.
Solid contaminants (dirt) and water must be removed from the oil in use as completely as possible. There is always
the risk that water can enter the system and cause corrosive attack on engine parts, particularly with sea water.
Water contamination can also lead to bacterial infection of the oil resulting in loss of lubrication capability and heavy
corrosion of the system. Good housekeeping is the most effective precaution against this, i.e. to keep water out of
the oil. The water content of the lubricating oil should not exceed 0.5% by mass over an extended period of time. If
higher water contamination is observed, special measures such as intensified treatment in the separator or in a
renovating tank must be considered.

2.2 Attention limits for selected oil parameters

To monitor the condition of the lubricating oil in service, oil samples should be taken and analysed on a periodical
basis. The relevant instructions in the Maintenance Manual must be followed (see group 0900–1).
For analysis of the oil, it is recommended to use the services generally offered by the oil suppliers.
For the system oil maintenance in RTA engines the following attention limits for selected oil characteristics can be
applied as a guidance:

Parameter Unit Attention Normal Test method

limit condition
Viscosity at 40 C mm2/s [cSt] max. 160 max. 140 ASTM D 445
Flash point (COC) C min. 180 min. 200 ASTM D 92
Total insolubles m/m [%] max. 2.0 max. 0.70 ASTM D 893b
Base Number mgKOH/g max. 30 max. 12 ASTM D 2896
(BN)
Water content m/m [%] max. 0.50 max. 0.20 ASTM D 95 or
D 1744

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Lubricating Oils

If one of the limits is reached appropriate remedial action should be taken to correct the situation. Such action can be
intensified purification (reduction of through-put, adjustment of temperatures), treating in a renovating tank or partial
exchange of the oil charge. It is advisable to consult the oil supplier in such a case.
These limits are set out as a guidance. The quality condition of the oil in circulation, however, cannot be fully judged
by one single parameter. Other oil parameters have also to be considered to be able to find the cause of the problem
and the appropriate remedy for correction.
Experience shows that with correctly designed installations and carefully performed oil care measures, generally
sufficient safety margin to the mentioned values can be maintained.

3. Cylinder lubricating oil

A high-alkaline cylinder lubricating oil is recommended. The alkalinity of the oil is indicated by its Base Number (BN)
[mgKOH/g]. The base number of BN 70 lubricants is an index for detergency, as well as a direct measure of alkalin-
ity. The alkalinity of the lubricating oil must be chosen with regard to the sulphur content of the fuel and lubricating oil
feed rate, the higher the sulphur content, the higher the lubricating oil’s BN must be (see section 6 ’Lubricating oil
list’).
Latest engine designs with high load output benefit from the use of the highest quality lubricants.
The choice between BN 40 and BN 70 lubricants depends on sulphur content as follows:

Sulphur content in fuel oil Recommended cylinder oil

[%] (BN)
less than 1.5 40
below 1 40 1)
1.0 to 1.5 70 2)
1.5 to 2.0 70 (40) 3)
2.0 and above 70

1) In exceptional circumstances BN 70 can be used, then only at low feed rate

(approx. 1 g/kWh).
2) Only at a reduced feed rate.
3) BN 40 possible at higher feed rate.

If a BN 40 lubricant is to be used, only few lubricants can be selected at the moment. These are special formulations
with neutral additives (no BN contribution) to boost the detergency level and thermal stability at least back to the
level of a BN 70 lubricant. No significant increase in corrosive cylinder liner and piston ring wear is to be expected
when using BN 40 lubricants, at least up to 1.5 % sulphur.
To avoid unexpected problems with fuel sulphur content, it is good practice to keep enough of the previous bunker,
so that this can be used until an analysis of the sulphur content of the new bunker has been received.
BN 40 lubricants, compared to the BN 70 (or 80) products at the same feed rate, tend to form less and softer deposits
on the piston top-land and in the exhaust regions, e.g. on the turbocharger nozzle ring.
Some engines have an anti-polishing ring fitted to remove hard deposits from the piston top-land and provide good
piston running conditions with low sulphur fuel. Engines with an anti-polishing ring still have to follow the above rec-
ommendations for choice of cylinder lubricant and feed rate, because excessive scraped-off hard deposit can con-
taminate the piston ring grooves. However, the anti-polishing ring reduces the risk of piston running problems, if for
example for some reason a too high cylinder lubricant feed rate is used.
The BN 40 products can safely be used with low sulphur fuel at a wider range of feed rates than BN 70.

7.03 2 Wärtsilä Switzerland Ltd

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Lubricating Oils

The best feed rate for BN 40 lubricant varies with fuel sulphur content, according to experience from:

Sulphur content in fuel oil Cylinder oil feed rate

[%] [g/kWh]
0.5 1.0
1.8 1.4

Remark Feed rate may vary slightly, depending on further experience.

3.1 Cylinder lubricating oil for running-in

For running-in we recommend the use of normal cylinder lubricating oil.

4. Turbocharger oil (with independent lubricating system)

To select and maintain the turbocharger lubricating oil, the recommendations given in the supplier’s instruction
manual must be observed.

5. Turning gear oil

For the choice and maintenance of the lubricant, the recommendations of the manufacturer have to be taken into
account.

6. Lubricating oil list

Oil Supplier System Oil Cylinder Oil Cylinder Oil

more than 1% sulphur (BN 70–80) less than 1.5% sulphur (BN 40)

BP Energol OE-HT 30 Energol CLO 50M Energol CL–DX 405

Castrol CDX 30 Cyltech 80AW
Cyltech 70
ExxonMobil Mobilgard 300 Mobilgard 570 Mobilgard L 540
EXXMAR XA EXXMAR X 70
FAMM Veritas 800 Marine Oil 30 Taro Special 70 **

Shell Melina S Oil 30 Alexia Oil 50 Alexia LS

Melina Oil 30
TotalFinaElf Atlanta Marine D 3005 Talusia HR 70 Talusia LS 40 *

* Approval is provisional only, an approval field test is planned.

** FAMM Taro Special 70HT: improved quality.
FAMM Taro Special 70: gives satisfactory results on most engines.
The application must be in compliance with the Wärtsilä general lubricating oil requirements and recommendations.
The supplying oil company undertakes all responsibility for the performance of the oil in service to the exclusion of
any liability of Wärtsilä Switzerland Ltd.

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RTA48T Operation 0760–1/A1

Operating Media
Cooling Water / Cooling Water Treatment

1. General
To avoid service stoppages the cooling water must have certain properties, which generally can only be attained by
a suitable cooling water treatment. Untreated cooling water very soon leads to trouble in the cooling system due to
corrosion and/or formation of sediments and incrustations.

2. Raw water for closed cooling water circuits

For a fresh filling the raw water must without fail be totally desalinated water or condensate water from e.g. the
fresh water generators or from auxiliary steam systems with additives. Condensate water is highly corrosive and
must therefore be made suitable as coolant by corrosion inhibitors.
Only in exceptional situations should drinking water or process water be used from the local mains. Its hardness
must on no account exceed 10 dH (German hardness degrees). If the water exceeds this limit it must be desali-
nated and brought to the hardness value indicated below.
Sea water must never be used as raw water because of its high content of salts.
The following values should be used as a nominal guide for the desired raw water quality:

Parameter Value
Hardness 3 to 10 dH
Content of chlorides and sulphates not more than 100 mg/liter
pH value 8 to 10

In cases of doubt a water analysis must be carried out and advice be sought from Wärtsilä Switzerland Ltd.
It is generally not recommended to use corrosion protective oils (emulsion oils) for treating the cooling water, as, if
instructions are not strictly adhered to and insufficient checking of the coolant is carried out (a water-oil emulsion),
considerable risks are run to foul the cooling system.

3. Cooling water in operation

To be suitable, cooling water must, as already mentioned before, be treated by the right, and correctly administered
corrosion inhibitor. Well proven in service are inhibitors with NITRITE and BORATE as active ingredients. A listing of
proven and tested marketed products can be obtained from Wärtsilä Switzerland Ltd. upon request. The dosage
must be strictly in accordance with the instructions of the manufacturer, and it must be periodically checked in ser-
vice to maintain the correct concentration.
It is recommended to choose such suppliers of inhibitors who can also provide expert advice for the fresh filling as
well as for later in service.
Coolant leakages have to be made good by adding the right water amount with the correctly metered additive. Loss
by evaporation has to be made up by appropriate raw water (see above). By this an over concentration of inhibitors
is prevented.
The cooling water in the cooling system should have a pH value of 8 to maximum 10.

4. Cleaning the cooling water system

For a fresh filling the complete cooling system must be clean, free from grease and oil and must not contain any
foreign particles or remainders from the manufacture.
Later, in service, a cleaning can become necessary if, by influx of oil or due to gradual formation of sediments, the
heat transfer and with it the cooling effect is diminished. Such problems will occur earlier where the care of the cool-
ing water and of the cooling system has not been given the required attention. The complete system must then be
treated with a suitable detergent agent (degreasing, dissolution of chalk sediments). Prior to filling with the prepared
cooling water, the system has to be thoroughly rinsed and any residual acid remains neutralized.
For this purpose numerous suitable cleaning agents are available, which we do not wish to list here. We again rec-
ommend, however, to consult a firm of specialists for assistance.

Wärtsilä Switzerland Ltd 1 u 1998

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RTA48T Operation 0800–1/A1

Operating Troubles
General

If the operating and maintenance instructions are conscientiously observed, unforeseen operating interruptions can
be avoided to a large extent.
Should a fault occur just the same, do not search for faults at random but investigate possible causes systematically.
This applies in particular to difficulties in starting, reversing and stopping the engine.
Many of the valves in the pneumatic control system are equipped with pressure indicators which permit determina-
tion of the switch position of the valves, which is indicated by means of a red pin. The schematic control diagram
group 4003–2 permits establishing which of the valves is possibly not functioning.
Possible failures listed below are described with their possible causes to be found in the respective group.

Group

1. Difficulties in starting, reversing and stopping . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0810–1

Engine fails to start when pressing the local manoeuvring lever to the start position.
Engine oscillates back at start or fails to attain speed.
Engine turns on starting air but receives no fuel.
Engine does not fire or fires violently when starting.
Engine cannot be reversed or can be started only in one direction.
Engine cannot be stopped.

2. Irregularities during operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0820–1

At the same load indicator position in comparison with previous readings
or with data in the shop trial documents.
Scavenge air pressure drops.
Scavenge air pressure rises.
Exhaust temperature rises.
Exhaust temperature of individual cylinder rises.
Exhaust temperature of individual cylinder drops.
Engine speed drops.
Exhaust smoky.
Engine runs irregularly or misfires at times.
Engine stops by itself.
Irregularities in the cylinder cooling water system.
Cylinder lubrication fails.
Exhaust valves knock.

3. Trouble with engine parts (damage) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0840–1

Hot running of a piston.
Hot running of running gear parts.

Wärtsilä Switzerland Ltd 1 u 1998

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RTA48T Operation 0810–1/A1

Operating Troubles
Troubles During Starting, Reversing and Stopping

1. The engine does not start when pressing the manoeuvring lever to the start position
– Shut-off valves on the starting air receivers are closed.
– Starting air pressure is too low (see group 0250–1).
– Fuel lever on the local manoeuvring stand is not in REMOTE CONTROL position.
– The turning gear is engaged. Its blocking valve prevents the passage of control air to the valve groups for
the starting system.
– The control valve to the starting air shut-off valve is either jammed or does not open fully.
– One or several starting valve control air pipes are wrongly connected.
– Control pilot valves in the starting air distributor are either stuck or the control air fails to press them against
the starting cam (pressure too low).
– Starting valves do not open, either being stuck or damaged.
– Shut-off valve for starting air is in position CLOSED (closed by hand).
– Shut-off valve for starting air does not open, being stuck.
– Non-return valve of starting air shut-off valve is jammed and does not fully open.
– Starting cut-off valve 2.15 is jammed (see group 4003–2).
– Take over in the control room has not been pressed.
– Auxiliary blower does not run.
– Valve groups in the scavenge air receiver mostly or all defective (no pressure can be built up by the auxil-
iary blowers).
– No air spring pressure or pressure too low (exhaust valves remain in open position).
– No oil pressure or oil pressure too low. The oil pressure cannot be completely built up if the exhaust valves
are open or without air spring air.
– Reversing servomotor for fuel pump group and starting control valve are not in end position.

2. Engine oscillates on starting or fails to come up to speed

– Individual cylinders receive either no, or insufficient starting air (restriction in the starting air piping).
– One or more starting control air pipes are wrongly connected, either to the starting air distributor or to the
starting valves.
– Starting air pressure too low.
– One or more control pilot valves in the starting air distributor remain stuck.
– Starting valves of individual cylinders are defective.

3. Engine turns on starting air but receives no fuel

3.1. Load indicator stays in position ’0’

– Regulating linkage is jammed or blocked.
– Fuel lever on the local manoeuvring stand is not in REMOTE CONTROL position.
– Governor is defective, does not release fuel linkage.
– Rotary valve to the rotation direction safeguard is sticking or the friction coupling fails to drive it.
– WOODWARD governor: Start booster defective, no air enters the booster or booster orifice is closed too
much.

Wärtsilä Switzerland Ltd 1 1998

0810–1/A1 Operation RTA48T

Troubles During Starting, Reversing and Stopping

3.2. Load indicator moves to position ’10’, but the cylinders receive no fuel
– Safety cut-out device is actuated (suction valves in fuel injection pumps are lifted).
– Oil pressure, water pressure or air pressure for the air spring are too low (pressure switches have tripped
the cut-out device)
– Safety cut-out device is jammed in tripped position.
– Re-setting knob of the safety cut-out device has not been pressed after it tripped.
– Fuel injection pumps are cut out by their cut-out device (please consult group 5512–2).
– Fuel feed to the injection pumps is interrupted.
– Fuel booster pressure is insufficient (pressure holding valve is set too low. Booster pump does not dis-
charge).
– Fuel injection pump timing is wrongly set.
– Valves or valve push rods in fuel injection pump are jammed.

4. Engine does not fire or fires violently when starting

4.1. Engine does not fire

– The injected fuel quantity is too small (speed setting knob is in too low a position. Governor does not re-
lease the regulating linkage).
– VIT and FQS too late (shaft to positioner disconnected).
– Starting air pressure is insufficient to turn the engine over fast enough.
– The fuel oil is either unsuitable or its viscosity is too high.
– Compression pressures are too low (piston rings in poor condition, exhaust valves do not close properly).

4.2. Individual cylinders do not fire or do not fire properly

– Fuel injection pump or actuator pump are cut out by the cut-out device (please consult group 5512–2).
– Seating surface between fuel pump block and plunger guide leaking.
– Fuel pump plunger jammed.
– Clearance between fuel injection pump plunger and guide is excessive.
– The fuel shut-off valve in the fuel feed line at the injection pump inlet is not or only slightly open.
– Fuel high pressure piping leaking.
– Connections at the fuel distributor leaking.
– Fuel injection nozzles leaking, nozzle needle sticking.
– Individual holes in the fuel injection nozzles are blocked.
– Suction or spill valves of respective fuel injection pump leaking or remain stuck.
– Individual valve push rods are jammed.
– Fuel cams considerably displaced or fuel pump timing wrongly set.
– Compression pressure in cylinder insufficient to ignite fuel oil.
– Exhaust valve leaking, therefore compression pressure too low.
– Relief valve of a fuel injection pump is leaking.

1998 2 Wärtsilä Switzerland Ltd

RTA48T Operation 0810–1/A1

Troubles During Starting, Reversing and Stopping

4.3. Violent firing when starting

Speed setting is too high. The injected fuel quantity is therefore too great for starting.
The setting of fuel cams or fuel pumps is incorrect. (Check timing and compare with setting tables).
Cylinder was over lubricated before starting (accumulation of cylinder oil in the combustion space).
Auxiliary blowers were not running during previous starting attempts. (Accumulation of fuel oil in the combustion
space).

5. Engine cannot be reversed or can be started only in one direction

– Reversing control valve is jammed.
– The reversing servomotor of the starting air distributor or of the fuel injection pumps is jammed in the pre-
vious position or remains stuck before reaching the new end position (oil pressure insufficient).
– The engine turns in the desired direction on starting air, but receives no fuel because it is still being blocked
by the rotation direction safeguard.

Remark When a ship still has some speed, the propeller will continue to drag the engine for some time
after it has been ’stopped’. Therefore, when reversing, the starting air has first to bring the engine
to a standstill, then accelerate it in the new direction of rotation. On the one hand, this demands
sufficient air pressure, and on the other, a somewhat higher position of the speed setting (more
fuel). Otherwise the water forces acting on the propeller could stall the engine and bring it back to
the original direction of rotation. This would result in the rotation direction safeguard cutting off
the fuel supply.

6. Engine cannot be stopped

6.1. Cannot be stopped with the stop lever

– The fuel pump regulating linkage is defective, displaced or restricted by a foreign body.
– Fuel injection pumps out of adjustment.
– Regulating linkage does not go to position ’0’ when the governor is in the STOP position.
– Control air pipe to the speed governor is defective or choked.

Measures to be taken to stop the engine despite the above troubles:

Set the speed setting to ’0’.
Press the EMERGENCY STOP push button on the control panel.
Fuel oil supply interrupted (close shut-off valves before injection pumps).

6.2. Cannot be stopped with the manoeuvring lever in the control room
– The regulating linkage to the fuel pump and its connections to the governor are defective, displaced or
restricted by a foreign body.
– The connection between governor and regulating linkage of the fuel pumps is interrupted.
– Fuel injection pumps are out of adjustment.
– Speed regulating device (speed setting) in the control unit is defective.
– Pneumatic speed setting in the governor is defective.

Measures to be taken to stop the engine despite above troubles:

Move the stop lever to the STOP position.
Press the EMERGENCY STOP push button.

Wärtsilä Switzerland Ltd 3 u 1998

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RTA48T Operation 0820–1/A1

Operating Troubles
Irregularities During Operation

At the same load indicator position in comparison with previous readings or with data in the accep-
tance records:

1. Scavenge air pressure drops

– Silencer to turbocharger fouled.
– Diffusor, blower and inducer to the turbocharger fouled or damaged.
– Scavenge air cooler fouled on air side.
– Water separator fouled or damaged.
– Turbine rotor blading fouled or damaged.
– Nozzle ring of turbocharger damaged.
– Exhaust gas boiler (installation side) fouled (increased resistance or back pressure after turbine respec-
tively).
– High intake temperature before turbocharger.

2. Scavenge air pressure rises

– Nozzle ring of turbocharger fouled or partially choked.

3. Exhaust temperature rises

– Air deficiency due to defect or considerable fouling of turbocharger, silencer or scavenge air cooler.
– Air flaps in the scavenge air receiver defective or fouled.
– Scavenge ports in cylinder liner dirty.

4. Exhaust temperature of individual cylinders rises

– Exhaust thermometer of respective cylinder defective.
– Injection nozzles in poor condition, nozzle tip broken.
– Air flaps in scavenge air receiver dirty or damaged.
– Scavenge ports in cylinder liner dirty.
– Fire in piston underside space.
– Exhaust valve leaking.
– Fuel cams shifted.
– Fuel pump timing changed.

5. Exhaust temperature of individual cylinders drops

– Exhaust thermometer of respective cylinder defective.
– The respective cylinder receives less fuel (e.g. leaking fuel injection pump valves, valve seatings, seatings
of plunger guides, HP injection pipes, fuel distributor or fuel injection valves, leaking relief valve on fuel
injection pump).
– Fuel pump timing changed.
– Fuel cams shifted.
– Exhaust valve does not open (actuator pump or its pressure pipe defective). As an immediate measure the
fuel injection pump and the actuator pump of the respective cylinder must be cut out (see group 5512–2).

Wärtsilä Switzerland Ltd 1 1998

0820–1/A1 Operation RTA48T

Irregularities During Operation

6. Engine speed drops

– Hull resistance increased due to growth/ageing.
– Propeller damaged.
– Fuel pressure of fuel booster pump too low.
– Defect in a fuel injection pump, defective high pressure fuel piping.
– Fouling of the air and exhaust gas passages (see under ”Scavenge air pressure drops”).
– Part of a running gear getting hot (reduce speed further, cut out fuel injection pump on affected cylinder
(see group 5512–2) and stop engine as soon as possible).

7. Exhaust smoky
– Air deficiency! Fouling of either the gas or air side of the turbocharger, the scavenge air cooler, the air flaps
in the receiver, the scavenge ports in the cylinder liners or fouling in the exhaust boiler.
– Engine is overloaded (check load indicator and exhaust temperatures).
– Engine runs with excessive cylinder lubricating oil.
– Fuel injection nozzles atomize the fuel oil incompletely, e.g. due to trumpet formation, eroded or blocked
spray holes.
– Fuel oil is unsuitable or of too high a viscosity, insufficiently pre-heated.
– Individual cylinders receive excessive fuel (check injection system like pump control, injection nozzles,
spray pressure etc.).
– Individual fuel cams have shifted.
– Compression pressure too low (piston rings leaking, exhaust valve leaking).
– Strainer in the vent screw for the upper housing of the exhaust valve drive choked up (exhaust valves close
too late, poor scavenging).

8. Engine runs irregularly or misfires at times

Possible reasons for irregular or misfiring of individual or all cylinders:
– High water content in the fuel oil.
– Fuel oil temperature before the fuel injection pumps too low or much too high.
– Fuel pressure in the system too low (pressure retaining valve defective or maladjusted).
– Plunger of fuel injection pumps sticking at times.
– Valves in fuel injection pumps defective or jamming.
– Valve push rods in fuel injection pumps jamming.

9. Engine stops by itself

– Fuel oil daily tank empty or fuel supply interrupted, fuel oil filters choked, booster pump failed, faulty switch-
ing.
– Safety cut-out device is activated.
– Speed setting system defective (e.g. fractured piping).

1998 2 Wärtsilä Switzerland Ltd

RTA48T Operation 0820–1/A1

Irregularities During Operation

10. Irregularities in the cylinder cooling water system

10.1 Pressure fluctuates
– Air collecting in the cooling spaces or in the pipes due to insufficient venting.
– Drop of static pressure at inlet to cooling water pump due to throttling in the return pipe or draining of the
expansion tank.
– Exhaust gases blowing into the cooling water due to a defect (cylinder liner, cylinder head, valve cage).
10.2 Increased cooling water temperature at outlet of individual cylinders
– Shut-off valves in the pipes of the affected cylinders shut by mistake or defective.
– Cooling spaces insufficiently vented.
– Cooling water pipes or water passages choked.
– Overloading of affected cylinders.
– Piston running hot.
– Exhaust gases blowing into the cooling water circuit due to a defect (cylinder liner, cylinder head, valve
cage).
10.3 Increased cooling water temperature on all cylinders
– Installation side faulty (regulating valve, cooling water cooler etc.).

11. Crosshead bearing oil pressure drops (to about main bearing pressure)
(Simultaneously also oil pressure for exhaust valve actuator pumps)
11.1 Possible causes
– Crosshead bearing oil pump failed. Oil feed is effected via non-return valve from main bearing oil sys-
tem.
11.2 Measure to be taken
– Reduce engine load (rpm) below load indicator position 4.5.
– Crosshead bearing oil pumps must be repaired as soon as possible. Until then main bearing pressure
to be raised as much as possible.

12. Cylinder lubrication fails

Full or partial failure of cylinder lubrication leads to earlier wear of piston rings and cylinder liners. However, it
may also lead to piston seizure. Only in emergencies, and then at reduced power and only for the minimum
possible time, should an engine be operated without cylinder lubrication.
Interruptions of the lubricating oil supply to the cylinders are monitored electrically by the flow control and
indicated by an alarm signal (see group 7218–1).
12.1 Possible causes
– Proximity switch is defective.
– Cylinder lubricating pumps empty (daily tank is empty, shut-off cock in the piping to the pumps is shut or
the filter is choked).
– Blocked cylinder lubricating quills.
– Clogged progressive block distributor.
– Internal mechanism of individual cylinder lubricator defective (the remaining lubricators are supplying
oil).
– Coupling of the drive shaft between two cylinder lubricators defective.
– Worm shaft or electric motor defective.
– Interruption or failure of electric current.

Wärtsilä Switzerland Ltd 3 1998

0820–1/A1 Operation RTA48T

Irregularities During Operation

12.2 Checks and remedial measures

– Fill immediately cylinder lubricating pumps (lubricator) with oil (note group 7218–1).
– If only one single lubricator is defective, replace it after stopping the engine. The adjusting screws for
the individual lubricating points must be set on the newly installed lubricator. (In certain cases oil can
continue to be supplied by actuating the crank of the affected lubricator, until the lubricator can be re-
placed).
– Should a coupling of the drive shaft be defective, replace the defective parts.
– If the electric motor or the worm gear are defective, replace them when the engine is at standstill. (With-
out functioning electric motor or worm gear the lubricators can only be actuated by turning the hand
cranks).
– Check cylinder lubricating quills (see faults in group 2136–1). Replace defective parts.
13. Exhaust valves knock
– Damping pin or hydraulic piston for valve drive defective.
– Oil feed to actuator pump insufficient.
– Strainer holes in vent screw for upper housing of exhaust valve drive are considerably enlarged (ero-
sion).
– Leakage in the hydraulic pipe of the valves drives.

14. Exhaust valve does not open

14.1 Possible causes 14.2 Measures
– Actuator cut-out tool is still fitted – Remove (see group 5512–2)
– Heavy leakage in hydraulic valve drive – Remedy, if necessary replace parts
– Non-return valve in actuator pump defective – Replace, repair
– Relief valve in actuator pump defective – Replace, repair
– Actuator pump piston remains stuck in TDC – Repair

15. Exhaust valve does not shut

15.1 Possible causes 15.2 Measures
– Air spring pressure too low (less than 2 bar) – Establish cause:
Leakages, pressure reducing
device, starting air cylinder
pressure etc.
– Exhaust valve shank or hydraulic piston seized its – Repair
guide bush

16. ”Surging” of turbochargers

(Short, loud howling with simultaneous pressure fluctuations on the air side).
– When this occurs sporadically, ”surging” does not directly affect the engine, but the air flow rate is dimin-
ished.
16.1 Measure
– Clean turbocharger and air cooler, check control of fuel injection pumps and the exhaust valves.

17. Oil mist detector gives alarm

– Reduce load (rpm) immediately.
– Stop the engine as soon as the situation permits.

Attention Risk of explosion, keep away from engine! Particularly avoid areas next to explosion relief
valves (see group 0460–1).
– Establish cause and remedy as far as possible (see group 0840–1).

1998 4 u Wärtsilä Switzerland Ltd

RTA48T Operation 0840–1/A1

Operating Troubles
Troubles and Damages with Engine Parts

1. Hot running of a piston

1.1 Possible indications

(although the combustion is in order)
– Increase of piston cooling oil outlet temperature.
– Increase of jacket cooling water outlet temperature.
– Increase of piston underside temperature.

1.2 Possible causes

– Gas blow-by via defective or worn piston rings.
– Scuffing at the cylinder liner surface due to lack of cylinder lubricating oil.

1.3 Remedial measures are

– Cut out the fuel injection pump of the affected cylinder for a while (note group 5512–2).
– Increase lubrication of affected cylinder by intensive turning of the crank on respective cylinder lubricator.
– Should the temperature still not drop, or rise again after the fuel pump is cut in, cut the fuel pump out again
(see group 5512–2) and stop the engine as soon as possible, then wait until cylinder and piston have
cooled down.
– Check running surface of piston and cylinder liner.
– If the damage is slight, the ”seizure” portions can be smoothed out with an oil stone.
– If the damage is heavy, replace piston, piston skirt and cylinder liner.
– Should a replacement of these parts not be feasible for any reason, remove the piston, taking the neces-
sary precautions (please note group 0540–1).

2. Running gear parts run hot

2.1 Possible causes

– Defective oil pipe or pipe connection.
– Water in the lubricating oil (rusty journals).
– Dirt in the lubricating oil.
– Physical damage to the bearing or journals during fitting.
– Insufficient bearing clearance.
– Bearing deformation (waisted studs not tightened according to instructions).
– Insufficient lubricating oil pressure (check pressure gauge and oil pressure monitoring system).
– Level in oil tank too low. Pump partially drawing air.

2.2 Remedial measures

– Reduce speed (power) and increase the lubricating oil pressure.
– If the temperature continues to increase, the engine has to be stopped and allowed to cool down.
– Take the necessary precautions for preventing crankcase explosions (see group 0460–1).
– Inspect and dismantle the bearing which has been running hot.
– Depending on the possibilities, either overhaul or replace the damaged parts, or remove the defective run-
ning gear (see group 0540–1).

Wärtsilä Switzerland Ltd 1 u 1998

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RTA48T Betrieb Group1

Bedplate and Tie Rod Group 1

Main Bearing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1132–1/A1

Thrust Bearing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1203–1/A1

Tie Rod . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1903–1/A1

Wärtsilä Switzerland Ltd 1 RTA48T / OM / 1998

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RTA48T Operation 1132–1/A1

Main Bearing

The main bearings have a lower bearing shell 2, which is placed into bearing girder 5 of the bedplate. The bearing
shell is held in the centre by locating pin 7. The bearing shells are lined with white metal in the running surface.
The bearing covers 1 serve at the same time as upper bearing part, therefore, they are lined with white metal at the
inside. To position the bearing covers four cylindrical pins 8 have been provided in the mating surfaces of the bearing
shells.
The bearing cover is pressed against the bearing girder by waisted studs 3 and round nuts 4 which are pretensioned
hydraulically. The waisted studs 3 are fitted with a non-hardening locking compound.
The main bearings are supplied with oil ’OE’ from the bedplate side. The oil reaches the bearing running surface
through groove ’ON’ and bores ’OB’.

Key to Illustration:

1 Bearing cover 8 Cylindrical pin

2 Bearing shell 9 Column
3 Waisted stud
4 Round nut OB Bore
5 Bearing girder OE Oil inlet
6 Crankshaft ON Groove
7 Locating pin WM White metal

9
3
4
1

8
OB
WM

7 5 OE 96.7258a

ON 5 6

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RTA48T Operation 1203–1/A1

Thrust Bearing

The thrust bearing is situated at the driving end of the engine. The thrust created by the ships propulsion is trans-
mitted by the thrust flange of the crankshaft ’DF’ via the thrust pads into bedplate 11.
Depending on the sense of rotation of the crankshaft or propeller, thrust pads 2 or 3 take up the axial thrust forces. In
the case of fixed pitch propeller plants the respective execution for right hand or left hand rotating engines has seven
thrust pads on either side of the thrust bearing flange, each adapted to the respective sense of rotation.
In controllable pitch propeller plants the thrust bearing is equipped on either side with two thrust pads each for left
hand and right hand rotation respectively.
The thrust pads are lubricated with bearing oil which is led by lubricating piping 15 to the two spray nozzles 16. The
nozzles are dimensioned in such a way that in operation an oil film forms between thrust bearing flange ’DF’ and
thrust pads (hydraulic wedge).
Brackets 13 prevent thrust pads from being turned out.
Gear wheel for camshaft drive 7 is mounted on top of the thrust bearing flange ’DF’. It drives the intermediate gear
wheel for the camshaft drive 8 and, where required, the lower balancer wheel 9.

Key to Illustrations: ’A’ Longitudinal section

’B’ Cross sections

1 Bearing cover 12 Column

2 Thrust pads to driving end 13 Bracket
3 Thrust pads to free end 14 Flywheel
4 Waisted stud for bearing cover 15 Oil pipe
5 Round nut 16 Spray nozzle
6 Crankshaft 17 Bearing shell
7 Gear wheel for camshaft drive 18 Two-part oil baffle
8 Intermediate wheel for camshaft drive
9 Lower integrated balancer wheel
10 Upper integrated balance wheel DF Thrust flange of crankshaft
11 Bedplate OE Bearing oil inlet

Wärtsilä Switzerland Ltd 1 1998

1203–1/A1 Operation RTA48T

Thrust Bearing

A
I-I

15
15

7
16 16
18
1

17
2
3
DRIVING END
Antriebsseite
Freies Ende
FREE END

14
OE OE

96.7266

1998 2 Wärtsilä Switzerland Ltd

RTA48T Operation 1203–1/A1

Thrust Bearing

B II - II
I

10
8

III III

9
4 12
5
13
Brennstoffpumpenseite
FUEL PUMP SIDE

EXHAUST SIDE
Abgasseite
11

III - III 6

II II
96.7269

7 18

Wärtsilä Switzerland Ltd 3 u 1998

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RTA48T Operation 1903–1/A1

Tie Rod

Tie rods 1 fasten cylinder block 9, column 10 and bedplate 11 together at four points around the cylinder (see Fig.
’B’).
Each tie rod is equipped with a two-part bush 2 which is firmly fastened by the two clamp screws 7 (see detail II)
located at the bottom of the cylinder block 9. These guide bushes prevent the tie rod from vibrating. For additional
vibration damping the space around the lower part of the tie rod till mid-column is filled with oil which enters through a
filling bore in way of the crosshead guide plate.
The lower thread (detail I) of the intermediate ring is provided with a drain groove ’AN’. Through this drain groove
some oil and possible condensate water can always drain away (in case of engine standstill).

Key to Illustrations: ’A’ Tie rod

’B’ Tie rod arrangement (6 cylinder engine)

1 Tie rod 7 Clamp screw

2 Two-part bush 8 O-ring
3 Upper intermediate ring 9 Cylinder block
4 Lower intermediate ring 10 Column
5 Round nut 11 Bedplate
6 Protective cap AN Drain groove in intermediate ring
6 II
A 5
3 III III

9
7
1

III - III
9
10

I 9

11 10

1 11
AN
4 8

5
I
96.7265

Wärtsilä Switzerland Ltd 1 u 1998

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RTA48T Betrieb Group2

Cylinder Liner and Cylinder Cover Group 2

Cylinder Liner . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2124–1/A1

Lubricating Quills on Cylinder Liner . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2136–1/A1

Piston Rod Gland . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2303–1/A1

Injection Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2722–1/A1

Starting Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2728–1/A1

Exhaust Valve with Valve Drive . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2751–1/A1

Wärtsilä Switzerland Ltd 1 RTA48T / OM / 1998

This page is intentionally left blank
RTA48T Operation 2124–1/A1

Cylinder Liner

Cylinder liner 1 is fitted into the cylinder block 4 with supporting ring 2. The nuts of the waisted studs fasten the
cylinder cover 7, the cylinder liner 1 and the supporting ring 2 onto the cylinder block 4. Supporting ring 2 is addition-
ally fixed by the three screws 9, which ensure that the supporting ring stays attached to the cylinder block when the
liner is pulled out.
At connection ’KE’ the cooling water enters into water space ’WR’.
The cooling water rising around cylinder liner 1 and supporting ring 2 flows at the support surface of the cylinder liner
into its cooling bores ’KB’ and is led via the horizontal bores into water guide jacket 3. Via the vertical connecting
bores in the water guide jacket, the cooling water flow passes through into the upper ring space ’RR’ and cools after-
wards cylinder cover 7 and the exhaust valve cage.
To optimize the cylinder liner wall temperature insulating bands 11 and 12 have been applied on the cylinder liner.
An antipolishing ring 13 fitted in the cylinder liner is used for removing too heavy coke formations at the piston crown
during operation.

Remark Automatic cooling water temperature control:

In order to avoid undue tensions in the upper part of the liners, the cooling water temperature
must be maintained under all load conditions as steady as possible; maximum admissible temp.
fluctuations:
at constant load: ±2 C
during load changes (transient conditions): ±4 C
The water space ’WR’ is sealed towards the ring space ’RR1’ between cylinder liner 1 and supporting ring 2 by two
O-rings 10. Should water leak through check bore ’KC’ or there is an accumulation of cooling water in the scavenge
space ’SR’ then the O-ring must be replaced at the next opportunity. The two sealing surfaces ’MD’ of support ring 2
are sealing metallically with a non-hardening sealing compound.
Cylinder lubricating oil is delivered to the running surface of the cylinder liner through the twelve (12) lubricating
quills 5. Around the circumference of the cylinder liner an upper row ’OS’ and a lower row ’US’ of lubricating grooves
are milled into the running surface.
The delivered cylinder lubricant is equally distributed in each of these two rows of lubricating grooves. The modules
of the cylinder lubricating pump are, however, set in such a way that an exact quantity of the delivered lubricating oil
is led to the lower and upper lubricating grooves respectively. Exact instructions on the setting of the lubricating oil
quantity have been given in groups 7218–1 and 7218–2.
The bore ’BS’ above the scavenge ports either houses the transmitter for the SIPWA-TP (Sulzer Integrated Piston
Ring Wear detecting Arrangement with Trend Processing) or else is plugged by a filler piece.

Key to Illustrations:

1 Cylinder liner KE Cooling water inlet

2 Supporting ring KB Cooling bores in the cylinder liner
3 Water guide jacket KC Check bore
4 Cylinder block MD Metallic sealing
5 Lubricating quill OS Upper row of lubricating grooves
6 Lubricating quill (non-return valve) US Lower row of lubricating grooves
7 Cylinder cover SS Scavenge ports
8 Valve seat for exhaust valve SR Scavenge space (piston underside)
9 Screw RR Annular space
10 O-ring WR Water space
11 Upper insulating band RR1 Ring space void of water
12 Insulating band
13 Antipolishing ring

Wärtsilä Switzerland Ltd 1 7.03

2124–1/A1 Operation RTA48T

Cylinder Liner

13 8

7
3
RR
KB
OS 5
11
6
WR
MD 1
12
2
KE 5
10
2 011.043/03
US KC

10
9
RR1
MD

4
1

011.042/03

7.03 2 u Wärtsilä Switzerland Ltd

RTA48T Operation 2136–1/A1

Lubricating Quills on Cylinder Liner

General
Lubricating quills with accumulators are screwed-in around the circumference of the cylinder liner (see Fig. ’A’).
By means of the cylinder lubricating pumps the lubricating oil is supplied to the two progressive block distributors 19,
which are arranged at each lubricating quill level. They distribute the cylinder lubricant equally to six lubricating quills
at each row of lubricating grooves (see also groups 2124–1 and 7218–1).
Lubricating quills 15 of the lower row are extended in length by the passages 8 to deliver the lubricating oil through
support ring 4 to lubricating points ’SA’.

Function
From the progressive block distributor the cylinder lubricant is fed into the space ’OR’ through the connection ’SE’
(see Fig. ’B’).
Accumulator piston 6 which is sealed against oil space ’OR’ by a flexible diaphragm 7 is pressed downwards by the
force of spring 5. In this way oil pressure is built up in the system, which is somewhat higher than the scavenge air
pressure of the engine.
When pressure in the cylinder liner at the lubricating point ’SA’ – depending on the position of the piston 1 – falls
below the accumulator pressure, oil flows into the cylinder.
As soon as the pressure at the lubricating point ’SA’ is again higher than the accumulator pressure, the lubrication is
interrupted and the non-return valve 16 closes. In the upper row of lubricating quills the non-return valve 9 closes in
addition.

Faults
Should an accumulator no longer function (breakage of spring 5 or a crack in the diaphragm 7), oil is no longer accu-
mulated. The oil delivery to the cylinder then continues, is however no longer being controlled by the pressure within
the cylinder, but by the delivery strokes of the cylinder lubricating pumps.

A
OS
US

003.329/00

Wärtsilä Switzerland Ltd 1 7.03

2136–1/A1 Operation RTA48T

Lubricating Quills on Cylinder Liner

5
B
6
10 7

OR
17
3 16
15

1
SE
SA

9
2
WR

009.750/02

C WR 13

009.751/02

SE
3 8 10 4 11 12 14

7.03 2 Wärtsilä Switzerland Ltd

RTA48T Operation 2136–1/A1

Lubricating Quills on Cylinder Liner

Key to Illustrations: ’A’ Arrangement of lubricating quills

’B’ Upper lubricating quill
’C’ Lower lubricating quill

1 Piston 14 Flange
2 Piston rings 15 Lubricating quill
3 Cylinder liner 16 Non-return valve
4 Support ring 17 Set screw
5 Spring 18 Cylinder lubricating pump
6 Accumulator piston 19 Progressive block distributor
7 Diaphragm
8 Passage for lubricating quill OR Oil space
9 Non-return valve in cylinder liner OS Upper level
10 Filling pin SA Lubricating points in cylinder liner
11 Screw SE Lubricating oil inlet
12 Joint US Lower level
13 Flange WR Water space

Wärtsilä Switzerland Ltd 3 u 7.03

This page is intentionally left blank
RTA48T Operation 2303–1/A1

Piston Rod Gland

The piston rod gland prevents the contamination of the bearing oil by combustion residues and seals the scavenge
space ’KU’ against the crankcase ’KG’.
Scraper ring 3 and the upper oil scraper ring 4 scrape dirty oil from piston rod 11. This dirty oil is collected at the
bottom of the cylinder jacket and flows through the drain on the fuel side.

Attention The dirty oil drain from the scavenge air space ’KU’ must always be free (see also group 0240–1
and 0450–1). A major fire risk exists, if the dirty oil does not flow off (see group 0450–1)!

The two three-part sealing rings 6 and 6a with sealing piece 8 at the separation gaps prevent the escape of scav-
enge air into the crankcase. The low air pressure caused by gap losses is released via a vent in the dirty oil collecting
pipe (see group 8345–1).
The rest of the dirty oil originating from top is scraped off by sealing ring 6, then it flows through bores ’OB’ and is
collected on the bottom of the scavenge space ’KU’.
The ten lower oil scraper rings 5 (two-part and four-part units) as well as the scraper ring 7 scrape bearing oil off the
piston rod 11 and lead it back to the crankcase ’KG’ via bore ’LO’.
All ring types are pressed to piston rod 11 by a garter spring 9 (standard size).

Remark The lower oil scraper rings 5 must be fitted with the marking TOP upwards (see also Mainte-
nance Manual group 2303–1).

Key to Illustration:

1 Housing (2-part)
2 Fixing ring (2-part)
3 Scraper ring (3-part)
4 Upper oil scraper ring (3-part)
5 Lower oil scraper ring (3-part)
6, 6a Sealing ring (3-part)
7 Scraper ring (4-part)
8 Sealing piece
9 Garter spring
10 Cylinder jacket
11 Piston rod

LA Leakage oil drain from space ’NR’ (relief of air pressure)

LO Bearing oil drain
NR Neutral space
KU Piston underside (scavenge space)
KG Crankcase
OB Oil bore

Wärtsilä Switzerland Ltd 1 7.03

2303–1/A1 Operation RTA48T

Piston Rod Gland

I-I
II II

1 9
3 OB
4
2 6
6a

5
KU

LA
7
KG
010.479/02
11 LO 10

I II - II

6a
8

96.7324b
I 9

7.03 2 u Wärtsilä Switzerland Ltd

RTA48T Operation 2722–1/A1

Injection Valve

A BH
General
Two injection valves 1 are fitted in each cylinder cover.
8
Fuel which leaks in consequence of the nozzle needle clear-
ance is drained through the leakage fuel drain pipe 14 via con- 7
nection ’LA’ to the casing 13. LA
Fuel oil which possibly leaks between nozzle body 3 and
nozzle holder 2 (leakage) rises and appears at the upper edge
of the cylinder cover at ’LB’.
6
Remark In this case the parts concerned should be
overhauled at the next opportunity. If the
sealing face ’DF’ is leaky, exhaust gas LB
passes through gap ’LB’.
2 BB
Testing, dismantling, assembling and setting of injection
valves has to be carried out in accordance with group 2722–1
in the Maintenance Manual.

Function 3 4
The fuel oil is supplied by the injection pump at high pressure
to fuel distributor 11 and distributed to the two injection valves.
The fuel quantity required for injection flows through connec-
tion ’BH’ and the bore ’BB’ to nozzle body 3. The high fuel pres- 5 9
sure lifts nozzle needle 4 off its seat against the force of com-
pression spring 6, and finely atomized fuel is injected into the
combustion chamber.

DF
98.7641

Key to Illustrations: ’A’ Injection valve

’B’ Arrangement of fuel pipework and fuel distributor

1 Injection valve 12 Priming valve

2 Nozzle holder 13 Casing
3 Nozzle body with needle seat 14 Leakage fuel drain pipe
4 Nozzle needle 15 Collecting piece
5 Nozzle tip
6 Compression spring
7 Spring tensioner BB Fuel bore
8 Collar nut BH Fuel feed (high pressure)
9 Cylinder cover DF Sealing face
10, 10a High pressure fuel piping LA Leakage fuel drain
11 Fuel distributor LB Leakage fuel outlet (gap)

Wärtsilä Switzerland Ltd 1 3.00

2722–1/A1 Operation RTA48T

Injection Valve

1
9
10

10
14

15 13

11
12

10a
96.7360b

3.00 2 u Wärtsilä Switzerland Ltd

RTA48T Operation 2728–1/A1

Starting Valve

Every cylinder cover 7 is equipped with a starting valve. The engine can be started with it by compressed air and
when reversing it can be slowed down.
In the schematic group 4003–2 the starting valve bears number 2.07.

Function

Ready for operation:

Space ’AL’ is charged with starting air pressure. Space ’P’ is charged through bores ’EB’ and thereby assists spring
5 in the closing of the valve. Connection ’SL’ is under pressure from the starting air piping. Via valve 8 space ’P’ in
housing 4 is connected with supply ’SL’. The starting valve is shut.

Starting:
From the starting air distributor 2.01 valve 8 obtains control air pressure via pipe ’SA’. Space ’P1’ is pressurized,
space ’P’ is vented. The valve is opened and starting air flows to the cylinder space. The working piston is moved
downwards and the engine begins to rotate.
When the engine begins firing, a higher pressure (firing pressure) exists in the combustion space and therefore the
starting valve remains closed during this high pressure phase.
For this the control piston 3 has been equipped with a small pre-control piston.

Slow-down of the engine for the reversing:

During reversing, when the ship is still in motion, the engine is ’dragged’ by the propeller in the wrong direction of
rotation. The starting valve opens by about 100 ( before TDC and starting air fills the cylinder space. By com-
pressing this air the engine is braked in order to be re-started in the new direction of rotation. Depending on the ship
speed (dragging of the engine by the propeller) this manoeuvre must be delayed (this may take several minutes).
I.e. as soon as the engine speed falls below the set limit, the starting valve will be operated via remote control in order
to release braking air / starting air and thereby initiating a successful engine start.

Key to Illustration:

1 Cover
2 Ring
3 Piston
4 Housing
5 Compression spring
6 Valve spindle
7 Cylinder cover
8 Valve 134HA–H

SA Control air connection from

starting air distributor
SL Control air connection from
starting air piping
AL Starting air
EB Connecting bore
P1–P3 Air spaces

Wärtsilä Switzerland Ltd 1 1998

2728–1/A1 Operation RTA48T

Starting Valve

I-I

P1
1
2
3
II
P2
4 SL
5

EB
P3
6
AL 7
I
I

96.7657

1998 2 u Wärtsilä Switzerland Ltd

RTA48T Operation 2751–1/A1

Exhaust Valve with Valve Drive

The exhaust valve cage is screw fastened in the centre of cylinder cover 16. The exhaust valve consists generally of
the following parts: Valve drive 1, valve cage 2, exhaust valve spindle 3, valve seat 14 and air spring ’LF’.

Function

Opening:
Controlled by the actuator cam the actuator pump (see group 5512–1) presses oil through the hydraulic oil connec-
tion 12 into valve drive housing 1. Piston 9 is moved downwards in cylinder 8 (hydraulic rod). The exhaust valve
spindle 3, with air spring piston 5 fastened to it, is also pushed downwards against the pressure in the air spring ’LF’.
The exhaust valve opens. The exhaust gas outflow hits rotation wings 15, thereby rotating the exhaust valve
spindle.

Closing:
When the hydraulic oil pressure from the actuator pump diminishes (as the roller of the actuator pump rolls down-
wards to the cam base) exhaust valve spindle 3 is pressed upwards by the pressure in the air spring ’LF’ acting on
the air spring piston. The exhaust valve closes. The hydraulic oil in valve drive 1 is pressed back to the actuator
pump.

Venting of the hydraulic system: (see Fig. ’B’)

Through the vent screw 13 hydraulic oil and any air present in the system is continuously drained into the leakage oil
drain ’LO’. This oil loss is continuously made up to the hydraulic system by the oil supply which is led to the actuator
pump (non-return valve).

Air supply to the air spring: (see Fig. ’C’)

Compressed air enters the air spring ’LF’ through connection ’LE’ and inlet bore ’EB’. When the exhaust valve
opens, air spring piston 5 is pushed downwards and compresses the air in the air spring housing. Some air flows
back into connection ’LE’ through inlet bore ’EB’. After the exhaust valve closes, the air spring space ’LF’ fills up
again.

Lubrication of the exhaust valve spindle: (see Fig. ’A’, ’B’ and ’D‘)
Leak oil from hydraulic piston 9 drips onto air spring piston 5 and lubricates air spring cylinder 7. Surplus oil is col-
lected in the space ’LS’ and drained via connecting bore ’VB into leakage oil drain ’LO’. While the exhaust valve
closes oil enters the air spring ’LF’. The oil accumulating on the bottom of the air spring (inlet bore ’EB’) is atomized
by the in-flowing air. This oil mist lubricates the upper part of the exhaust valve spindle. Excess oil is pressed out of
air spring ’LF’ when the exhaust valve opens, and is led to an accumulator. From time to time the contents of the
accumulator are automatically drained into the dirty oil collecting pipe from the piston rod glands.
In addition valve spindle 3 is lubricated in valve guide bush 4 through the separate oil supply ’OV’ by the cylinder
lubricating pumps via a piston distributor at the cylinder liner (see group 7218–1).

Key to Illustration:

1 Valve drive 16 Cylinder cover

2 Valve cage 17 Starting valve
3 Exhaust valve spindle 18 Fuel injection valve
4 Valve guide bush 19 Locating pin
5 Air spring piston
6 Pressure flange HO Hydraulic oil
7 Air spring cylinder LO Leakage oil drain
8 Hydraulic cylinder LE Air inlet to air spring
9 Hydraulic piston OV Oil supply to valve guide
10 Damper LF Air spring
11 Valve cone pieces (two-part) EB Inlet bore to air spring
12 Hydraulic oil connection AG Exhaust gas from cylinder
13 Vent screw with coarse filter KA Cooling water outlet
14 Valve seat LS Leakage oil collecting space
15 Rotation wings VB Connecting bore

Wärtsilä Switzerland Ltd 1 1998

2751–1/A1 Operation RTA48T

Exhaust Valve with Valve Drive

III - III B

A I-I
1
II 13

1
12
10
HO
9

8
6
11
5 LO
7 KA
LF

2 VB

4
AG

19
14

96.7332
Gezeichnet für RTA58T
DRAWN FOR RTA58T

1998 2 Wärtsilä Switzerland Ltd

RTA48T Operation 2751–1/A1

Exhaust Valve with Valve Drive

C IV - IV D V-V

7 3
LF 4
2 2

LE OV

II
E LE

IV KA
16

AG
Brennstoffpumpenseite
FUEL PUMP SIDE

EXHAUST SIDE

18 IV
Abgasseite

III
V
I I

17
18
96.7333a

III
Gezeichnet für RTA58T
OV LO
DRAWN FOR RTA58T

Wärtsilä Switzerland Ltd 3 u 1998

This page is intentionally left blank
RTA48T Betrieb Group3

Crankshaft, Connecting Rod and Piston Group 3

Axial Damper . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3146–1/A1

Connecting Rod and Connecting Rod Bearing . . . . . . . . . . . . . . . . . . . . . . . . . 3303–1/A1

Crosshead and Guide Shoe . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3326–1/A1

Piston . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3403–1/A1

Piston Cooling and Crosshead Lubrication . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3603–1/A1

Wärtsilä Switzerland Ltd 1 RTA48T / OM / 1998

This page is intentionally left blank
RTA48T Operation 3146–1/A1

Axial Damper

The engine is equipped with an integrated axial damper. The duty of the axial damper is the reduction of axial vibra-
tions.
The damper consists of an upper 1, and a lower cylindrical part 2, which are both screw fastened to the last bearing
girder, and of a damping flange ’FK’ which is a part of the crankshaft. The oil quantity required for the damping is
adjusted by means of a throttling valve.

Function
Bearing oil ’OE’ is supplied via orifices 8 into the spaces ’OR’ to both sides of flange ’FK’ on crankshaft 10. The bigger
part of the oil, thus imprisoned, can only circulate in case of axial crankshaft movements through throttle valve 3 from
one space ’OR’ to the other. The remaining part of the oil is drained due to the radial and axial clearance of the
sealing rings as well as the venting screws.
The optimum damping effect can be adjusted by spindle 4. The adjustment has to be carried out during sea-trials,
with the application of special measuring instruments. After the adjustment the setting screws are secured with lock-
ing device 5 against unintentional mis-adjustment.
The setting value of the spindle has to be engraved on a nameplate in the immediate vicinity of the throttle valve.

Remark Any displacement of this spindle must be avoided!

In order to exceptionally permit taking readings at different throttle positions of the spindle during
sea-trials, an opening has been provided at the top side of the casing. Through this opening,
normally closed by a cover, the spindle position can be altered using a special spanner.
The engine must not be operated with the spindle 4 removed or with the oil supply to the axial
damper interrupted!

Monitoring system
The engine is equipped with an axial damper monitoring system arranged above the end casing at the free end. The
oil pressure in the aft side and fore side chamber of the axial damper is monitored, and in case of oil pressure drop an
alarm is triggered (setting values see group 0250–2).
The reason for this alarm must be investigated and remedied:
Orifices in the pressure gauge pipes clogged
Shut-off valves closed in the pressure gauge pipes
Low oil pressure and / or high oil temperature in the bearing oil system
Throttle valve mal-adjusted
Excessive wear of the sealing rings, e.g. caused by dirt particles (clearance too big).

Key to Illustration:

1 Upper part of cylinder 10 Crankshaft

2 Lower part of cylinder 11 Bearing girder (part of bedplate)
3 Throttle valve 12 Oil pipe
4 Spindle 13 Damper
5 Locking device 14 Counterweight
6 Small sealing ring
7 Large sealing ring OE Oil inlet
8 Orifices OR Oil spaces
9 Bearing cover FK Flange on crankshaft

Wärtsilä Switzerland Ltd 1 3.00

3146–1/A1 Operation RTA48T

Axial Damper

I-I

8 12 OE OR 3 5 4 14

6
7

11
96.7280

2 13

1998 2 u Wärtsilä Switzerland Ltd

RTA48T Operation 3303–1/A1

Connecting Rod and Connecting Rod Bearing

The connecting rod connects the crosshead with the crankshaft and converts the linear stroke movement of the
piston into a turning movement. Replaceable bearing shells are fitted on the connecting rod shank 1 for the top and
bottom end bearings (items 4 and 5). The bearing covers for the top and bottom end bearings (items 3 and 2) are
lined with white metal.
Crosshead lubricating oil reaches the top end bearing through the connection ’KE’, and drillings in the crosshead pin
admit lubricating oil to the guide shoes. Crosshead lubricating oil reaches the bottom end bearing through the drilling
’OB’ in the connecting rod shank 1.
Bearing lubricating oil is fed through connection ’KO’ for piston cooling through corresponding drillings in the cross-
head pin and piston rod. The locking segments 8 prevent incorrect fitting of the crosshead pin.

Key to Illustration:

1 Connecting rod shank

2 Lower bearing half for bottom end bearing
3 Upper bearing half for top end bearing
4 Bearing shell for top end bearing (crosshead)
5 Bearing shell for bottom end bearing (crankpin)
6 Studs to top end bearing
7 Studs to bottom end bearing
8 Locking segment
9 Round nut
10 Round nut
11 Cylindrical pin

KE Crosshead lubricating oil inlet

KO Piston cooling oil inlet
OB Oil bore through connecting rod shank

Wärtsilä Switzerland Ltd 1 1998

3303–1/A1 Operation RTA48T

Connecting Rod and Connecting Rod Bearing

6
3 9
11
KO
KE

8
4 8

7
10

96.7270

1998 2 u Wärtsilä Switzerland Ltd

RTA48T Operation 3326–1/A1

Crosshead and Guide Shoe

The crosshead guides piston rod 5 and absorbs the lateral forces originating from connecting rod 7.
The piston rod 5 is screw fastened to the crosshead pin 1. The bearing lubricating oil required for cooling the piston is
led through the slot ’NS’ and the bore ’OV’ to the piston. The oil ’OR’ flows back to the crosshead pin through the oil
pipe 10 and returns to the crankcase through the drain ’OA’.
The guide shoes 2 rest on the small diameters of the crosshead pin. They are guided in the slideways of column 9 by
guide rails 4.
The retaining covers 3 hold the middle parts 11 to the crosshead pin during removal; they allow only a limited rotating
movement.

Key to Illustration:

1 Crosshead pin
2 Guide shoe
3 Retaining cover
4 Guide rail
5 Piston rod
6 Bearing shell for top end bearing (crosshead)
7 Connecting rod shaft
8 Upper bearing half for top end bearing
9 Column
10 Oil pipe to piston
11 Middle part

KE Crosshead lubricating oil inlet

KO Oil inlet for piston cooling oil inlet
NS Slot (groove) in connecting rod
OA Oil drain into crankcase
OR Oil return from piston
OV Oil approach in connecting rod

Wärtsilä Switzerland Ltd 1 1998

3326–1/A1 Operation RTA48T

Crosshead and Guide Shoe

OR
OV OV
5 10 8

2 2

OA
7

6
Abgasseite
EXHAUST SIDE

NS 9
2
7

9 KE KO

4
Brennstoffpumpenseite
FUEL PUMP SIDE 96.7271a

12.98 2 u Wärtsilä Switzerland Ltd

RTA48T Operation 3403–1/A1

Piston

The piston consists basically of: Piston crown 1, piston skirt 3, piston rod 5, the oil cooling components and piston
rings 2. Piston crown and piston rod are joined by ten elastic bolts 9. Piston skirt 3 is directly screw fastened to the
piston rod 5.
Piston rod 5 is fastened to crosshead pin 8 in a particular position. A compression shim 7 is fitted between them, its
thickness being adapted to the compression ratio.
The equipment of the piston rings is illustrated in the Maintenance Manual group 3425–1. All piston rings have to be
fitted with the marking ’TOP’ upwards.

Piston cooling
The piston crown 1 is cooled by bearing lubricating oil. The piston cooling oil ’KO’ is fed from crosshead pin 8 into the
two inlet slots ’EN’. From here it flows outside the oil pipe 6 (arranged in the piston rod 5) till spray plate 4. The cooling
oil is sprayed into the cooling bores of the piston crown through nozzles in the spray plate. From there the oil ’OR’
flows through oil pipe 6 into the crosshead pin from where it emerges sideways.

1
Key to Illustration:
SO
1 Piston crown
2 Piston rings
3 Piston skirt 2
4 Spray plate 4
5 Piston rod
6 Oil pipe to spray plate
7 Compression shim 3
8 Crosshead pin
9 Elastic bolt 9

EN Inlet slot (groove)

KO Piston cooling oil
5
OR Oil return from piston
SO Spray oil
6

KO OR KO

EN 7

96.7272

Wärtsilä Switzerland Ltd 1 u 12.98

This page is intentionally left blank
RTA48T Operation 3603–1/A1

Piston Cooling and Crosshead Lubrication

The pistons are cooled by bearing lubricating oil. The crosshead is lubricated by bearing oil which has been boosted
to a higher pressure. Both oil systems are led to the crosshead via a double articulated lever with separate oil sup-
plies.

Piston cooling
Bearing oil ’KO’ passes through the support 4, the lower lever 6 and the upper lever 7 to the connecting piece 8,
which is fitted to the connecting rod shank 10. The cooling oil is led to the piston through the bore ’BB’, the ring space
’OR’, drillings in the top end bearing shell 9 and the bores ’BC’, then outside the oil pipe 3 through the piston rod 1.
The oil then flows through the oil pipe 3 to the central bore in the crosshead pin 11 and returns to the crankcase. Part
of the piston cooling oil is used to lubricate the guide shoes 2 and the guide shoe pins as shown in Fig. ’C’ (see also
group 3326–1).

Attention When fitting the upper lever 7 to connecting piece 8 great care must be taken that the toggle lever
(knee) ’KG’ buckles upwards as per Fig. ’A’. Wrongly fitted, this would certainly lead to very
grave damage to the toggle lever, the crosshead and the column. Besides this it will cause
interruption of the lubricating oil supply with further heavy damage resulting.

Crosshead lubrication
The crosshead lubricating oil ’KE’ reaches the connecting piece 8, which is fitted to the connecting rod shank 10,
by-passing through the support 4, the lower lever 6 and the upper lever 7. The oil enters the ring space ’RR’ through
bore ’BA’. The crosshead pin is lubricated through drillings in the top end bearing shell 9 (see Fig. ’A’). A drilling ’OB’
through the connecting rod shank 10 leads the oil to the bottom end bearing.

Key to Illustrations: ’A’ Articulated lever arrangement

’B’ Longitudinal section through articulated lever
’C’ Cross section through crosshead

1 Piston rod BA Bore for crosshead lubricating oil

2 Guide shoe BB Bore for piston cooling oil
3 Oil pipe BC Bore in crosshead pin
4 Support KE Inlet for crosshead lubricating oil
5 Column KO Inlet for piston cooling oil
6 Lower lever KG Toggle lever (knee)
7 Upper lever OA Piston cooling oil return
8 Connecting piece OB Bore for crosshead lubricating oil to the
9 Top end bearing shell bottom end bearing
10 Connecting rod shank OR Ring space for piston cooling oil
11 Crosshead pin RR Ring space for crosshead lubricating oil

Wärtsilä Switzerland Ltd 1 1998

3603–1/A1 Operation RTA48T

Piston Cooling and Crosshead Lubrication

I-I
A

OTP
TDC

4
KG

KO
II

1
Hebelstellung bei
Montage beachten
WHEN ASSEMBLING TAKE
CARE OF LEVER POSITION 2
Brennstoffpumpenseite
FUEL PUMP SIDE

8 UTP
BDC
BA
11

96.7273

RR 9 OB 10
1998 2 Wärtsilä Switzerland Ltd
RTA48T Operation 3603–1/A1

Piston Cooling and Crosshead Lubrication

B
II - II

KE KO
4

5 C
OA
3
BC 1

11 10 OR 9

96.7275

KE KO

Wärtsilä Switzerland Ltd 3 u 1998

This page is intentionally left blank
RTA48T Betrieb Group4

Engine Control, Camshaft and Control Elements Group 4

Engine Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4003–1/A1

o Control and Auxiliary System

– Detailed Control Diagrams with Interfaces to the Plant . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4003–3/A1

Control Units . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4044–1/A1

Camshaft Drive . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4103–1/A1

Reversing Servomotor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4203–1/A1

Vibration Damper on Camshaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4215–1/A1

Gear Box for Auxiliary Drives . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4240–1/A1

Starting Air Distributor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4303–1/A1

Shut-off Valve for Starting Air . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4325–1/A1

Reversing Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4503–1/A1

Rotation Direction Safeguard . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4506–1/A1

Control Air Supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4605–1/A1

Valve Group for Reversing Interlock . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4613–1/A1

Wärtsilä Switzerland Ltd 1 RTA48T / OM /1998

Group4 Betrieb RTA48T

Valve Group for Governor and Air Cylinder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4614–1/A1

o Pneumatic Speed Setting Unit

– for Engines with WOODWARD Governors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4617–1/A1

Cabinet by the Local Manoeuvring Stand . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4618–1/A1

Pick-up for Speed Measurement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4628–1/A1

Pneumatic Logic Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4630–1/A1

Local Manoeuvring Stand . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4809–1/A1

1998 / OM / RTA48T 2 Wärtsilä Switzerland Ltd

RTA48T Operation 4003–1/A1

Engine Control

1. General
The DENIS–6 control system (Diesel Engine CoNtrol and OptImizing) has been designed in such a manner, that
various remote controls can be used. To this end all nodes are exactly defined. Terminal boxes are mounted on the
engine, to which the cable ends from the control room or from the bridge can be connected (depending on the type of
remote control).
The engine control comprises all the elements which are necessary for operation, monitoring and safety of the en-
gine.

Synopsis of engine control group 4003–2:

The ”Engine Control Diagram” is a schematic synopsis of all control components and of their functional connec-
tions. The variable design executions of the speed control are designated by the alternative names (on the sheet
corner to the right below the number of the group).
All code numbers and valve designations used in the following description are found in ”Description” and in the ”En-
gine Control Diagram” group 4003–2.

Detailed control diagram with interfaces in the plant (group 4003–3)

On these sheets individual diagram sections of the engine control connected by function are shown in detail.
They provide a general view of:
– Standard and optional systems.
– Connection of the individual systems.
– Interfaces from engine to plant or to remote control respectively.
– Monitoring and safeguard instrumentation.
– Code designations for the identification of external connectors.

2. Function of the control

The engine control permits carrying out the following functions:
– Starting, operation, manoeuvring and shutting down.
– Regulating the engine speed.
– Partly safeguarding and monitoring the engine.
All the functions can be checked (see paragraph ”Checking the Engine Control before Commissioning the Engine”).
Interlocks protect against and prevent manoeuvring errors.

Media of the control

Control air from the board system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . max. 9 bar
Control air from starting air receivers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . max. 30 bar
Starting air from starting air receivers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . max. 30 bar
Main bearing and piston cooling oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.6–5.0 bar
Crosshead bearing oil and actuator pump oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10–12 bar

Wärtsilä Switzerland Ltd 1 7.03

4003–1/A1 Operation RTA48T

Engine Control

3. Engine local control

The engine can be operated normally from the local manoeuvring stand. Should the speed governor fail, it is pos-
sible to operate the engine for a limited time on a manual ’Emergency Operation’.

3.1. Local control with governor intact

As soon as lever 5.03 on the local manoeuvring stand is moved out of field RC, the engine local control is activated.

Starting:
– Preselect all auxiliary blowers.
– Move manoeuvring lever 5.03 to RUN AHEAD or RUN ASTERN.
– Set stop lever 5.07 to the RUN position.
– Set local control speed setting to the START position
(with pneumatic governor to about 2 bar, with electronic governor to about 40% of the nominal speed).
– Move manoeuvring lever 5.03 to START position (AHEAD or ASTERN) until engine runs.
– Slowly increase the speed setting pressure until the engine runs at the required speed.

Reversing:
– Set local speed setting to the START position.
– Move manoeuvring lever 5.03 to the corresponding position.
– Further move manoeuvring lever 5.03 to the START position until the engine runs in the correct direction.

Remark On ships underway this procedure may under certain circumstances take rather a long time
(several minutes), as the propeller is ’dragged’ in the ’wrong’ sense of rotation.

Stopping:
– Reduce local control speed setting.
– Move stop lever 5.07 to the position STOP.
– For switching off the auxiliary blower move manoeuvring lever 5.03 to REMOTE CONTROL position.

Take over from remote control to local control:

– Adjust the local control speed setting pressure to the same level as remote speed setting pressure.
– Move manoeuvring lever 5.03 to RUN AHEAD or RUN ASTERN (the same rotational direction in which the
engine is running).

Take over from local control to remote control:

– Move manoeuvring lever 5.03 to REMOTE CONTROL position.
– Push button REMOTE CONTROL.
– In the control room the definitive take-over must be called for by pressing the corresponding button. (e.g. TAKE-
OVER IN THE CONTROL ROOM).

3.2. Emergency control

(see also group 0570–1)
This form of operation should only be managed in an emergency i.e. in case of governor failure. The function of the
overspeed monitoring system must be verified and assured to function without fail. The operator may not leave the
manoeuvring desk. He must regularly watch the engine speed to take immediate action regulating the fuel flow.
The fuel lever 3.12 must be disengaged from the position REMOTE CONTROL and engaged with the regulating
linkage.

1998 2 Wärtsilä Switzerland Ltd

RTA48T Operation 4003–1/A1

Engine Control

Starting:
– Preselect all auxiliary blowers.
– Move manoeuvring lever 5.03 to the corresponding position RUN AHEAD or RUN ASTERN.
– Move fuel lever 3.12 to position 3–4.
– Move manoeuvring lever 5.03 to START position (AHEAD or ASTERN) until the engine turns.
– Slowly move fuel lever until the engine runs at the required speed.

Reversing:
– Move fuel lever 3.12 to position 3–4.
– Move manoeuvring lever 5.03 to the corresponding position.
– Further move reversing lever 5.03 to the START position until the engine runs in the correct direction.

Remark On ships underway this procedure may under certain circumstances take rather a long time
(several minutes), as the propeller is ”dragged” in the ”wrong” sense of rotation.

Stopping:
– Move fuel lever 3.12 to 0.
– Move stop lever 5.07 to STOP position.
– For switching off the auxiliary blower move manoeuvring lever 5.03 to REMOTE CONTROL position.

Take over from remote control to local control:

– Quickly bring the fuel lever 3.12 into the same position as the fuel linkage and link them together.
– Move manoeuvring lever 5.03 to the corresponding position (RUN AHEAD or RUN ASTERN).
– Check the engine speed.
On engines equipped with electronic governors there is also the possibility to operate the engine with the speed-set-
ting knobs. (In place of regulation with the fuel lever). In this case the actuator is manually actuated (only possible, if
there is a fault in the remote control or in the electronic governor. Actuator, connecting link to the regulating linkage
and the regulating linkage itself must be functioning).

4. Checking the engine control system

Should elements of the pneumatic control system have been dismantled, removed or replaced during an overhaul,
then a general operational check must be made before re-commissioning. The following passages describe how to
proceed.
The item numbers of the following mentioned valves correspond to those in the schematic engine control diagram in
group 4003–2 and detailed control diagrams in group 4003–3.
The load indicator 3.04 (LI for short) must, for specific checks, be brought to the corresponding positions. For this the
fuel lever 3.12 on the local manoeuvring stand must be notched out from its catch an notched-in in the lever of the
fuel pump regulating linkage. With the aid of a hand wheel it can be brought to the desired LI position (scale division
0–10).

Attention Any detected leakages must be eliminated during checking the control system!

Wärtsilä Switzerland Ltd 3 1998

4003–1/A1 Operation RTA48T

Engine Control

A. General preparatory works

1. Checking the load indicator transmitter 7.07

As all load-dependent functions receive their signals from the load indicator transmitter, the transmitter has to be
carefully checked (conformity of the mechanical load indicators with the indications in the control room and/or
bridge) and if applicable, be exactly set. For safety reason the engine is equipped with two independent load indica-
tor transmitters (see group 9240–1).

Remark For cost down reasons in some cases one transmitter may be built into the electrical actuator. In
this case the second transmitter must be correctly adjusted by the supplier of the speed control
system.

Coarse setting:
– Bring load indicator to position 5 and line up the lever on the intermediate shaft parallel with the lever on the
transmitter. The adjustable rod has then to stand at right angles to the levers.
– Bring load indicator to position 0. The markings on shaft and hub of the transmitter must be approximately in
line.

approximately in line

97.7126

Fine setting with potentiometers ’ZERO’ and ’SPAN’:

The front end covers of the transmitters must be removed for this fine setting. In terminal box E10 loosen the wire
from terminals 103 and 106 and connect an ammeter between the terminals and the wires.

Watchmaker’s screwdriver
Ø 2.3 mm
Potmeter ’ZERO’

Potmeter ’SPAN’

97.7123

– Bring regulating linkage to position 1 and adjust the potentiometers ’ZERO’ till the ammeters indicate 5.6 mA.
– Bring regulating linkage to position 9 and adjust the potentiometers ’SPAN’ till the ammeters indicate 18.4 mA.

3.00 4 Wärtsilä Switzerland Ltd

RTA48T Operation 4003–1/A1

Engine Control

– Repeat the two previous points till 5.6 mA and 18.4 mA are exactly indicated.
– A check measure in position 5 must indicate 12 mA.
– Loosen and remove ammeters and re-connect the wires to terminal 103 and 106.

2. Preparatory work for checking the engine control system

2.1 Open indicator cocks. Close shut-off valves on the starting air receivers. Close shut-off valve 2.03 with hand-
wheel 2.10.
Vent starting air supply pipe with venting valve 2.21.
Vent air receivers 287HA and 287HB.
2.2 Move local manoeuvring lever 5.03 to position REMOTE CONTROL. Bring stop lever 5.07 to position STOP.
Bring fuel lever 3.12 to position REMOTE CONTROL.
2.3 Start main bearing oil pump and crosshead bearing oil pump.
2.4 Start cylinder cooling water pump.
2.5 Engage turning gear. Starting air distribution piping must now be vented through valve 38HB, in case starting air
is already present in the distribution piping.
2.6 Checking control air supply unit A :
a. Loosen piping in connection A3 and blind off connection A3.
b. Open 30 bar feed to control air supply unit at connection A2.
c. Open 8 bar control air feed at connection A1.
d. Adjust safety control air and stand-by air for air spring to 6.5 bar with reducing valve 23HA. For this valve
36HA must be open. The pressure can be checked on the pressure gauge PI4331L of the reducing valve
23HA as well as on pressure gauges PI4341M and PI4412M.
e. Set the air spring air pressure with reducing valve 19HA to 7–7.5 bar. The pressure can be checked on
pressure gauge PI4321L of reducing valve 19HA as well as on pressure gauges PI4341M and PI4412M.
f. Set stand-by control air pressure to 7 bar with reducing valve 19HB. The pressure can be checked on the
pressure gauge PI4411L of reducing valve 19HB.
g. Shut cock at A1 and A2. Re-connect piping at connection A3 then open cock A1 and A2 again. The pres-
sure gauge PI4412M must now indicate 8 bar. Any pressure deviations have to be corrected with the 8 bar
board supply system.
h. As long as the control air supply is switched on the pressure indicator G4 in valve group G must indicate
pressure.
2.7 Check whether the two orifices 2 mm are fitted at non-return valve 112HE and 112HF.
2.8 As long as stop lever 5.07 stands in position STOP the pressure indicators G2, G8 and 216HA must indicate
pressure. Pressure indicator 216HA is not fitted on engines having electronic governors.
2.9 Set manual speed setting on the governor PGA 200 or on governor PGA-EG 200 to minimum.

Wärtsilä Switzerland Ltd 5 3.00

4003–1/A1 Operation RTA48T

Engine Control

B. Checking the safety system (Pressure switches and pressure transmitters I )

1. Actuate the EMERGENCY STOP on the control room desk as well as on the local manoeuvring station and test
each time whether the safety cut-out devices 6.04 on the fuel pumps have been actuated.
2. Set the overspeed safeguard monitoring to about 30 engine rpm.
3. With the above setting the proper function of the overspeed safeguard monitoring must be later checked during
the commissioning of the engine with an air start (with cut-out fuel pumps).
4. When this check is successful, the overspeed safeguard monitoring can be set to nominal engine speed + 10%.
5. For the safety system the setting of the pressure switches must be carried out with falling pressures, in accor-
dance with the following table:

Medium Code No. Pressure Action Time delay

Main bearing oil PS2001S 3.4 bar Slow-down/Stop 60/90 sec
PS2002S 2.9 bar Stop 10 sec
Crosshead bearing oil PS2021S 9 bar Slow-down * 60 sec
Air spring PS4341S 6 bar Slow-down 60 sec
PS4342S 4.5 bar Stop 0 sec
Cylinder cooling water PS1101S 2.5 bar Slow-down/Stop 60/90 sec
Cylinder lube oil FS3101–08S no flow Slow-down 90 sec

* Slow-down is only effective above an engine load of 40%,

e.g. above a load indicator position of about 4.5

6. All slow-downs and shut-downs can be overridden in an emergency case by pressing the buttons SLOW-
DOWN OVERRIDING and SHUT-DOWN OVERRIDING.
Excluded from these are:
– Stop in case of overspeed
– Stop in case of bearing oil failure (PS2002S)
7. For the passive failure monitoring a resistor must be inserted in the plug between the connections 2 and 3 of the
following pressure switches: PS1101S, PS1301S, PS2001S, PS2002S, PS2021S, PS4341S and PS4342S.
The value of the resistors depends on the remote control supplier.

7.03 6 Wärtsilä Switzerland Ltd

RTA48T Operation 4003–1/A1

Engine Control

C. Checking the auxiliary blowers

1. Switch on the electric power supply for all auxiliary blowers.
2. Bring local manoeuvring lever 5.03 to position RUN AHEAD.
Auxiliary blower 1 must start immediately.
Auxiliary blower 2 must start with a delay of 5 seconds.
These delay periods can be set on the time relays in the individual auxiliary blower control boxes.
3. For pressure switches PS4051L and PS4052L connect compressed air pump (tool) and simulate scavenge air
pressure. With rising air pressure the individual auxiliary blowers must be switched off by their differential pres-
sure switches at a pressure of 0.45 bar. With sinking pressure the auxiliary blowers must be switched on at an
air pressure of 0.35 bar. This pressure of 0.35 bar has to be set on each differential pressure switch. The individ-
ual auxiliary blowers are again switched on with time delay.
4. Move local manoeuvring lever 5.03 to position RUN ASTERN and check whether the auxiliary blowers also
start.
5. Remove compressed air pump and re-connect piping to the differential pressure switches. Move lever 5.03
again to position REMOTE CONTROL.

D. Checking the reversing

1. Move stop lever 5.07 to position RUN.
Pressure indicator G2 must not indicate any pressure.
2. Turn engine with turning gear AHEAD by about 45 °(. Then disengage turning gear.
3. Bring local manoeuvring lever 5.03 to position RUN AHEAD. The indicator on the reversing valve 5.02 must be
in ”put in” position. Pressure indicators 216HI, 216HK, 216HL, etc. (valve group D ) below the fuel pumps and
216HB in valve group B must indicate pressure. Pressure indicators G5, G11, G8 and 216HA in valve group B
must not indicate pressure.
On engines with electronic actuators the pressure indicator 216HA is not connected, as here no starting
booster is required.
4. Engage turning gear and turn ASTERN by about 45 °(.
Then disengage the turning gear.
5. Pressure indicator 216HB must not indicate any pressure, as the rotation direction safeguard 6.01 now stands
at ASTERN.
6. Pressure indicators G11, G8 and 216HA must now indicate pressure.
Pressure indicator 216HA is not installed in engines having electronic actuators.
Pressure must be present in the piping between G8 and the governor. On engines having electronic actuators
connection G8 must be blanked off. Pressure switch PS5015L must be closed.
7. Bring local manoeuvring lever 5.03 to position RUN ASTERN.
The indicator on the reversing valve 5.02 must now be in ”put out” position.
Pressure indicators 216HI, 216HK, 216HL etc. below the fuel pumps and 216HB must indicate pressure.
Pressure indicators G5, G11, G8 and 216HA must not indicate any pressure. Pressure indicator 216HA is not
fitted to engines having electronic actuators.
8. Engage turning gear and turn AHEAD by about 45 °(.
Then disengage the turning gear.
9. Pressure indicator 216HB must not indicate any pressure, as the rotation direction safeguard 6.01 now stands
at AHEAD.
10. Pressure indicators G11, G8 and 216HA must now indicate pressure (pressure indicator 216HA is not fitted to
engines having electronic actuators).
Pressure must be present in the piping between G8 and the governor. (On engine having electronic actuators,
connection G8 must be blanked-off). Pressure switch PS5015L must be closed.

Wärtsilä Switzerland Ltd 7 7.03

4003–1/A1 Operation RTA48T

Engine Control

E. Checking of the speed setting M

1. Engines having WOODWARD governors PGA 200 or PGA-EG 200

1.1. The I/P converter 11HA has to be set in accordance with instruction E 4–107.094.133. The I/P converter is not
required for operating the engine from the local manoeuvring stand.
1.2. Set pressure reducing valve 1.02 to minimum. Pressure gauge 231HA must not indicate any pressure. Loosen
piping from the governor at C.P.2 (check point see diagram 4003–2). No air must issue from the piping. Then
refit the piping.
1.3. Set pressure reducing valve 1.02 to maximum. The pressure gauge 231HA must now indicate a pressure of
about 5.2 bar.
Then move local manoeuvring lever 5.03 to position REMOTE CONTROL.
1.4. When the remote control is connected the speed setting pressure can be set at pressure gauge 231HB with the
I/P converter 11 HA, e.g. 3 bar. Valve 29B is switched over by an electrical actuation of the TAKE-OVER VALVE
25A. The pressure indicator G10 indicates pressure and on the C.P.2 the pressure of 3 bar can be read off at a
testing pressure gauge.
1.5. Move local manoeuvring lever 5.03 to position RUN AHEAD. The pressure on the testing pressure gauge on
the C.P.2 must now again rise to the previously set value of 5.2 bar.

2. Engines having electronic governors

2.1 These governors do not have pneumatic speed setting.
(For this reason the complete valve group M is omitted).
2.2 Output G10 has to be blanked-off.
2.3 The speed setting occurs electrically from all manoeuvring stations including the local manoeuvring station. It is
therefore the responsibility of the governor supplier or of the remote control system supplier to ensure that the
necessary electrical operating elements for the speed setting are included in the local manoeuvring station.
2.4 Adjustments and testing of the speed setting circuits must therefore be carried out to the specifications and
instructions of the governor suppliers.

F. Checking the fuel pump regulating linkage

1. When the governor output shaft or actuator output shaft respectively is in position 0 then the load indicator 3.04
must also be at position 0.
2. When the pneumatic VIT/FQS unit is in position 0, then the pointer of the spill valve shaft at the setting plate
must also be in position 0.
3. Release fuel lever 3.12 from position REMOTE CONTROL and engage it in the fuel regulating linkage. When
fuel lever 3.12 is in position 0 then load indicator 3.04 must also be in position 0.
4. Move fuel lever 3.12 to position 8. Load indicator 3.04 must now also be in position 8.
5. Move fuel lever 3.12 to position 0.
6. Disengage fuel lever 3.12 from the fuel regulating linkage and bring it back to position REMOTE CONTROL.

1998 8 Wärtsilä Switzerland Ltd

RTA48T Operation 4003–1/A1

Engine Control

G. Checking the starting system

1. Bring local manoeuvring lever 5.03 to position REMOTE CONTROL.
Starting air supply piping is still vented. Leave venting valve 2.21 in open position.
2. Engage turning gear. Loosen the piping to the pneumatic logic unit at connection E6. No air must come out.
3. Slowly disengage turning gear. As long as the pinion of the turning gear is engaged and as long as the clearance
between the tooth of the flywheel and the pinion of the turning gear does not exceed 10 mm no air must issue
from the piping. This check has to be made when engaging and disengaging the turning gear.
4. Connect the piping to connection E6. Disengage the turning gear.
5. Loosen control piping at valve 2.05, as well as valve 129HA with connected piping (pay attention not to lose the
O-ring).
6. Bring local manoeuvring lever 5.03 to position START ASTERN.
7. Check whether air flows from the loose piping end and from outlet No. 2 of valve 129HA.
8. Bring local manoeuvring lever 5.03 to position START AHEAD
9. Carry out the same checks as for point 7.
10. Bring local manoeuvring lever 5.03 to position REMOTE CONTROL.
11. Re-connect piping and valve.

H. Cylinder lubrication
1. Check whether the electric motor and the flow monitoring have been connected electrically to the lubricating
pumps.
2. Check with the cranks on the lubricating pumps, whether the pumps allow turning without excessive resistance.
3. Check whether the lubricating pumps, briefly driven by the electric motor, turn in the right direction. See sense
of rotation arrow on the lubricating pumps.
4. By the aid of cylinder lubricating diagram in group 7218–2 establish and set the relative lubricating flow in g/kWh
for full load and the division into the upper and lower lubricating plane. The division of the flow quantity into
upper and lower plane, e.g. 67%, 33% must be set by the stroke adjusting screws on the lubricating pumps.
Subsequently, the speed of the horizontal drive shaft must be chosen in such a manner, that the required rela-
tive lubricating flow in g/kWh at full load is attained. The speed of the electric motor can then be calculated by the
speed ratio 7.25.
5. From the electric motor speed the frequency must be established, which corresponds to said speed. The fre-
quency must be adjusted in the remote controls.
6. The load-dependent reduction of the frequency, or electric motor speed respectively must be adjusted by the
supplier of the remote control.
7. The function test has to be carried out by the remote control supplier.

I. Load-dependent VIT (Variable Injection Timing)

1. Check whether the air connections have been arranged according to the control diagram.
2. Check whether the electrical connections have been wired.
3. The function test has to be carried out by the remote control supplier.

Wärtsilä Switzerland Ltd 9 1998

4003–1/A1 Operation RTA48T

Engine Control

J. Check of the slow-turning system

1. Close indicator cocks. The turning gear must not be engaged.
2. Close venting valve 2.21. Put handwheel 2.10 of shut-off valve 2.03 in position AUTOMAT and open shut-off
valves at the starting air bottles.
3. Press SLOW-TURNING button in the control room and check whether the crankshaft makes one turn in about
5–10 seconds.
4. If the time for one turn differs widely from the above mentioned value, the pulse modulation for the valve
ZV7014C has to be readjusted by the remote control supplier.

K. Local control on engine (manual fuel regulating)

1. Bring local manoeuvring lever 5.03 to position RUN AHEAD.
Engage turning gear and rotate AHEAD by about 45 °(. Then disengage turning gear.
2. Disengage fuel lever 3.12 from position REMOTE CONTROL and engage it into the lever for fuel regulating
linkage.
3. Pressure indications G7 and 216HC in valve group B must indicate pressure.
4. Air cylinder 3.10 must be vented as long as manual fuel charge is in operation, i.e. the air cylinder can be rotated
by hand without great effort.
5. Safety cut-out devices 6.04 must be in operating position, provided no SAFETY SHUT-DOWN is actuated.
6. Engage turning gear and rotate ASTERN by about 45 °(.
Then disengage turning gear again.
7. Pressure indicator G6 must now indicate pressure. Safety cut-out devices 6.04 must now be in the STOP posi-
tion, as rotation direction safeguard 6.01 shows the wrong direction of rotation.
8. Bring local manoeuvring lever 5.03 to position RUN ASTERN.
9. Safety cut-out devices 6.04 must move again to operating position.
10. Engage turning gear and rotate AHEAD by about 45 °(.
Then disengage turning gear.
11. Safety cut-out devices 6.04 must move to STOP position, as the rotation direction safeguard 6.01 shows the
wrong direction of rotation.
12. Move fuel lever 3.12 to position ’0’.
13. Disengage fuel lever 3.12 and move it to position REMOTE CONTROL.
14. Air cylinder 3.10 must now be pressurized again.

L. Engine start
1. Bring stop lever 5.07 to STOP position.
2. Adjust speed setting signal to minimum.
3. Actuate local manoeuvring lever 5.03 and start engine on air (without fuel), in order to test the function of the
overspeed monitoring, as already described under points B2 and B3 (safety cut-out devices 6.04 on the fuel
pumps must lift the suction valves).
4. Then the overspeed monitoring has to be correctly adjusted (refer to point B4).
5. Now the engine can be started with fuel.

3.00 10 u Wärtsilä Switzerland Ltd

RTA48T Operation 4003–2/A0

Control Diagram
Designation (Description to Group 4003–1, 4003–2 and 4003–3)

WOODWARD Governor PGA 200 . . . . . . . . 4003–2/A1 Electronic Speed Control System . . . . 4003–2/A3
WOODWARD Governor PGA-EG 200 . . . . 4003–2/A2
A Control air supply unit 4 Exhaust valve drive
B Valve group for governor and air cylinder 01 Exhaust valve
D Valve groups for reversing interlock 02 Hydraulic actuator pump
E Valve group in pneumatic logic unit 03 Actuator pump cam
G Valve group in pneumatic logic unit 04 Exhaust valve actuator
H Pressure gauge board 05 Air spring
I Pressure switches and pressure transmitters 06 Throttle
M Valve group for local speed setting 07 Relief valve
P Valve group at starting air distributor 08 Air spring venting

1 Speed setting system 5 Reversing system

02 Speed setting valve 01 Reversing servomotor
03 Actuator / Governor 02 Reversing valve
04 Speed pick-ups 03 Local manoeuvring lever
05 Mode select valve 07 Stop lever

2 Starting system 6 Safety devices

01 Starting air distributor 01 Rotation direction safeguard
02 Cam for starting control valves 02 Sliding coupling
03 Shut off valve for starting air 04 Safety cut-out device
04 Non-return valve
05 Control valve 7 Monitoring
06 Drain and test valve 03 Remote tachometer
07 Starting valve 07 Transmitter for load indicator
08 Flame arrester 18 Collector for leakage oil from air spring
09 Relief valve 23 Revolution counter
10 Handwheel for shut-off valve
13 Blocking valve on turning gear 8 Cylinder lubricating system
14 Starting booster for governor (only Woodward) 03 Terminal box with sensor amplifier
15 Starting cut-off valve 04 Progressive block distributor
21 Venting valve 06 Cylinder lubricating pump
22 Reversing servomotor for starting system 07 Sight glass indicator
08 Accumulator
3 Fuel regulating system 09 Lubricating quill with non-return valve
01 Fuel injection valve 15 Tachometer
02 Fuel injection pump 16 Worm gear with motor
03 Fuel cam 17 Piping filter
04 Load indicator
05 Load dependent variable injection timing 9 Engine room
07 Eccentric shaft for suction valve 01 Starting air bottles
08 Eccentric shaft for spill valve 02 Lubricating oil pump
09 Intermediate regulating shaft 03 Crosshead lubricating oil pump
10 Air cylinder for governor/fuel linkage connection 04 Oil filter
11 Fuel linkage maximum limiting screw 05 Oil cooler
12 Fuel lever 06 Non-return valve (on engine)
13 Relief valve
The system are drawn for engines in stop position, reversed Starting air circuits
AHEAD with unpressurized air, oil, water and fuel circuits. Control and cooling water circuits
– Piping material Cu for control air system Oil and fuel circuits
– Dimension 8x1 and 10x1.5 Electric circuits
– Compression type fitting used only for engine-driven generator

Wärtsilä Switzerland Ltd 1 u 1998

This page is intentionally left blank
RTA48T Operation 4003–2/A1
Control Diagram
with WOODWARD Governor PGA 200
96.7077
Wärtsilä Switzerland Ltd 1 u 1998
This page is intentionally left blank
RTA48T Operation 4003–2/A2
Control Diagram
with WOODWARD Governor PGA - EG 200
96.7078
Wärtsilä Switzerland Ltd 1 u 1998
This page is intentionally left blank
RTA48T Operation 4003–2/A3
Control Diagram
for Electronic Speed Control System
003.808/03
Wärtsilä Switzerland Ltd 1 u 7.03
This page is intentionally left blank
RTA48T Operation 4003–3/A1

Control and Auxiliary Systems

Detailed Control Diagrams with Interfaces to the Plant

On the following pages 2 to 21 the complete engine control with the auxiliary systems, split up into their various
functions, has been precisely represented. It includes all interfaces to the plant and remote control with clear desig-
nations for the identification of internal and external connectors.

Arrangement of the systems Path No. Page

range
Air Supply 30 2
Bearing and cooling oil supply 40 3
Starting system 110 4
Stop: – WOODWARD speed control* 120 5
Stop: – Electronic speed control* 120 6
Reversing system 130 7
Speed control: – WOODWARD PGA 200* 150 8
– WOODWARD DMC 507 + PGA-EG 200* 150 9
– ABB DEGO II + ASAC 200* 150 10
– NORCONTROL DGS-8800e* 150 11
– NABCO MG-800* 150 12
– STN ESG 40M and LYNGSOE EGS 2000* 150 13
Transfer control, emergency control, wrong way alarm 160 14
Cylinder lubrication 170 15
Load-dependent VIT (variable injection timing) & fuel quality setting FQS 190 16
Exhaust gas / charge air / auxiliary blower (1-stage charge air cooler) 300 17
Exhaust valve drive, air spring 310 18
Fuel oil system 330 19
Cooling water (cylinder, turbocharger) 340 20
Main bearing & crosshead bearing lubrication, piston cooling, balancer 350 21

* Design execution alternative

Remarks for easier understanding of the individual diagrams

Each diagram has a path No. range allotted to the system part, which is subdivided at the page edge (on the right)
into 10 sections. These path numbers designate the junctions from one diagram to the other.
One piping leading away in the direction of the arrow is marked with the path No. (framed) which lies above this No.
in the section part. The number below the rectangle is the target path No.

Page 2 Page 4
CONTROL AIR
37 CONTROL AIR 37
110

37 38 Path No. 110 111

In this example the control air tube carrying number 37 (page 2) leads to target path No. 110 (page 4). Where two
equal path numbers appear additional letter indications are used for identification, e.g. on page 2 No. 39 and 39A.
The interfaces to the remote control as well as local alarm and monitoring instruments have been designated by
expressive symbols (box with rounded corners).
Letter code
for functional identification
Signal from / to engine CS
Letter code for systems
5014 C
Manner of circuit Numeral

Wärtsilä Switzerland Ltd 1 3.00

4003–3/A1 Operation RTA48T
Air Supply
003.807/03
7.03 2 Wärtsilä Switzerland Ltd
RTA48T Operation 4003–3/A1
Bearing and Cooling Oil Supply
96.7081a
Wärtsilä Switzerland Ltd 3 1998
4003–3/A1 Operation RTA48T
Starting System
96.7082
1998 4 Wärtsilä Switzerland Ltd
RTA48T Operation 4003–3/A1
Stop
with WOODWARD Speed Control
96.7083
Wärtsilä Switzerland Ltd 5 1998
4003–3/A1 Operation RTA48T
Stop
with Electronic Speed Control
96.7084a
1998 6 Wärtsilä Switzerland Ltd
RTA48T Operation 4003–3/A1
Reversing System
96.7085
Wärtsilä Switzerland Ltd 7 1998
4003–3/A1 Operation RTA48T
Speed Control
for WOODWARD PGA200
96.7086
1998 8 Wärtsilä Switzerland Ltd
RTA48T Operation 4003–3/A1
Speed Control
for WOODWARD DMC 507 + PGA-EG200
96.7087a
Wärtsilä Switzerland Ltd 9 1998
4003–3/A1 Operation RTA48T
Speed Control
for ABB DEGO II + ASAC 200
96.7088a
1998 10 Wärtsilä Switzerland Ltd
RTA48T Operation 4003–3/A1
Speed Control
for NORCONTROL DGS-8800e
96.7089a
Wärtsilä Switzerland Ltd 11 1998
4003–3/A1 Operation RTA48T
Speed Control
for NABCO MG-800
97.7619
1998 12 Wärtsilä Switzerland Ltd
RTA48T Operation 4003–3/A1
Speed Control
for STN ESG 40M and LYNGSOE EGS 2000
97.7620a
Wärtsilä Switzerland Ltd 13 3.00
4003–3/A1 Operation RTA48T
Transfer Control, Emergency Control, Wrong Way Alarm
96.7090
1998 14 Wärtsilä Switzerland Ltd
RTA48T Operation 4003–3/A1
Cylinder Lubrication
96.7091a
Wärtsilä Switzerland Ltd 15 1998
4003–3/A1 Operation RTA48T
Load Dependet VIT (Variable Injection Timing) & Fuel Quality Setting FQS
93.7367
1998 16 Wärtsilä Switzerland Ltd
RTA48T Operation 4003–3/A1
Exhaust Gas / Charge Air / Auxiliary Blower
for 1-Stage Charge Air Cooler
96.7092a
Wärtsilä Switzerland Ltd 17 1998
4003–3/A1 Operation RTA48T
Exhaust Valve Drive / Air Spring
96.7093
1998 18 Wärtsilä Switzerland Ltd
RTA48T Operation 4003–3/A1
Fuel Oil System
96.7359c
Wärtsilä Switzerland Ltd 19 3.00
4003–3/A1 Operation RTA48T
Cooling Water (Cylinder - Turbocharger)
96.7095b
1998 20 Wärtsilä Switzerland Ltd
RTA48T Operation 4003–3/A1
Main & Crosshead Bearing Lubrication / Piston Cooling / Balancer
96.7096a
Wärtsilä Switzerland Ltd 21 u 1998
This page is intentionally left blank
RTA48T Operation 4044–1/A1

Control Units

The majority of the units required for the engine control are arranged in the immediate vicinity of the local manoeu-
vring stand.
All connected apparatus and design groups are shown on Fig. ’A’ and ’B’. For easier identification of the correspond-
ing description the respective groups have been listed below.
The arrangement has been represented by the mechanical-hydraulic WOODWARD speed governor.

Key to Illustrations: ’A’ and ’B’

4240–1 Gearing for auxiliary drives

4303–1 Starting air distributor with valve unit
4503–1 Reversing valve
4506–1 Rotation direction safeguard
4605–1 Control air supply A
4613–1 Valve group D for reversing interlock
4614–1 Valve group B for governor and air cylinder
4617–1 Pneumatic speed setting unit M
4618–1 Box on local manoeuvring stand
4628–1 Pick-up for speed measurement
4630–1 Pneumatic logic unit
4809–1 Local manoeuvring stand
5103–1 WOODWARD speed governor / actuator
5803–1 Fuel injection pump regulating linkage with electronic VIT and FQS
9215–1 Pressure gauge board H
9240–1 Transmitter for remote load indication

Wärtsilä Switzerland Ltd 1 1998

4044–1/A1 Operation RTA48T

Control Units

I
A

5803–1 5103–1

4240–1

4618–1
4303–1
II

4303–1
5803–1

4809–1

4506–1

4630–1

96.7398a

4613–1 4503–1

1998 2 Wärtsilä Switzerland Ltd

RTA48T Operation 4044–1/A1

Control Units

B II

9240–1

9215–1

4605–1

4617–1

4605–1
4614–1

4630–1
4628–1

4503–1

96.7399a

Wärtsilä Switzerland Ltd 3 u 1998

This page is intentionally left blank
RTA48T Operation 4103–1/A1

Camshaft Drive

The camshaft drive is arranged at the driving end of the engine. The camshaft 8 is driven by the gear wheel 1 on the
crankshaft 6 via two intermediate gear wheels 2 and 3. Camshaft driving gear wheel 4 turns in the opposite sense to
the direction of rotation of the crankshaft.
The bearings 5 of the intermediate gear wheels and the camshaft bearings 7 are lubricated with bearing oil. The gear
teeth are supplied with bearing lubricant through spray nozzles 9 and 9a (see also group 8016–1).
The following conditions must be fulfilled to ensure correct assembly of the gear train:
– The piston of cylinder 1 is in its T.D.C. position.
– The marks ’MA’ on camshaft drive gear wheel 4 are lined up with the machined side surface of the bearing
housing 15.
On 5 and 6 cylinder engines the lower compensating shaft 10 is driven by the gear wheel 1 on the crankshaft 6 (see
group 7722–1). Bearing oil is supplied to the bearings for the compensating shafts and to the tooth flanks of the gear
wheels through oil spray nozzles 12 (see also group 8016–1).
On 7 and 8 cylinder engines the compensating shafts 10 and 11 as well as the oil spray nozzles 12 are not applica-
ble.
The condition of the tooth profile must be checked periodically. In particular new gear wheels must be checked fre-
quently after a short running-in period (see Maintenance Manual group 4103–1).
Should abnormal noises be heard from the area of the gear train, their cause must be established immediately.

Key to Illustrations: ’A’ Cross section (5 and 6 cylinder engines)

’B’ Cross section (7 and 8 cylinder engines)
’C’ Longitudinal section

1 Gear wheel on the crankshaft 10 Lower compensating shaft

2 Lower intermediate gear wheel 11 Upper compensating shaft
3 Upper intermediate gear wheel 12 Oil spray nozzle
4 Camshaft drive gear wheel 13 Crankcase
5 Bearing pair for intermediate gear wheel 14 Column
6 Crankshaft 15 Bearing housing
7 Camshaft bearing
8 Camshaft
9, 9a Oil spray nozzle MA Marks

Wärtsilä Switzerland Ltd 1 1998

4103–1/A1 Operation RTA48T

Camshaft Drive

A III I-I
MA II

16
4

9a
15

MA 14
9a

III
9

3
9 11

12
2

10
12

96.7346

1998 2 Wärtsilä Switzerland Ltd

RTA48T Operation 4103–1/A1

Camshaft Drive

B III I-I
MA II

16
4

9a
15

MA 14
9a

III
9

3
9

96.7348

Wärtsilä Switzerland Ltd 3 1998

4103–1/A1 Operation RTA48T

Camshaft Drive

III - III I II - II
C
15
15
16

5
7 7 8

96.7352

1998 4 u Wärtsilä Switzerland Ltd

RTA48T Operation 4203–1/A1

Reversing Servomotor

The duty of the reversing servomotor is to move the fuel cams on the camshaft for forward or reverse engine rota-
tion. Normally, one fuel cam is arranged on either side of the reversing servomotor for each pair of engine cylinders.
In engines with an uneven number of cylinders the servomotor at the free end is fitted with a single fuel cam 5. The
camshaft rotation is opposite to the direction of rotation of the crankshaft.
The cams can be reversed (turned relative to the camshaft) corresponding to the desired direction of rotation of the
engine, to the position where the fuel injection is actuated at the right moment.

Function
The fuel cam 5 and the tapered bushes 14 are fitted to the sleeves 13 by pressure bond. The sleeves 13 and the
segments 7 are screwed together. Fuel cams 5, tapered bushes 14, sleeves 13, segments 7 and bushes 8 thus form
individual units which can execute a turning movement on the camshaft 1 limited by the wing 11.

AHEAD for right hand engine rotating clockwise:

When the camshaft 1 rotates in direction of the arrow ’DR’ the segments 7 are pushed by the wings 11 in the direction
of the arrow. The connecting piece ’VA’ is subjected to control oil pressure. It fills the spaces ’RA’ through drillings in
the bush 8 and ensures that the segments 7 lie firmly pressed against the wings 11. The correct end position of the
reversing servomotor is transmitted to the valve group G in the pneumatic logic unit via the connecting piece ’VR’.

Reversing:
When reversing the connecting piece ’VA’ has zero pressure, and the spaces ’RB’ are filled with control oil through
the connecting piece ’VB’. The segments 7 and therefore also the fuel cams 5 are turned on the camshaft, until they
again rest against the wings 11. As soon as the correct reversal indicated by the connecting piece ’VR’ and the cor-
rect direction of rotation is attained, then fuel is injected at the correct timing for the new direction of rotation.
The control diagram of group 4003–2 shows how the reversing servomotors are controlled and how the monitoring
functions.

Key to Illustration:

1 Camshaft 15 SKF shaft coupling

2 Pump housing 16 Oil trough
3 Actuator cam
4 Camshaft bearing
5 Fuel cam DR Direction of rotation
6 Coupling SO Control oil connection
7 Segment VA Connecting piece
8 Bush for camshaft rotating anticlockwise
9 Sliding ring VB Connecting piece
10 Waisted screw for camshaft rotating clockwise
11 Wing VR Connecting piece
12 Locking plate for reversing end position signal
13 Sleeve RA Space for camshaft rotating anticlockwise
14 Tapered bush RB Space for camshaft rotating clockwise

Wärtsilä Switzerland Ltd 1 1998

4203–1/A1 Operation RTA48T

Reversing Servomotor

96.7154

6 3 4 5 5 4 3 16 15

I-I II-II

RB 10 2
II
I
11 8
7
9 14
DR 13
8 RA

16 II RB 12 5 VA VR I

1998 2 u Wärtsilä Switzerland Ltd

RTA48T Operation 4215–1/A1

Vibration Damper on Camshaft

The camshaft is equipped with a torsional vibration damper, which serves to reduce dangerous torsional vibrations.
The vibration damper is arranged at the free end.
Type and size are determined in accordance with the engine specific vibration calculation.

Function
The damper consists of a housing with a damper mass, held in free suspension inside. The housing is rigidly fas-
tened to the camshaft and hermetically sealed. There is a gap filled with a silicone oil of a specific viscosity between
housing and damper mass.
– The damper requires no separate lubrication.
– The torque is transmitted to the damper mass through the static friction within the silicone oil.
When torsional vibrations are generated between housing and damper mass, a relative movement occurs.
The torsional shearing stress (friction) within the silicone oil causes the damping of the torsional vibrations.
– The frictional work generates heat. Should the damper be overloaded by any cause whatever then the silicone
oil is excessively heated, whereby its viscosity alters with time. The damper can then no longer fulfil its duty and
the effect of overheating can even cause damage to the damper.
– Maintenance:
Samples must be taken from one of the two sampling bores (screw plug 4) at specified time intervals to check
the fluid viscosity (see Maintenance Manual group 3130–1).
Further information can be gathered from the manufacturer’s documentation.

Key to Illustration:

1 Vibration damper
2 Camshaft
3 Coupling ring
4 Screw plug
5 Fuel pump housing
6 Cylinder block

Wärtsilä Switzerland Ltd 1 1998

4215–1/A1 Operation RTA48T

Vibration Damper on Camshaft

5
1

5
6
4

96.7120

1998 2 u Wärtsilä Switzerland Ltd

RTA48T Operation 4240–1/A1

Gear Box for Auxiliary Drives

The gear box for auxiliary drives increases the camshaft speed to the driven speed required for the mechanical-hy-
draulic speed governor. The mechanical-hydraulic speed governor is driven off ’DR’.
This drive is omitted on engines equipped with an electronic governor system.
The gear box 1 is mounted above camshaft bearing housing 7. The drive is transmitted from camshaft driving gear
wheel 8 to driving wheel 2 and the speed is then increased accordingly via driving shaft 5.
The gear teeth are lubricated with engine bearing oil through nozzle orifice 6. The lubrication of the bearings is
assured through various oil bores ’OB’ to the bearings.

Key to Illustrations:

1 Gear box for auxiliary drives

2 Driving wheel
3 Shaft
4 Spur gear shaft
5 Driving shaft
6 Oil nozzle orifice
7 Bearing housing for camshaft
8 Camshaft driving wheel

DR Connection for speed governor

OB Oil bore to bearing bushes
OE Lubricating oil inlet

Wärtsilä Switzerland Ltd 1 1998

4240–1/A1 Operation RTA48T

Gear Box for Auxiliary Drives

II-II I DR

I
I-I II

4
6

2 OE

1
6

OB
3

96.7345

Gezeichnet für RTA58T

DRAWN FOR RTA58T 8 II

1998 2 u Wärtsilä Switzerland Ltd

RTA48T Operation 4303–1/A1

Starting Air Distributor

The starting air distributor controls the starting valves in the cylinder covers in such a way that starting air enters the
cylinders in the exact sequence and moment to rotate the crankshaft (see group 2728–1 and refer to diagram in
group 4003–2). A control valve 5 is fitted in the starting air distributor for each starting valve.
The illustration ’A’ shows a starting air distributor for a 6 cylinder engine.

Function (see also group 4003–2)

Local manoeuvring lever 5.03 is in central position RC (REMOTE CONTROL):

All connections on the starting air distributor are without pressure. Rollers 4 with springs are lifted off cam 2.

Manoeuvring lever in position ASTERN or AHEAD:

Depending on the lever position, ’LA’ or ’LB’ is under pressure and shifts reversing piston 3 with cam 2 to the respec-
tive position. 3/2-way valve 10 is switched over when the correct position has been reached.

Manoeuvring lever in position START (ASTERN or AHEAD):

Valve 2.05 actuates shut-off valve 2.03. Starting air reaches the starting valves 2.07 in the cylinder covers. Starting
air ’AL’ gets to ring space ’RR’ via 3/2-way valve 10 and presses all control valves 5 onto cam 2.
Depending on the position of the control valves 5, the starting valve is actuated of that cylinder where the piston is in
the right position for starting (i.e. after T.D.C.), so that the flow of starting air presses the piston down and begins to
rotate the crankshaft.
Cam 2 begins to turn as well. Another control valve 5 actuates another starting valve i.e. the engine crankshaft be-
gins to rotate faster and faster.

Manoeuvring lever in position RUN (ASTERN or AHEAD):

(Engine fires and runs)
Valve 2.05 shuts shut-off valve 2.03. Ring space ’RR’ has zero pressure and control valves 5 are lifted off cam 2 by
the springs. Starting valves 2.07 are no longer actuated and remain shut. The starting process is interrupted.

Starting cut-off valve 2.15:

The starting cut-off valve 2.15 is arranged as a valve unit (see Fig. ’B’) and includes valves 10, 11 and 12. Fitted on
valve block 13 above the starting air distributor at the connection plate of the bearing housing, valve 2.15 is actuated
via remote control for the following functions:
– End of start.
– Starting time limitation.
– Firing speed reached.
– Start interval cut-out (interruption after several ineffective starts).
– Slow turning (integrated in the starting system)
When valve 2.15 is energized, then 3/2-way valve 10 vents ring space ’RR’.
Control valves 5 are lifted off cam 2 by their springs. Starting valves 2.07 are no longer actuated and remain shut.
The starting process is interrupted.
With manoeuvring lever 5.03 in position AHEAD or ASTERN, 3/2-way valve 12 prevents unintentional starting if
starting air is still present.

Wärtsilä Switzerland Ltd 1 1998

4303–1/A1 Operation RTA48T

Starting Air Distributor

AL
9
RR 5 4

8 LC

1 LD

6
2

LB LA

96.7121

1998 2 Wärtsilä Switzerland Ltd

RTA48T Operation 4303–1/A1

Starting Air Distributor

12 11 13

96.7122

10 14

Key to Illustrations: ’A’ Starting air distributor

’B’ Arrangement of starting cut-off valve 2.15

1 Driving wheel 13 Valve block

2 Cam 14 Silencer
3 Reversing piston
4 Roller AA Starting air connection
5 Control valve AL Starting air to control valves
6 Shaft EL Vent
7 Gearwheel on camshaft LA Starting air from pneumatic logic unit (AHEAD)
8 Connection plate LB Starting air from pneumatic logic unit (ASTERN)
9 Bearing housing LC Starting air to valve 11
10 3/2-way valve 212 HA LD Starting air to starting valves 2.07
11 3/2-way solenoid valve 129 HA OE Oil inlet
12 3/2-way valve 53 HQ RR Ring space

Wärtsilä Switzerland Ltd 3 u 1998

This page is intentionally left blank
RTA48T Operation 4325–1/A1

Shut-off Valve for Starting Air

General
(see Fig. and diagram in group 4003–2)
The shut-off valve for starting air blocks off or releases the starting air to the engine. It can be put in the following
positions by means of the handwheel:
– CLOSED (closed by hand)
– AUTOMAT
– OPENED (opened by hand)
When the engine is on stand-by or in operation the shut-off valve is positioned at AUTOMAT where it is held by the
locking lever 6.
The test valve 2.06 can be actuated to check whether the valve opens. When the shut-off valve is ready for operation
then valve 1 opens which is clearly audible, however, the engine will not be started.
When the engine is not in operation the shut-off valves of the starting air receiver 9.01 must be closed and the shut-
off valve is to be closed by means of the handwheel 5 (locking lever 6 in position CLOSED). The shut-off valve and
the air feed pipes are vented via vent valve 2.21. When the turning gear is engaged, the distributor piping before the
engine is vented.
After each manoeuvring period the starting air distributor piping must be drained of condensate water. To this end a
drain cock has been provided in the distributor piping (see group 8018–1).

Function

Ready for starting:

Space ’ER’ is filled with starting air from inlet pipe ’LE’. Space ’VR’ is filled through balancing bore ’EB’. Valve 1 is
held shut by spring 3 and by the pressure in space ’VR’.

Starting:
Control valve 7 is actuated and vents space ’VR’. Valve 1 opens and starting air from space ’ER’ gets to the starting
air distribution piping ’LV’ via non-return valve 2.

End of start:
Control valve 7 closes space ’VR’ which again fills with starting air via the balancing bores ’EB’. Valve 1 shuts.

Functional check:
When valve 2.06 is actuated on the ready-to-start engine, space ’VR’ is vented and valves 1 opens audibly.

Key to Illustration:

1 Valve DT To pressure gauge panel and

2 Non-return valve to pressure transmitter PT4301C
3 Spring EB Balancing bore
4 Spindle ER Air inlet space
5 Handwheel EV To vent valve 2.21
6 Locking lever LE Air inlet piping (drawn-in hidden)
7 Control valve 2.05 LV To starting air distributor piping
and starting valves 2.07
SV Control valve feed
TV To test valve 2.06
VR Valve space

Wärtsilä Switzerland Ltd 1 1998

4325–1/A1 Operation RTA48T

Shut-off Valve for Starting Air

LE 1
ER

EB
DT
3

4
VR

010.958//03

7.03 2 u Wärtsilä Switzerland Ltd

RTA48T Operation 4503–1/A1

Reversing Valve

Depending on the desired direction of rotation the reversing valve 1 directs control oil pressure to the reversing ser-
vomotors on the camshaft (see group 4203–1), and brings them to the respective position. Further the direction of
rotation safeguard is energized (please refer to group 4506–1). As soon as the engine has attained the desired
direction of rotation, the regulating linkage is released.
The engine control diagram in group 4003–2 shows how the reversing mechanisms are interconnected.

Function
(* Engine running clockwise)
Depending on the position of slide valve 3 the crosshead lubricating oil ’KO’ is either directed through connection
’DV’ (RUN-AHEAD) or through connection ’DZ’ (RUN-ASTERN). Control oil flows back into the crankcase through
the connection which isn’t under pressure and through drains ’OA’.
The slide valve 3 is controlled pneumatically. Depending on the direction of engine rotation the slide valve is pressed
either to the left or to the right by air pressure through connection ’LZ’ or ’LV’ and is then kept by the oil pressure ’KO’
in the corresponding end position.
The control pin ’KZ’ indicates the position of the slide valve 3.
1
LZ LV

OA DZ DV OA

96.7126

3 2

Key to Illustration:

1 Reversing valve DV Pressure oil (* at position RUN-AHEAD)

2 Housing DZ Pressure oil (* at position RUN-ASTERN)
3 Slide valve KO Connection to crosshead bearing oil
KZ Control pin
LV Control air (* for position RUN-AHEAD)
LZ Control air (* for position RUN-ASTERN)
OA Oil drain

Wärtsilä Switzerland Ltd 1 u 1998

This page is intentionally left blank
RTA48T Operation 4506–1/A1

Rotation Direction Safeguard

The rotation direction safeguard 6.01 (see diagram in group 4003–2) blocks the fuel injection until the desired direc-
tion of rotation corresponds with the actual one of the engine, by energizing the shut-down valve for WOODWARD
speed governors 1.03, or by bringing the actuator of the electronic speed control to the load indicator position ’0’. In
addition the starting booster for the WOODWARD governor is vented during this time.
The rotation direction safeguard is mounted on the connection plate 12 of bearing housing 11.

1. Function
(* for right hand engine turning clockwise)
During operation only the gear wheel 7 and the driving wheel 8 are turning. The coupling element 10 and the carrier
plate 9 slide on the driving wheel and are held in the right position for the actual direction of rotation by the stop pin 6.
In section IV–IV the position of the coupling element is shown for the driving wheel rotating in direction ’RV’ (for right
hand engine turning clockwise AHEAD).
The friction surface of the driving wheel 8 is lubricated by lubricating oil ’OE’ which is spread by lubricating grooves
’OS’.
The rotary valve 4 is rigidly connected to the coupling element. Depending on the position of the rotary valve 4 a
passage is formed via the control slots ’SS’ between either connections ’DV’ or ’DZ’ and ’DB’.
The position of the rotary valve can be seen externally on the pointer 1.
The table below shows the relation between the rotary valve position, the direction of rotation of the gear wheels and
the control oil connections for direction of running for the various engine alternatives.

DZ / RZ DV / RV
Right hand engine turning clockwise ASTERN AHEAD
Right hand engine turning anticlockwise AHEAD ASTERN
Left hand engine turning clockwise AHEAD ASTERN
Left hand engine turning anticlockwise ASTERN AHEAD

2. Function of the rotation direction safeguard (see Fig. ’A’ and diagram in group 4003–2)
Reversing lever to RUN AHEAD or RUN ASTERN, engine stands in the desired direction:
When the position of the rotation direction safeguard is correct the control oil controls the valve 53HB in the valve
group B through connection ’DB’ (see section I–I). If the other reversing interlocks (reversing valve, reversing ser-
vomotors of the fuel cams and the starting air distributor) and fuel interlocks due to auxiliary controls are released,
the control air connection to the valve 53HA is without pressure. During starting the starting booster 2.14 is acti-
vated, the air cylinder 3.10 is under pressure and the governor stop signal 1.03 is released.
Reversing: (for example AHEAD – STOP – ASTERN)
The engine keeps turning in the original direction driven by the propeller of the moving ship and is stopped as de-
scribed above.
If the reversing lever 5.03 is placed in the new position the rotary valve 4 is charged by control oil from the reversing
valve 5.02. As described in group 2728–1 the engine will be braked to a stop and re-started in the new direction
when pressing the reversing lever to the corresponding start position. As soon as the engine turns in the new direc-
tion the rotary valve 4 is brought to the new position by the coupling element 10. Control oil is led to connection ’DB’
via the control slots ’SS’. When all conditions for correct reversing are fulfilled, the control air connection to the valve
53HA is without pressure. During starting the starting booster 2.14 is activated, the air cylinder 3.10 is under pres-
sure and the governor stop signal 1.03 is released.

Wärtsilä Switzerland Ltd 1 1998

4506–1/A1 Operation RTA48T

Rotation Direction Safeguard

3. False manoeuvre
Should the intended reversing manoeuvre fail for any reason, and the engine, influenced by the propeller, begin
turning again in the original direction, the rotary valve 4 of the rotation direction safeguard also returns to the pre-
vious position and the fuel regulating linkage is then interlocked in Pos. ’0’ by the governor or electronic actuator.

4. Checking the functions of the rotation direction safeguard (for example after an overhaul).
The checking of the rotation direction safeguard is described in group 4003–1.

Checks on a new or overhauled engine:

When running-in the engine, the function of the rotation direction safeguard has to be checked. Further, in operating
intervals, the temperature of the gliding parts of the rotation direction safeguard should be checked.

Key to Illustration:

1 Pointer
2 Screw
3 Pressure spring
4 Rotary valve
5 Bush
6 Stop pin
7 Gear wheel
8 Driving wheel
9 Carrier plate
10 Coupling element
11 Bearing housing
12 Connection plate

DB Pressure oil to valve group B

DV Pressure oil (* at position RUN-AHEAD)
DZ Pressure oil (* at position RUN-ASTERN)
OE Lubricating oil inlet
OS Oil lubricating grooves
RR Ring spaces
RV Direction of rotation (* for RUN-AHEAD)
RZ Direction of rotation (* for RUN-ASTERN)
SS Control slots

1998 2 Wärtsilä Switzerland Ltd

RTA48T Operation 4506–1/A1

Rotation Direction Safeguard

I-I
12
II IV 5 RR 4 3 2 1
7

8
I

III III

DV DB DZ SS
I

1 9 10 11 IV

IV - IV

III - III

7 10 OE 5 RR 4 3 2 1

RZ RV
OS

RZ RV

10
8
96.7138

2 4 9 8 6 12 SS

Wärtsilä Switzerland Ltd 3 u 1998

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RTA48T Operation 4605–1/A1

Control Air Supply

The compressed air required for the pneumatic control system of the engine and for the air springs of the exhaust
valves is primarily taken from the shipboard system. The air must be clean and dry in order to prevent blockages
occurring in the control units.
The air piping system is arranged in such a way that, upon failure of the shipboard system supply, reduced com-
pressed air will be taken from the starting air system.
The shut-offs, pressure reducing valves, filters etc. necessary for feeding air to the various units are summarized in
the control air supply unit A (Fig. ’C’).
The designations used to identify the individual pieces of equipment on the illustrations are identical to the ones
used on the control diagram in group 4003–2.

Key to Illustrations: ’A’ Arrangement of control air supply

’B’ Control air supply unit
’C’ Diagram of control air supply unit A

1 Control air supply unit

2 Air bottles
3 Condensate water container
4 Condensate water drain valve
5 Pressure transmitter
6 Pressure gauge
7 Pressure reducing valve
8 Shut-off valve for control air
9 Shut-off valve for starting air
10 Filter
11 Shut-off and venting cock for air spring
12 Adjusting valve (shut-off cock)

A1 Control air from board system

A2 Starting air from starting air bottles 9.01
A3, A4 To the air bottles
A5 To the blocking valve on turning gear
A6 Air spring air supply

Wärtsilä Switzerland Ltd 1 7.03

4605–1/A1 Operation RTA48T

Control Air Supply

3 3

4 4

96.7409

1998 2 Wärtsilä Switzerland Ltd

RTA48T Operation 4605–1/A1

Control Air Supply

12 5 5 12
B
8

6
11

009.278/01

I
7 7 7

C 003.858/96

Einstell-Tabelle ADJUSTING TABLE

Ventile Druck
VALVES GAUGE PRESSURE
19HA PI 4321L 7 bar
19HB PI 4411L 7–7.5 bar
23HA PI 4331L 6.5 bar

009.275/01

Wärtsilä Switzerland Ltd 3 u 7.03

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RTA48T Operation 4613–1/A1

Valve Group for Reversing Interlock

The valves for the reversing interlock D are contained in the schematic diagram group 4003–2. These valves, si-
tuated immediately below the fuel injection pumps, serve to block the fuel supply until the servomotors (see group
4203–1) are in their correct end positions.

A I

1 4 2 5 4

1
B
2

96.7165

D3 D2 D1 D4 3

Key to Illustrations: ’A’ Arrangement of valve group

’B’ Diagram of valve group D

1 Valve body D1 From control air supply unit A

2 3/2-way valve 53HK D2 To valve group in pneumatic logic unit G
3 Pressure indicator 216HK for valve 53HK D3 To the next valve group D
4 Shuttle valve 115HE D4 Pressure oil from reversing servomotor 5.01
5 Cylinder block

Wärtsilä Switzerland Ltd 1 u 1998

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RTA48T Operation 4614–1/A1

Valve Group for Governor and Air Cylinder

Valve group B is arranged on the bearing housing of the camshaft drive close by the local manoeuvring stand.
Depending on the speed governor type a certain number of valves are assembled into groups. In Fig. ’A’ and ’B’
these have been shown for a WOODWARD governor.
On engines with an electronic governor the 3/2-way valve 53HA is not applicable.
The designation of connections B1 B B9 as well as of individual valves and their functional connections are shown
in schematic diagram of group 4003–2.
It concerns valve 2 for the actuation of air cylinder 3.10, valve 3 which is controlled from the direction of rotation
safeguard 6.01 and valve 4 which controls the starting booster 2.14. Pressure indicators 5, 6 and 7 indicate which
valves are pressurized.

A
2 8 3 4
I
B7 B6 B1
I
9B

2
B8 B5 B8
1
B2 B9
B9
9 B4
6 7
B4 B3 B3
53HC 53HB 53HA

B B7 B5 B8 B2 B1
53HB 9B
2 1 1 3 216HA
216HB 3 5
8
B6
2 1
B4 3
53HC
8 8 3
B3 1
216HC 2
53HA B 96.7167
B9

Key to Illustrations: ’A’ Arrangement of valve group

’B’ Diagram of valve group B

1 Valve plate 5 Pressure indicator 216HB for valve 53HB

2 3/2-way valve 53HC for controlling the 6 Pressure indicator 216HC for valve 53HC
air cylinder 3.10 in the regulating linkage 7 Pressure indicator 216HA for valve 53HA
3 3/2-way valve 53HB for the rotation direction 8 Shuttle valve 9B
safeguard 6.01 9 Bearing housing of camshaft drive
4 3/2-way valve 53HA for starting booster 2.14

Wärtsilä Switzerland Ltd 1 u 1998

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RTA48T Operation 4617–1/A1

Pneumatic Speed Setting Unit

for Engines with WOODWARD Governors

On engines with WOODWARD governor PGA-200 or actuator PGA-EG 200 the pneumatic speed setting 1, i.e. the
manual fuel control is provided at the local manoeuvring stand (Fig. ’A’). The arrangement of the control elements for
valve group M is shown in the schematic diagram Fig. ’B’. The functional correlation of connecting points M1–M4 is
illustrated in the diagram of group 4003–2.
The speed setting pressure is regulated on the pressure reducing valve 3 with handwheel 2. The corresponding
pressure can be read off pressure gauge 4.
The pressure which is demanded by the remote control, i.e. from the bridge or from the control room, can be read off
on pressure gauge 5.
In case of a takeover to engine local control the demanded pressure showing on pressure gauge 5 must first be
regulated on pressure gauge 4, so that the engine does not produce any undesirable speed changes during take-
over.
The I/P-converter 6 is not required to operate the engine from the local manoeuvring stand.
It converts the electrical speed setting signal of the remote control into the corresponding speed setting pressure.
The check for the speed setting has been described in group 4003–1.

A
10
9 I

11 2

3
8
4
7 5
1
I 6

96.7410

Key to Illustrations: ’A’ and ’B’ Drehzahlsetzung

1 Pneumatic speed setting

B SPEED SETTING
M1 M
2 Handwheel to speed setting valve 15HA 1 9A
5 3 I 11HA
3 Speed setting valve 15HA (1.02) P
M2
4 Pressure gauge for operation from local manoeuvring 3 15HA 1
stand (for LOCAL CONTROL)
1.02
5 Pressure gauge (for REMOTE CONTROL)
6 I/P converter 11HA (electro-pneumatic converter) 3 1 231HB
231HA
7 Local manoeuvring stand 2
8 Connecting rod to intermediate regulating linkage 5 29C
9 Box at local manoeuvring stand M4 M3
10 Pressure gauge board

Wärtsilä Switzerland Ltd 1 u 1998

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RTA48T Operation 4618–1/A1

Cabinet by the Local Manoeuvring Stand

The cabinet 1 by the local manoeuvring stand 3 is utilized for the installation of the remote control unit, required for
the engine control.
Various design executions are used depending on the remote control. It contains in general the keys, switches and
indicating lamps for:
Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . REMOTE or LOCAL, WRONG WAY ALARM
Auxiliary blowers . . . . . . . . . . . . . . . . . . . RUN, PRESELECT, OFF
Safety system . . . . . . . . . . . . . . . . . . · SHUT DOWN, SLOW DOWN, SHUT DOWN OVERRIDE
· EMERGENCY STOP
· OVERSPEED
· RESET SAFETY SYSTEM
Telegraph . . . . . . . . . . . . . . . . . . . . . . . . . Transmission of manoeuvring orders (AHEAD, ASTERN and
speed)
When an electronic speed governor
system is installed . . . . . . . . . . . . . . . . . SPEED/FUEL CONTROL
Brief instructions for manoeuvring from the local manoeuvring stand are given on nameplate 2 for operation with
functioning governor, or for emergency operation by fuel lever 3.12 (for detailed description see group 0260–1 and
0570–1).

Key to Illustrations: ’A’ Front view of a cabinet (example)

’B’ Cabinet arrangement

1 Cabinet 5 Indicating instrument for engine speed

2 Nameplate 6 Starting air distributor
3 Local manoeuvring stand 7 Pressure gauge panel
4 Speed governor

95.7854

Wärtsilä Switzerland Ltd 1 1998

4618–1/A1 Operation RTA48T

Cabinet by the Local Manoeuvring Stand

5
7

2
6 3

96.7399a

1998 2 u Wärtsilä Switzerland Ltd

RTA48T Operation 4628–1/A1

Pick-up for Speed Measurement

To measure the engine speed (rpm) several inductive switches have been combined to a speed pick-up unit,
arranged below the bearing housing of the camshaft driving gear wheel 7.
The speed impulse measurement takes place with the inductive switch 2 contact-less (inductive) at the toothing of
the camshaft driving gear wheel 4. The electric signals of the speed are transferred via DENIS–6 to the remote con-
trol system for monitoring the load and speed-dependent functions, as well as to the speed indicating instruments.
For safety reasons two electrically separate inductive switches 2 are provided for measuring the actual speed and
the overspeed.
The installation of the two inductive switches 2a has been provided to indicate the TDC position (not standard equip-
ment).

Key to Illustrations: ’A’ Standard design

’B’ Arrangement of measuring points

1, 1a Pick-up holder
2, 2a Inductive switches
3 Crank angle mark
4 Camshaft drive gear wheel
5 Terminal box
6 Cable protection tube
7 Bearing housing for camshaft drive gear wheel
8 Column

B
7

96.7171

8 12 2a 1a 6 5
Gezeichnet für RTA58T
DRAWN FOR RTA58T

Wärtsilä Switzerland Ltd 1 u 1998

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RTA48T Operation 4630–1/A1

Pneumatic Logic Unit

The pneumatic logic unit is installed below the local manoeuvring stand.
In control diagram of group 4003–2 the valves of the pneumatic logic unit are combined under G .

96.7172

Key to Illustrations: ’A’ Schematic diagram of the pneumatic logic unit G and valve group E
’B’ Detail of the pneumatic logic unit G for engine-driven generator

Wärtsilä Switzerland Ltd 1 1998

4630–1/A1 Operation RTA48T

Pneumatic Logic Unit

C I II

2 1

II 2 I

D
4

96.7173

Key to Illustrations: ’C’ Views of the pneumatic logic unit

’D’ View of the pneumatic logic unit for engine-driven generator

1 Valve group G
2 Cover
3 Valve 49HH according to diagram ’B’
4 Valve 130HF according to diagram ’B’

1998 2 u Wärtsilä Switzerland Ltd

RTA48T Operation 4809–1/A1

Local Manoeuvring Stand

The instructions for operating the engine with functioning or defective speed governor have been described in detail
in group 4003–1, in the section ’Control from the Engine’.

1
3

96.7176a

Key to Illustration: ’A’ Local manoeuvring stand

1 Local manoeuvring stand

2 Fuel lever 3.12
3 Handwheel on the fuel lever
4 Local manoeuvring lever 5.03
5 Stop lever 5.07

Wärtsilä Switzerland Ltd 1 3.00

4809–1/A1 Operation RTA48T

Local Manoeuvring Stand

B I II
8

I
7
4
2
’A’ 5

II 3
1

9
10

6
11
12
96.7177
Gezeichnet für RTA58T
DRAWN FOR RTA58T

Key to Illustration: ’B’ Local manoeuvring stand

1 Local manoeuvring stand

2 Fuel lever 3.12
3 Handwheel on the fuel lever
4 Local manoeuvring lever 5.03
5 Stop lever 5.07
6 Lever
7 Connecting rod to the intermediate regulating linkage
8 Intermediate regulating linkage
9 Pneumatic logic unit
10 Casing
11 Bearing housing to the camshaft drive
12 Casing to camshaft drive gear wheel

1998 2 u Wärtsilä Switzerland Ltd

RTA48T Betrieb Group5

Governor, Injection Pump and Actuator Pump Group 5

Safety Cut-out Device . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5307–1/A1

Fuel Injection Pump and Actuator Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5512–1/A1

Cutting Out and Cutting In of the Fuel Injection and Actuator Pumps . . . 5512–2/A1

Fuel Injection Pump Regulating Linkage with Electronic VIT / FQS . . . . . . 5803–1/A1

Wärtsilä Switzerland Ltd 1 RTA48T / OM / 7.03

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RTA48T Operation 5103–1/A1

Speed Governor
Speed Control System (Mechanical-hydraulic) WOODWARD PGA 200

2. Description

The most important functions are:

– Speed regulation
– Scavenge air pressure-dependent fuel limiter
– Pneumatically rated speed adjustment
– Pneumatically actuated engine stop (Fuel zero signal).
– A micro-switch indicates when the scavenge air pressure-dependent fuel limiter is activated (fuel limited).

The bulletins listed below describe the construction and the function of the governor and its ancillary devices by the
manufacturer, WOODWARD GOVERNOR COMPANY.

36604 PGA Governor

36618 PGA 200 (PG 200 case, accumulator & power cylinder)
36640 Extensible tail rod for PG governor
36641 Governor oil heat exchanger
36651 Pneumatically actuated shut down
36684 Booster servomotor
36695 Manifold air pressure bias fuel limiter
25071 Oils for hydraulic controls

The PGA governor has been generally described in bulletin 36604. The specific parts required for the PGA 200
(power booster, governor base) have been described in bulletin 36618. Further functions are contained in the bulle-
tins mentioned above.

3. Settings
WOODWARD supplies the PGA 200 governor in a pre-set condition. The engine can be operated with this basic
setting. The exact setting of the fuel limiter is made by the engine manufacturer during the engine test run, either on
the test bed, or during sea trials. The exact setting has to be recorded and is then part and parcel of the acceptance
documents of the engine.
Setting and repair of the PGA 200 governor should be made only by specially instructed personnel. Alterations
of the governor setting may only be undertaken with the written agreement of the engine manufacturer.

Wärtsilä Switzerland Ltd 1 1998

5103–1/A1 Operation RTA48T

Speed Control System (Mechanical-hydraulic) WOODWARD PGA 200

3.1. Adjustment of the scavenge air pressure-dependent fuel limiter

(see the following diagrams ’B’, ’C’ and ’D’)

Adjusting instructions
On the basis of the values for scavenge air pressure and governor output position (load indicator), entered in the
setting table of the engine, the scavenge air pressure-dependent fuel limiter is adjusted according to the following
guidelines:

Governor output
position
[LI] Limiting curve

10
1
I
9

8
2
II
III Governor output pos.
7 according to propeller
law
6

4
50% nominal power
3 100% nominal power

0
Scavenge air pressure p [bar]

I Scavenge air pressure . . . at 100 % nominal power:

Governor output position (100 %) + ½ position
II Scavenge air pressure . . . at 50 % nominal power:
Governor output position (50 %) + 1 position
III Scavenge air pressure . . . at 0:
Governor output position 4.5
These guidelines ensure firstly a sufficiently high acceleration of the engine. Furthermore, the smoke development
during the accelerating phase is greatly reduced.

3.2. Slope adjustment of limiting curve, according to diagram ’B’

The slope of the limiting curve is determined by the position of cam ’B’. To adjust this cam, the locking screw has to be
loosened.
A slope adjustment requires additional corrections of adjustment ’C’; or even of adjustment ’D’ in order to keep the
limiting curve in governor output position 4.5 at scavenge air pressure = 0 bar.

3.3. Horizontal shifting of the limiting curve according to diagram ’C’

The horizontal position of the limiting curve is determined by the position of the eccentric ’C’. To adjust the eccentric,
the locking screw has to be loosened.

1998 2 Wärtsilä Switzerland Ltd

RTA48T Operation 5103–1/A1

Speed Control System (Mechanical-hydraulic) WOODWARD PGA 200

3.4. Vertical shifting of the limiting curve according to adjusting diagram ’D’
The vertical position of the limiting curve is determined by the position of the adjusting screw ’D’. To shift the adjust-
ing screw, the locking screw has to be loosened.

Attention Screws or nuts loosened for the adjustment must be firmly tightened again and where required
also locked.

4. Troubles
The following table shows the connection between possible disturbances of the speed setting and possible causes.
Further possible causes and the respective actions to be taken are described in the WOODWARD Bulletin 36604
section IV, table 4–1.
4.1. Type of fault

1 Irregular fluctuations in speed

2 Periodic fluctuations in speed
3 Engine speed increases suddenly
4 Governor operates irregularly
5 Appreciable differences in regulation when governor is warm or cold
6 Engine speed and load indicator increase slowly
7 Engine speed and load indicator decrease slowly
8 Nominal speed cannot be attained (engine not overloaded)
9 Governor does not operate the regulating linkage

4.2. Possible cause

1 Governor incorrectly adjusted

2 Fuel regulating linkage jammed
3 Too much backlash or bearing play in governor drive
4 Governor drive defective
5 Parts of governor jamming (possibility of badly contaminated oil)
6 Oil with an incorrect range of viscosity
7 Too much play, or loose connections in the regulating linkage
8 Load fluctuations
9 Speed setting incorrectly adjusted
10 Irregular ignition of individual cylinders
11 Ignition fails in some of the cylinders
12 Faults in the engine or plant
13 Insufficient or fluctuating governor oil pressure (Pump or non-return
valve in the governor defective)
5. Oil specifications
See WOODWARD Bulletin 25071.

6. Maintenance
Fitting and dismantling of the governor, changing of governor oil, venting the oil system and adjusting the needle
valve are maintenance work, which are described in group 5103–1 of the Maintenance Manual.

Wärtsilä Switzerland Ltd 3 1998

5103–1/A1 Operation RTA48T

Speed Control System (Mechanical-Hydraulic) WOODWARD PGA 200

7. Emergency operation

7.1. Failure of air pressure to the speed setting

The speed can be adjusted with the manual speed setting knob on the PGA 200 governor, if the pneumatic speed
setting fails.
In order to prevent an unintentional use of the manual speed setting knob, the coupling spring is purposely removed,
i.e. the knob can be freely turned without affecting the speed setting. If speed setting has to be carried out by hand,
the nut in the centre of the knob has to be tightened with a socket spanner until the shaft on which the knob is
mounted starts to turn. Only then can speed setting be done.
As soon as the speed setting knob is no longer needed (the pneumatic speed setting works again), the speed setting
knob is to be turned to the left to stop (minimum position) and the nut in the centre to be slackened until the knob can
be easily turned without moving the shaft.

Attention The manual speed setting knob is only to be used if the pneumatic speed setting is not working
and the engine has to be regulated and kept in service by the governor.

The manual speed setting knob must never be used when speed setting is carried out pneumati-
cally from the control stand, as the pneumatically and mechanically set speed would then be
added together.

7.2. Governor failure

Should the governor fail and no spare one be available, then a pneumatically controlled engine can be operated
temporarily in EMERGENCY OPERATION without governor (see also group 0570–1).

Key to Illustrations: ’A’ PGA 200 governor, adjustments

’B’, ’C’, ’D’ Adjusting diagram

RA = Governor output position

P = Speed droop
p = Scavenge air pressure

1998 4 Wärtsilä Switzerland Ltd

RTA48T Operation 5103–1/A1

Speed Control System (Mechanical-hydraulic) WOODWARD PGA 200

PGA 200 Governor fuel limiter linkage adjustment

A Adjustments B, C, D for scavenge air pressure-dependent fuel limiter

B
RA +

–
D
p RA +
P-range
+ – adjustment
– Speed droop Engine overload
p linkage (alarm) adjustment
+ (Micro-switch)
–

+ Increase fuel
Power piston tail rod
– Decrease fuel

– Decrease
Speed setting
High speed + Increase
stop screw

93.7451

C
RA

Wärtsilä Switzerland Ltd 5 u 1998

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RTA48T Operation 5103–1/A2

Speed Governor
Speed Control System (Electronic) WOODWARD DMC 507 with PGA-EG 200

1. General
The function of the speed governor is to maintain the engine speed constant, at a given rated value, i.e. the speed
governor controls the amount of fuel injected into the cylinder via the fuel pump regulating linkage in accordance
with the required load.
A further function of the governor is to protect the engine from unexpected operating conditions, or overload, by
built-in fuel limiters.
The WOODWARD DMC 507 governor is a digital electronic governor. The speed measuring is done electrically via
a pick-up on one gear wheel of the camshaft drive.
The PGA-EG 200 governor/actuator is both an actuator for the electronic governor (EG part), which moves the fuel
pump regulating linkage to the position pre-given by the electronic governor and a complete mechanical/hydraulic
back-up governor (PG part). For the PGA-EG 200 back-up governor, the speed detection and energy supply are
provided via the transmission of the governor drive.
The back-up governor automatically takes over the speed governing at a slightly higher rated value, if the electronic
governor fails. Simultaneous setting of the rated value for the engine speed is carried out by the engine remote
control electrically to the electronic governor and pneumatically, via a current/pressure converter, to the back-up
governor. When operating from the local manoeuvring stand, the back-up governor is always activated. Then the
speed adjustment takes place by pressure reducing valve directly to the back-up governor. The speed setting can
be controlled with the manual speed setting knob directly on the governor for emergency operation (see section 7).
The DMC 507 electronic governor is equipped with a scavenge air pressure-dependent fuel limiter and a speed-de-
pendent fuel limiter (torque limiter).
The back-up governor is only provided for emergency operation and does not contain any fuel limiters. Operation
is, therefore, to be performed with extreme care.

Simplified schematic diagram of the speed control system

Scavenge air Alarm outputs to

pressure Ship Alarm System
Control system Governor / Actuator
Fuel zero order DMC 507 PGA-EG 200
Engine speed
Actuator signal EG-Part Mode
Speed setpoint select
valve

Pneumatic shut-down PG-Part Mode Fuel

indication regulating
I switch linkage
P

Pneumatic speed setpoint (local)

96.7055

Engine speed / power

The correlation with the engine control is shown on schematic diagram in group 4003–2.

Wärtsilä Switzerland Ltd 1 1998

5103–1/A2 Operation RTA48T

Speed Control System (Electronic) WOODWARD DMC 507 with PGA-EG 200

2. Description of the system

The bulletins listed below describe the construction and the function of the governor and its ancillary devices by the
manufacturer, WOODWARD GOVERNOR COMPANY.

2.1. DMC 507 electronic governor

The most important functions are:

– Speed regulation
– Scavenge air pressure-dependent fuel limiter
– Speed-dependent fuel limiter (torque limiter)
– Start fuel limiter
– Engine shut-down (Fuel zero signal)
– Alarms (governor condition, signal monitoring)
Documentation:

85517 Part 1 . . . . . . . 507 Digital Marine Control Operator’s Manual

85517 Part 2 . . . . . . . 507 Digital Marine Control Installation, Setup and Troubleshooting

2.2. PGA-EG 200 governor / actuator

The most important functions are:

– Actuator to electronic governor:
sets the fuel pump regulating linkage at the value pre-given by the electronic governor.
– Start assistance (booster) for build up of pressure until the governor drive assures the
pressure supply with the engine running.
– Back-up speed control in case of failure of electronic governor.
No fuel limiters:
– Pneumatic shut-down.
– Mode indication switch:
indicates whether the electronic governor or the back-up governor controls the fuel quantity.
– Mode selection valve:
switches from automatic mode (actuator / back-up) to exclusive back-up mode.
The control takes place pneumatically (air pressure = automatic mode, no air pressure
= only back-up mode)
– Pneumatic speed setting on a slightly higher value than the electronic governor
in normal operation
Documentation:

36604 PGA governor

36618 PGA 200 (PG 200 case, accumulator & power cylinder)
36637 PGA-EG, PGG-EG, PGM-EG governor
36651 Pneumatically actuated shut-down
36684 Booster servomotor
25071 Oils for hydraulic controls
54065 PGA-EG, PGG-EG, PGM-EG 200 / 300 / 500 governor / actuator installation

1998 2 Wärtsilä Switzerland Ltd

RTA48T Operation 5103–1/A2

Speed Control System (Electronic) WOODWARD DMC 507 with PGA-EG 200

3. Settings
The necessary settings in the electronic governor are made by the engine manufacturer during the engine test run,
either on the test bed, or during the sea trials of the ship. The exact settings are recorded, and are then part and
parcel of the acceptance documents of the engine.
Setting and repair of the electronic governor, as well as on the PGA-EG 200 governor / actuator, should be made
only by specially instructed personnel. Alterations of the governor settings may only be undertaken with the writ-
ten agreement of the engine manufacturer.

4. Troubles
If the electronic governor fails, then the back-up governor takes over control of the engine speed automatically.
If the actuator part of the PGA-EG 200 governor / actuator does not function correctly, operation can be continued by
local operation with the back-up governor.
Please refer to the manufacturer’s documents for further troubleshooting.

5. Oil specifications for the PGA-EG 200 governor / actuator

See WOODWARD Bulletin 25071.

6. Maintenance
No maintenance is required on the DMC 507 electronic governor.
Requirements for the PGA-EG 200 are: Lifting up and replacing the governor, replacement of the governor oil, vent-
ing of the oil system and setting of the needle valve. These are maintenance work, described in group 5103–1 of the
Maintenance Manual.

7. Emergency operation

7.1 Failure of air pressure to the speed setting of the PGA-EG 200
If the pneumatic speed setting for the PGA-EG 200 fails, the back-up governor automatically takes over at the
set minimum speed.
The speed can be set with the speed setting knob at the PGA-EG 200.
In order to prevent unintentional use of the speed setting knob, its coupling spring has been purposely removed, i.e.
the knob can be easily turned without the speed setting being altered. Should the speed be altered manually, the
small nut in the centre of the knob has first to be tightened until the shaft begins to turn.
As soon as the speed setting knob is no longer needed, turn the speed setting knob again to the left till the stop,
(minimum position), whereafter the nut in the centre has again to be loosened until the knob can be turned easily
without the shaft turning with it.

Attention The speed setting knob is only to be used, if the pneumatic speed setting does not function any
more and the engine speed has to be regulated by the PGA-EG 200 back-up governor.
The speed setting knob may never be used when the setting for the PGA-EG 200 takes place
pneumatically, as the pneumatic and mechanically set rated values, set on the speed setting
knob, are otherwise added together.

7.2. Failure of the DMC 507 electronic governor and of the PGA-EG 200 governor / actuator
The engine can also be run temporarily in EMERGENCY OPERATION without governor (see group 0570–1), if
both regulating possibilities have failed and the PGA-EG 200 governor / actuator cannot be immediately replaced.

Wärtsilä Switzerland Ltd 3 u 1998

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RTA48T Operation 5103–1/A3

Speed Governor
Speed Control System (Electronic) ABB DEGO-II with ASAC 200

onika.egle

The ABB DEGO-II speed control system consists of the following main components:
· QHFD 111 Control unit
· QHFD 410 Power unit (power booster for ASAC 200)
· ASAC 200 Actuator (final control element) for setting of injection pump regulating linkage
· SLDF 181 Transformer (power supply for power unit)

The QHFD 111 governor is a digital electronic governor. The speed detection takes place electrically via pick-ups on
a gear wheel of the camshaft drive.
The ASAC 200 actuator is a final control element for the electronic governor, which moves the injection pump regu-
lating linkage to the position pre-given by the electronic governor.
The setting of the rated value for the engine speed is normally carried out electrically by the engine remote control to
the electronic governor.
The QHFD 111 electronic governor is equipped with a scavenge air pressure-dependent fuel limiter (smoke limiter)
and a speed-dependent fuel limiter (torque limiter).

Simplified schematic diagram of the speed control system

Alarm outputs to
ship alarm system
Scavenge air
pressure
Control unit Power unit Actuator
Fuel zero order Motor
QHFD 111 Control QHFD 410 control ASAC 200
Engine speed output signal
Speed setpoint

Local panel
Regulating
Position linkage
Increase feedback
Decrease signal

Power
supply Transformer
SLDF 181 96.7052

The correlation with the engine control is shown on the schematic diagram in group 4003–2.

Wärtsilä Switzerland Ltd 1 7.03

5103–1/A3 Operation RTA48T

Speed Control System (Electronic) ABB DEGO-II with ASAC 200

2. Description of the system

The bulletins listed below describe the construction and the function of the governor and its ancillary devices by the
manufacturer, ABB.

Documentation Control unit Power unit Actuator

QHFD 111 QHFD 410 ASAC 200
Description 613 D 010 613 D 050 613 D 180
Application 613 D 011 613 D 051
Assembly 613 D 012 613 D 052 613 D 182
Commissioning 613 D 014 613 D 054 613 D 184
Fault tracing 613 D 015 613 D 185
Maintenance 613 D 186

2.1. The most important functions

Control unit QHFD 111:

– Speed regulation
– Scavenge air pressure-dependent fuel limiter (smoke limiter)
– Speed-dependent fuel limiter (torque limiter)
– Start fuel limiter
– Engine shut-down (fuel zero signal)
– Alarms (governor condition, signal monitoring)

Power unit QHFD 410:

– Controls current to actuator
– Regulates actuator position according to value pre-given by regulating unit
– Permits manual positioning of actuator by INCREASE / DECREASE knobs
– Alarms

Actuator ASAC 200:

– Final control element (actuator) to electronic governor:
Sets injection pump regulating linkage according to value pre-given by electronic governor.

Transformer SLDF 181:

– Transformer, power supply for power unit

3. Settings
The necessary settings in the electronic governor are made by the engine manufacturer during the engine test run,
either on the test bed, or during the sea trials of the ship. The exact settings are recorded, and are then part and
parcel of the acceptance documents of the engine.
Setting and repair of the electronic governor, as well as of the actuator, should be made only by specially
instructed personnel. Alterations of the governor settings may only be undertaken with the written agreement of
the engine manufacturer.

7.03 2 Wärtsilä Switzerland Ltd

RTA48T Operation 5103–1/A3

Speed Control System (Electronic) ABB DEGO-II with ASAC 200

4. Troubles
If troubles occur the respective chapter ”fault tracing” in the documentation gives advice on possible causes and the
measures to be taken (see also section 2).

5. Oil specifications for the actuator ASAC 200

See ABB documentation 613 D 186.

6. Maintenance of the actuator ASAC 200

See ABB documentation 613 D 186.

7. Emergency operation

7.1. Failure of the electronic governor

The fuel quantity remains constant if the control unit QHFD 111 or the power unit QHFD 410 fail.
The actuator can be positioned manually from the local panel by INCREASE / DECREASE knobs, if the power unit
still functions.

7.2. Failure of the power unit QHFD 410 and of the ASAC 200 actuator
The engine can also be controlled temporarily in EMERGENCY OPERATION without governor, if the power unit
and/or the actuator have also failed and if they cannot be immediately replaced (see group 0570–1).

Wärtsilä Switzerland Ltd 3 u 7.03

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RTA48T Operation 5103–1/A4

Speed Governor
Speed Control System (Electronic) NORCONTROL DGS-8800e

The NORCONTROL DGS-8800e speed control system consists of the following main components:
· DGU-8800e Digital governor unit
· DSU-001 Digital servo unit (power amplifier to ELACT-001)
· ELACT-001 Actuator (final control element) for setting of injection pump regulating linkage

The DGU-8800e governor is a digital electronic governor. The speed detection takes place electrically via pick-ups
on a gear wheel of the camshaft drive.
The actuator ELACT-001 is a final control element for the electronic governor, which moves the injection pump regu-
lating linkage to the position pre-given by the electronic governor.
The setting of the rated value for the engine speed is normally carried out electrically by the engine remote control to
the electronic governor.
The DGU-8800e electronic governor is equipped with a scavenge air pressure-dependent fuel limiter (smoke lim-
iter) and a speed-dependent fuel limiter (torque limiter).

Simplified schematic diagram of the speed control system

Alarm outputs to
ship alarm system
Scavenge air
pressure Digital Digital Actuator
Motor
Fuel zero order governor unit Control servo unit control ELACT-001
Engine speed DGU-8800e output DSU-001 signal
Speed setpoint

Local panel
Regulating
Position linkage
Increase feedback
Decrease signal

Power
supply
96.7054

The correlation with the engine control is shown on the schematic diagram in group 4003–2.

Wärtsilä Switzerland Ltd 1 7.03

5103–1/A4 Operation RTA48T

Speed Control System (Electronic) NORCONTROL DGS-8800e

2. Description
The following documentation describes the construction and the function of the governor and its ancillary devices by
the manufacturer, KONGSBERG MARITIME SHIP SYSTEM.

Operating manual:
– Digital Governor System DGS-8800e for Sulzer RTA engines

2.1. The most important functions

Digital governor unit DGU-8800e:

Digital servo unit DSU-001:

– Controls current to actuator
– Regulates actuator position according to value pre-given by regulating unit
– Permits manual positioning of actuator by INCREASE / DECREASE knobs
– Alarms

Actuator ELACT-001:
– Final control element (actuator) to electronic governor:
Sets injection pump regulating linkage according to value pre-given by electronic governor.

3. Settings
The necessary settings in the electronic governor are made by the engine manufacturer during the engine test run,
either on the test bed, or during the sea trials of the ship. The exact settings are recorded, and are then part and
parcel of the acceptance documents of the engine.
Setting and repair of the electronic governor, as well as on the actuator, should be made only by specially
instructed personnel. Alterations of the governor settings may only be undertaken with the written agreement of
the engine manufacturer.

4. Troubles
If troubles occur the manufacturing documentation gives advice on possible causes and the measures to be taken.

5. Emergency operation

5.1. Failure of the electronic governor

The fuel quantity remains constant if the digital governor unit DGU-8800e or the digital servo unit DSU-001 fail.
The actuator can be positioned manually from the local panel by INCREASE / DECREASE knobs, if the digital servo
unit still functions.

5.2. Failure of the digital servo unit DSU-001 and of the ELACT-001 actuator
The engine can also be controlled temporarily in EMERGENCY OPERATION without governor, if the digital servo
unit and/or the actuator have also failed and if they cannot be immediately replaced (see group 0570–1).

7.03 2 u Wärtsilä Switzerland Ltd

RTA48T Operation 5103–1/A5

Speed Governor
Speed Control System (Electronic) NABCO MG-800

The NABCO MG-800 speed control system consists of the following main components:
· MCG-201 Control unit
· ADU-201-L Actuator drive unit (power amplifier to EAR-500A)
· EAR-500A Actuator (final control element) for setting of injection pump regulating linkage

The MG-800 governor is a digital electronic governor. The speed detection takes place electrically via pick-ups on a
gear wheel of the camshaft drive.
The actuator EAR-500A is a final control element for the electronic governor, which moves the injection pump regu-
lating linkage to the position pre-given by the electronic governor.
The setting of the rated value for the engine speed is normally carried out electrically by the engine remote control to
the electronic governor.
The MG-800 electronic governor is equipped with a scavenge air pressure-dependent fuel limiter (smoke limiter)
and a speed-dependent fuel limiter (torque limiter).

Simplified schematic diagram of the speed control system

Alarm outputs Motor
Scavenge air to ship alarm control
pressure system signal
Control unit Actuator Actuator
Fuel zero order MCG-201 drive unit EAR-500A Regulating
Engine speed linkage
ADU-201-L Position
Control feedback
Speed setpoint
output signal
97.7130

The correlation with the engine control is shown on the schematic diagram in group 4003–2.

2. Description
The documentation describes the construction and the function of the governor and its ancillary devices by the
manufacturer, NABCO.

2.1. The most important functions

Control unit MCG-201:

Wärtsilä Switzerland Ltd 1 7.03

5103–1/A5 Operation RTA48T

Speed Control System (Electronic) NABCO MG-800

Actuator drive unit ADU-201-L1:

– Controls current to actuator
– Regulates actuator position according to value pre-given by regulating unit

Actuator EAR-500A:
– Final control element (actuator) to electronic governor:
Sets injection pump regulating linkage according to value pre-given by electronic governor.

3. Settings
The necessary settings in the electronic governor are made by the engine manufacturer during the engine test run,
either on the test bed, or during the sea trials of the ship. The exact settings are recorded, and are then part and
parcel of the acceptance documents of the engine.
Setting and repair of the electronic governor, as well as on the actuator, should be made only by specially
instructed personnel. Alterations of the governor settings may only be undertaken with the written agreement of
the engine manufacturer.

4. Troubles
If troubles occur the manufacturing documentation gives advice on possible causes and the measures to be taken.

5. Oil specifications for the actuator EAR-500A

See NABCO documentation ”Maintenance and Inspection Manual for MG-800”.

6. Maintenance of the actuator EAR-500A

See NABCO documentation ”Maintenance and Inspection Manual for MG-800”.

7. Emergency operation
The engine can also be controlled temporarily in EMERGENCY OPERATION without governor, if the MG-800
governor has failed and if it cannot be immediately replaced (see group 0570–1).

7.03 2 u Wärtsilä Switzerland Ltd

RTA48T Operation 5103–1/A6

Speed Governor
Speed Control System (Electronic) STN ESG 40M

The STN ESG 40M speed control system consists of the following main components:

Operating panel
Governor cabinet consisting of:
Governor electronic and power electronic
Actuator (final control element) for setting of injection pump regulating linkage
Trafo (transformer, power supply to power electronic)

The STN governor is a digital electronic governor. The speed detection takes place electrically via pick-ups on a
gear wheel of the camshaft drive.
The actuator is a final control element for the electronic governor, which moves the injection pump regulating linkage
to the position pre-given by the electronic governor.
The setting of the rated value for the engine speed is normally carried out electrically by the engine remote control to
the electronic governor.
The STN ESG 40M electronic governor is equipped with a scavenge air pressure-dependent fuel limiter (smoke
limiter) and a speed-dependent fuel limiter (torque limiter).

Simplified schematic diagram of the speed control system

Operating
Governor
panel
cabinet
Scavenge air Alarm outputs to
pressure Governor
ship alarm system
electronic
Fuel zero order
Actuator
Engine speed
Speed setpoint
Actuator
signal
Power Brake
Local panel Regulating
electronic On/Off linkage
Position
feedback
signal
Power
supply Tacho
Trafo rotor pos.
01.7543

The correlation with the engine control is shown on the schematic diagram in group 4003–2.

Wärtsilä Switzerland Ltd 1 7.03

5103–1/A6 Operation RTA48T

Speed Control System (Electronic) STN ESG 40M

2. Description
The documentation describes the construction and the function of the governor and its ancillary devices by the
manufacturer, STN ATLAS MARINE ELECTRONICS.

2.1. The most important functions

Governor cabinet:
– Speed regulation
– Scavenge air pressure-dependent fuel limiter (smoke limiter)
– Speed-dependent fuel limiter (torque limiter)
– Start fuel limiter
– Engine shut-down (fuel zero signal)
– Alarms (governor condition, signal monitoring)
– Controls current to actuator
– Regulates actuator position

Actuator:
– Final control element (actuator) to electronic governor:
Sets injection pump regulating linkage according to value pre-given by
electronic governor.

Trafo:
– Transformer, power supply to power electronic

3. Settings
The necessary settings in the electronic governor are made by the engine manufacturer during the engine test run,
either on the test bed, or during the sea trials of the ship. The exact settings are recorded, and are then part and
parcel of the acceptance documents of the engine.
Setting and repair of the electronic governor, as well as on the actuator, should be made only by specially
instructed personnel. Alterations of the governor settings may only be undertaken with the written agreement of
the engine manufacturer.

4. Troubles
If troubles occur the manufacturing documentation gives advice on possible causes and the measures to be taken.

5. Emergency operation

5.1. Failure of the electronic governor

The fuel quantity remains constant if the governor electronic or the power electronic fail.
The actuator can be operated manually from the local panel by SPEED SET lever, if the governor electronic still
functions.
If the power electronic functions only, the actuator can be positioned from the local panel by INCREASE/DE-
CREASE knobs in back-up operation.

5.2. Failure of the power electronic and of the actuator

The engine can also be controlled temporarily in EMERGENCY OPERATION without governor, if the power elec-
tronic and/or the actuator have failed and if they cannot be immediately replaced (see group 0570–1).

7.03 2 u Wärtsilä Switzerland Ltd

RTA48T Operation 5103–1/A7

Speed Governor
Speed Control System (Electronic) LYNGSOE EGS 2000

The LYNGSOE ESG 2000 speed control system consists of the following main components:

Operating panel
Governor cabinet consisting of:
Governor electronic, power electronic and trafo (transformer)
Actuator (final control element) for setting of injection pump regulating linkage

The LYNGSOE governor is a digital electronic governor. The speed detection takes place electrically via pick-ups on
a gear wheel of the camshaft drive.
The actuator is a final control element for the electronic governor, which moves the injection pump regulating linkage
to the position pre-given by the electronic governor.
The setting of the rated value for the engine speed is normally carried out electrically by the engine remote control to
the electronic governor.
The LYNGSOE EGS 2000 electronic governor is equipped with a scavenge air pressure-dependent fuel limiter
(smoke limiter) and a speed-dependent fuel limiter (torque limiter).

Simplified schematic diagram of the speed control system

Operating
Governor
panel
cabinet
Scavenge air Alarm outputs to
pressure Governor
ship alarm system
electronic
Fuel zero order
Actuator
Engine speed
Speed setpoint
Actuator
signal
Power
Local panel Brake Regulating
electronic On/Off
linkage
Position
feedback
signal
Tacho
rotor pos.
Power
01.7544
supply
Trafo

The correlation with the engine control is shown on the schematic diagram in group 4003–2.

Wärtsilä Switzerland Ltd 1 7.03

5103–1/A7 Operation RTA48T

Speed Control System (Electronic) LYNGSOE EGS 2000

2. Description
The documentation describes the construction and the function of the governor and its ancillary devices by the
manufacturer, LYNGSOE MARINE A/S.

Operating manual:
– Electronic Governor System type EGS 2000

2.1. The most important functions

Actuator:
– Final control element (actuator) to electronic governor:
Sets injection pump regulating linkage according to value pre-given by
electronic governor.

3. Settings
The necessary settings in the electronic governor are made by the engine manufacturer during the engine test run,
either on the test bed, or during the sea trials of the ship. The exact settings are recorded, and are then part and
parcel of the acceptance documents of the engine.
Setting and repair of the electronic governor, as well as on the electric actuator, should be made only by specially
instructed personnel. Alterations of the governor settings may only be undertaken with the written agreement of
the engine manufacturer.

4. Troubles
If troubles occur the manufacturing documentation gives advice on possible causes and the measures to be taken.

5. Emergency operation

5.1. Failure of the electronic governor

5.2. Failure of the power electronic and of the actuator

7.03 2 u Wärtsilä Switzerland Ltd

RTA48T Operation 5103–1/A8

Speed Governor
Speed Control System (Electronic) ABB DEGO-lII with ASAC 200

The ABB DEGO-IIl speed control system consists of the following main components:
· QHFQ 113 Control unit
· QHFQ 410 Power unit (power booster for ASAC 200)
· ASAC 200 Actuator (final control element) for setting of injection pump regulating linkage

The QHFQ 113 governor is a digital electronic governor. The speed detection takes place electrically via pick-ups on
a gear wheel of the camshaft drive.
The ASAC 200 actuator is a final control element for the electronic governor, which moves the injection pump regu-
lating linkage to the position pre-given by the electronic governor.
The setting of the rated value for the engine speed is normally carried out electrically by the engine remote control to
the electronic governor.
The QHFQ 113 electronic governor is equipped with a scavenge air pressure-dependent fuel limiter (smoke limiter)
and a speed-dependent fuel limiter (torque limiter).

Simplified schematic diagram of the speed control system

Alarm outputs to
ship alarm system
Scavenge air
pressure Control unit Power unit Actuator
Fuel zero order Motor
QHFQ 113 Control QHFQ 410 control ASAC 200
Engine speed output signal
Speed setpoint

Local panel
Regulating
Position linkage
Increase feedback
Decrease signal

Power
supply
Trafo
01.7542

The correlation with the engine control is shown on the schematic diagram in group 4003–2.

Wärtsilä Switzerland Ltd 1 2003

5103–1/A8 Operation RTA48T

Speed Control System (Electronic) ABB DEGO-lII with ASAC 200

2. Description
The following documentation describes the construction and the function of the governor and its ancillary devices by
the manufacturer, ABB.

Operating manual:
– No. 3BNM005499D0001

2.1. The most important functions

Control unit QHFQ 113:

Power unit QHFQ 410:

– Controls current to actuator
– Regulates actuator position according to value pre-given by regulating unit
– Permits manual positioning of actuator by INCREASE / DECREASE knobs
– Alarms
– Integrated trafo (transformer)

Actuator ASAC 200:

– Final control element (actuator) to electronic governor:
Sets injection pump regulating linkage according to value pre-given by electronic governor.

3. Settings
The necessary settings in the electronic governor are made by the engine manufacturer during the engine test run,
either on the test bed, or during the sea trials of the ship. The exact settings are recorded, and are then part and
parcel of the acceptance documents of the engine.
Setting and repair of the electronic governor, as well as of the actuator, should be made only by specially
instructed personnel. Alterations of the governor settings may only be undertaken with the written agreement of
the engine manufacturer.

4. Troubles
If troubles occur the respective chapter ”fault tracing” in the documentation gives advice on possible causes and the
measures to be taken (see also section 2).

5. Oil specifications for the actuator ASAC 200

See ABB operating manual No. 3BNM005499D0001

6. Maintenance of the actuator ASAC 200

See ABB operating manual No. 3BNM005499D0001

2003 2 Wärtsilä Switzerland Ltd

RTA48T Operation 5103–1/A8

Speed Control System (Electronic) ABB DEGO-lII with ASAC 200

7. Emergency operation

7.1. Failure of the electronic governor

The fuel quantity remains constant if the regulating unit QHFQ 113 or the power unit QHFQ 410 fail.
The actuator can be positioned manually from the local panel by INCREASE / DECREASE knobs, if the power unit
still functions.

7.2. Failure of the power unit QHFQ 410 and of the ASAC 200 actuator
The engine can also be controlled temporarily in EMERGENCY OPERATION without governor, if the power unit
and/or the actuator have also failed and if they cannot be immediately replaced (see group 0570–1).

Wärtsilä Switzerland Ltd 3 u 2003

This page is intentionally left blank
RTA48T Operation 5307–1/A1

Safety Cut-out Device

The safety cut-out device must reliably stop the engine, in

the events listed below, and independently of the fuel injec-
tion pump regulating linkage.
Immediately by Engine overspeed
Emergency stop actuated
Delayed by Pressure drop in the air spring of the
exhaust valves 4
3
Pressure drop in the main bearing
lubricating oil 5
Pressure drop in the cylinder cooling 2
water 6
The mechanical-pneumatic components of the safety cut- AZ BO
out device (see figure) are mounted on each injection pump
block between the suction valves. They interrupt the charge 5 1 3
1
from the fuel injection pumps as soon as the corresponding BO1
command is triggered.
7

Function SR
In normal operation the push rod 10 to the suction valve 9 is
free, i.e. with clearance between yoke 8. DL SL 11
Control air ’DL’ fills the storage space ’SR’ and via bore
’BO1’ is present at 3/2-way valve 6 (at valve connection 1, 9
see diagram in group 4003–2).
As soon as the engine has to be stopped for any of the
above mentioned emergencies, the 3/2-way valve 6 is actu-
ated. Control air enters the bores ’BO’ and ’BO1’ into cut-out
cylinder ’AZ’ and pushes the piston 2 upwards. The yoke 8,
pulled up by the tie rod 7, lifts the push rod 10 to the suction
valve 9, which opens and interrupts the fuel delivery.
The activation of the safety cut-out device is indicated by the
extension 4.

Key to Illustration:

1 Casing
2 Piston
3 Cover
10
4 Extension 8
5 Compression spring
6 3/2-way valve
7 Tie rod
8 Yoke
96.7412
9 Suction valve
10 Push rod to suction valve
11 Injection pump block

AZ Cut-out cylinder
BO, BO1 Bores to and from 3/2-way valve 6
DL Control air from control air supply unit A
SL Control air from valve group G in pneumatic logic unit
SR Storage space for control air

Wärtsilä Switzerland Ltd 1 u 1998

This page is intentionally left blank
RTA48T Operation 5512–1/A1

Fuel Injection Pump and Actuator Pump

General
The unit depicted in Fig. ’C’ is the drive unit for fuel injection pump and exhaust valve actuator pump. Normally two
fuel injection pumps and two actuator pumps are contained therein for two cylinders. The unit at the free end has
only one fuel and one actuator pump drive on engines having an uneven number of cylinders.
The eccentric shafts 11 and 12 and camshaft sections 7 of the individual units are connected by couplings.

Fuel injection pump

Fig. ’D’ shows a cross section of the fuel injection pump.

Function:
The fuel cam 9 on the reversing servomotor 10 imparts a movement with constant stroke to the plunger 15 via the
roller guide 5.
As the roller 21 of the roller guide 5 rolls from the cam head circle to the base circle, the receding plunger draws fuel
into the ’SD’ space of the pump via spill and/or suction valve. As the suction valve is mechanically forced to the open
position by control lever 18, push rod 16 and regulating tappet 17 only in the lower stroke, it can only be lifted addi-
tionally by the suction pressure.
When the plunger 15 is pushed upwards by the fuel cam 9 the suction valve 19 shuts after a certain plunger stroke,
depending on the position of the eccentric shaft 11. Until this moment no fuel is supplied to the injection valves. This
part of the stroke is called ’idle stroke’. The timing when the suction valve shuts is called ’start of delivery’.
After the suction valve shuts, the fuel is delivered under high pressure by the plunger, which is still moving upwards,
through the delivery valve 13 to the injection valves from where it is injected into the combustion space of the working
cylinder. The stroke through which the plunger travels during the injection period is called ’delivery stroke’.
Depending on the position of the eccentric shaft 12, the spill valve 14 is opened by the control lever 18 via regulating
tappet 17 and push rod 16 after the plunger has completed a specific part of its stroke. This point is called ’end of
delivery’.
The remaining fuel in the plunger guide is pressed by the plunger through the opening spill valve 14 back into the fuel
system, until the roller of the roller guide lies on the cam top (see also group 8019–1).

Delivery curve

A 100%
End of delivery 75%
at a load of: 50%
25%
Effective delivery stroke

Plunger stroke
[100%]

25%
50%

Start of delivery
at a load of:
75%
Idle stroke

100%
[100%]

Angle of delivery
[100%]

96.7415
CRANK ANGLE TDC

Wärtsilä Switzerland Ltd 1 1998

5512–1/A1 Operation RTA48T

Fuel Injection Pump and Actuator Pump

The delivery valve 13 (acting as a non-return valve) prevents the fuel from flowing back from the high pressure pipe
to the fuel pump block 1.
In order to prevent a repeated lifting of the nozzle needle (dripping) after injection end, a stagnation pressure control
valve 29 has been provided between the ’SD’ space and the high pressure system (bore for the injection piping). The
stagnation pressure control valve is shut during the delivery stroke of the fuel pump plunger. When the suction and
pressure space ’SD’ is relieved, the stagnation pressure control valve can open provided the returning pressure
value exceeds a certain pre-set pressure peak (see also schematic diagram in group 0720–1).
The function of the safety cut-out device 32 has been described in group 5307–1.
Group 5803–1 also describes how the eccentric shafts 11 and 12 are controlled by the speed governor and in-
fluenced by the V.I.T. (variable injection timing).
Plungers 15, push rods 16 and regulating tappets 17 are lubricated by fuel oil which escapes between plunger/push
rods and guides as leakage fuel. During operation it is important to periodically check that too much leakage fuel is
not accumulating in the intermediate space ’ZR’ (leakage fuel drain ’LA’ must not be blocked) and the drip shields 20
are not damaged. If not, fuel may contaminate the bearing oil system.

Remark In case of leaking sealing face between plunger bush and fuel pump block, fuel passes through
check bore ’KB’.

Reducing the delivery from individual fuel injection pumps:

Should it become necessary to reduce power on individual cylinders (e.g. running-in of new engine parts) then the
red marked spacer (tool 94558) can be fitted under the suction valve 19, as shown in Fig. ’B’. This measure reduces
the effective delivery stroke without a change in fuel injection pump setting.

Attention After resuming normal conditions the spacer must be removed without fail.

B Normal adjustment Adjustment with spacer

Tool 94558

90.7028

1998 2 Wärtsilä Switzerland Ltd

RTA48T Operation 5512–1/A1

Fuel Injection Pump and Actuator Pump

Actuator pump
Fig. ’E’ shows a cross section of the actuator pump.

Function:
The actuator pump cam 8 on the camshaft section 7 imparts a movement with constant stroke to the piston 24 in the
actuator pump via the roller guide 6.
Actuator pump cylinder 27, hydraulic piping 22 to the exhaust valve and the exhaust valve drives (see group
2751–1) are oil filled (’hydraulic rod’).
When the actuator piston 24 moves upwards from this condition, the piston in the exhaust valve drive is pushed
downwards and opens the exhaust valve. When the actuator pump piston 24 moves downwards, the exhaust valve
shuts under the force of the air spring. The oil in the valve drive is pressed back into the actuator cylinder 27.
The pressure limiting valve 23 protects the hydraulic system from excessive pressures.

Remark On the running engine the tightness of the pressure limiting valve 23 and of the connections of
the hydraulic piping can be tested by carefully removing the screw plug 35. If the above men-
tioned components are tight, then no oil must flow into the leak-oil bore.

Key to Illustrations: ’B’ to ’E’

1 Fuel pump block 22 Hydraulic high pressure pipe

2 Intermediate piece 23 Pressure limiting valve
3 Housing with camshaft bearings 24 Piston of actuator pump
4 Oil trough for pump housing 25 Non-return valve
5 Roller guide of fuel injection pump 26 Actuator pump block
6 Roller guide of actuator pump 27 Actuator pump cylinder
7 Camshaft section 28 Relief valve
8 Actuator cam 29 Stagnation pressure control valve
9 Fuel cam 30 Connection for fuel suction pipe
10 Reversing servomotor 31 Connection for fuel spill pipe
11 Eccentric shaft of suction valves 32 Safety cut-out device
12 Eccentric shaft of spill valves 33 Coupling of eccentric shaft
13 Delivery valve 34 Cut-out device for fuel injection pump
14 Spill valve 35 Screw plug for checking the leakage oil
15 Plunger
16 Valve push rod
17 Regulating tappet SD Suction and pressure space
18 Control lever ZR Intermediate space
19 Suction valve LA Leakage fuel drain
20 Drip shield HD High pressure system
21 Roller KB Check bore

Wärtsilä Switzerland Ltd 3 1998

5512–1/A1 Operation RTA48T

Fuel Injection Pump and Actuator Pump

II - II
C I
32
29 III
1

IV
KB
2

I
12
5

3
6

7
10

8
4

96.7515a

IV III
9 9
I-I 30

33 11

33 12

Gezeichnet für RTA58T

DRAWN FOR RTA58T II
31

1998 4 Wärtsilä Switzerland Ltd

RTA48T Operation 5512–1/A1

Fuel Injection Pump and Actuator Pump

III - III
D

32
13

HD
SD

28 14

19 16
16
2
ZR 15
20
17 17
LA
18 18
11 12

5 34

21
3

96.7517b
Gezeichnet für RTA58T
DRAWN FOR RTA58T

Wärtsilä Switzerland Ltd 5 12.98

5512–1/A1 Operation RTA48T

Fuel Injection Pump and Actuator Pump

28
22

23
25
35
24

26
27

96.7518
Gezeichnet für RTA58T
DRAWN FOR RTA58T

1998 6 u Wärtsilä Switzerland Ltd

RTA48T Operation 5512–2/A1

Cutting Out and Cutting In of the Fuel Injection and Actuator Pumps

1. General

1.1 Fuel injection pumps (called fuel injection pumps for short below) can be cut in or out as required during
operation. This should, whenever possible, be done at greatly reduced speed. The device for it is built into
the fuel injection pumps.

1.2 Actuator pumps for actuating the exhaust valves can neither be cut out nor cut in when the engine is run-
ning. Should it be necessary, such pumps can be put out of action by fitting the device (tool 94430) con-
tained in the tool kit or put back into service by removing it.

Attention Should an engine have to be started, e.g. for starting tests, or be put into service with a cut out
actuator pump, the fuel injection pump of the relevant cylinder must also be cut out.
Failure to comply with this requirement can have serious consequences.

2. Cutting out and cutting in a fuel injection pump

2.1 Cutting out procedure (see Figs. ’C’ to ’D’)

Starting position: Fuel injection pump in service, engine either running at reduced speed or being turned with turn-
ing gear.
Attach open end ring spanner 8 (keeping on the inspection cover of the fuel injection pump) to the
hexagon of the eccentric pin 12 as shown in Fig. ’C’. Subsequently press eccentric pin 12 to-
gether with open end ring spanner 8 inwards until spring dowel pin 13 is located at the long slot
’LS’ of the guide groove (see Fig. ’D’).
As soon as this is the case, the open end ring spanner 8 is to be turned through 100 ( in an
anticlockwise direction (Fig. ’E’) as quickly as possible when the engine is running.

Attention Spring dowel pin 13 has to remain at the lower end of the long slot ’LS’ of the guide groove.

Remove open end ring spanner 8 (position of the cut-out device corresponds with Fig. ’E’ when pump is cut out).

Manner of functioning (see Fig. ’A’):

Every time the roller 2 is on the addendum of the cam 1, the hole 4 in the roller guide 3 comes into line with the cut-out
pin 12.
The eccentric pin 12 and therewith the spring dowel 13 are kept in the short slot ’SS’ of the guide groove by the force
of the spring 7. If spring dowel 13 is pressed inwards, cut-out pin ’AZ’ rests on the roller guide. When hole 4 and
cut-out pin ’AZ’ now come in line with each other, the latter is pushed into roller guide 3 by pressing inwards. In this
way the piston is held firmly in this position.
By turning the eccentric pin 12 through 100 ( in an anticlockwise direction, the roller guide 3 is raised slightly so that
some clearance exists between roller 2 and the addendum of the cam 1.

Wärtsilä Switzerland Ltd 1 1998

5512–2/A1 Operation RTA48T

Cutting Out and Cutting In of the Fuel Injection and Actuator Pumps

2.2 Cutting-in procedure (see Figs. ’F’ to ’H’)

Starting position: Fuel injection pump is out of service (position of the cut-out device corresponds with Fig. ’F’).
Engine is either running or being turned with the turning gear.
Attach open end ring spanner 8 (Fig. ’F’) and turn the eccentric pin 12 through 100 ( in a clockwise direction (see
Fig. ’G’).
By the force of spring 7 eccentric pin 12 is pressed outwards and, therefore, spring dowel pin 13 enters into the short
slot ’SS’ of the guide groove (see Fig. ’H’).
Remove open end ring spanner 8 and store it at the depository.

Remark By the force of spring 7 eccentric pin 12 is first pressed out when the roller 2 is running on the
addendum of cam 1, i.e. when the roller guide is raised slightly from the cut-out pin ’AZ’. If the
pumps are cut in on the running engine the process will become possible after a short delay. If
this happens, however, when the engine is rotated with the turning gear, then it may sometimes
take several minutes till the eccentric pin 12 is pressed out. In the latter case it is best to watch for
the cam to reach the top, and then the open end ring spanner is to be turned through 100 in a
clockwise direction.

Manner of functioning (see Fig. ’A’):

When cutting the fuel injection pump back in, the eccentric pin 12 is turned so that the roller guide is dropped until the
roller 2 lies on the addendum of cam 1. This results in the cut-out pin ’AZ’ being unloaded. By the force of spring 7
eccentric pin 12 is pressed outwards and, therefore, spring dowel pin 13 enters into the short slot ’SS’ of the guide
groove. The pump is again in operating position.

3. Cutting out and cutting in an actuator pump

3.1 Cutting-out procedure (see Figs. ’I’ to ’K’)

Starting position: Engine at standstill.
When it is intended to put the engine into service later with a cut-out actuator pump, it is recom-
mended that the relevant fuel injection pump be cut out at that time (in this case, see group
0520–1).
Slacken off bolts 10 and remove blank flange 9 (Fig. ’I’).
Remove the inspection cover 15 on the front side of the pump drive housing and determine the position of the cam
for the relevant pump (Fig. ’B’).
Turn the engine with the turning gear in the required direction until the roller 2 of the roller guide 3 is at the T.D.C. of
the cam (Fig. ’B’).
Now push the tool 94430 into the position shown on Fig. ’J’ as far as the stop of the flange 11 on the pump hous-
ing. Make sure that O-ring 14 is not damaged.
In this position the cut-out pin ’AZ’ of the eccentric pin 12 has engaged in the hole 4 in the roller guide 3 (Fig. ’J’).
Attach open end ring spanner 8 to the hexagon of eccentric pin 12. Turn it through 100 ( in an anticlockwise
direction until through bore ’DB’ in flange 11 and tap hole ’GB’ in pump housing come in line with each other.
Now screw in bolt 10 to secure the tool in service (Fig. ’K’).

Attention Before starting the engine with cut-out exhaust valve actuating pump, the measures described in
group 0520–1 must be taken.

1998 2 Wärtsilä Switzerland Ltd

RTA48T Operation 5512–2/A1

Cutting Out and Cutting In of the Fuel Injection and Actuator Pumps

3.2 Cutting-in procedure (see Figs. ’L’ to ’N’)

Starting position: Engine at standstill.
Remove the inspection cover 15 on the front side of the pump drive housing and determine where the cam of the
relevant pump lies (Fig. ’B’).
Turn the engine with turning gear in the required direction until roller 2 of roller guide 3 lies on the addendum of the
cam (Fig. ’B’).
Slacken off bolts 10 (Fig. ’L’) and remove them.
Attach open end ring spanner 8 onto the eccentric pin 12 as shown on Fig. ’L’ and turn it through 100 ( in a clock-
wise direction until the position shown on Fig. ’M’ has been reached.
Pull out the complete device 94430, grease and store it.
Fit the blind flange 9 (with gasket) and tighten it with the bolts 10 (Fig. ’N’).
Measures taken in accordance with group 0520–1 must be cancelled before starting the engine.
Finally, the fuel injection pump of the relevant cylinder can be cut in again.

Wärtsilä Switzerland Ltd 3 1998

5512–2/A1 Operation RTA48T

Cutting Out and Cutting In of the Fuel Injection and Actuator Pumps

Device for cutting out and cutting in of the fuel injection pump
A
(Figure shows pump in cut-off position)
AZ 7 6 5 SS

3
12
2
LS
13

Gap
15
1
4

Tool for cutting out and cutting in of the actuator pump

B
(Figure shows pump in cut-off position) Tool 94430

AZ 6 14 11 13 12

Gap
96.7416

1
4
Key to Illustrations: ’A’ to ’N’
1 Cam 11 Flange
2 Roller 12 Eccentric pin Tool 94430
3 Roller guide 13 Spring dowel pin
4 Hole 14 O-ring
5 Cover 15 Inspection cover
6 Guide sleeve
7 Spring AZ Cut-out pin
8 Open end ring spanner SS Short slot of guide groove
9 Blind flange LS Long slot of guide groove
10 Screw DB Through bore in flange 11
GB Tap hole in pump housing

1998 4 Wärtsilä Switzerland Ltd

RTA48T Operation 5512–2/A1

Cutting Out and Cutting In of the Fuel Injection and Actuator Pumps

Aus- und Einschalten einer Brennstoffeinspritzpumpe

CUTTING OFF AND IN OF A FUEL INJECTION PUMP
Ausschalten Einschalten
CUTTING OFF CUTTING IN
C 8
F

SS
5 8 13 5
12 13 3 LS 12
Spiel 2
GAP
1
8

D G
8

100°

13
5
3 LS 12
13
2
0mm 5
1 3 LS 12
2
0mm
1
E H

100° 8

8 13 5
3 LS 12 SS
5
Spiel 2 12 13
GAP
1
96.7428

Wärtsilä Switzerland Ltd 5 1998

5512–2/A1 Operation RTA48T

Cutting Out and Cutting In of the Fuel Injection and Actuator Pumps

Aus- und Einschalten einer Hubgeberpumpe für Auslassventil

CUTTING OFF AND IN OF AN ACTUATOR PUMP

Ausschalten Einschalten
I CUTTING OFF L CUTTING IN

10 10
9

10 8

8 3
2
J GB ~2mm
1
11
100°
DB
8
13
M
12

3 11
100°
2
0mm
1 13

12
3 AZ 14 12

3
2
0mm
1

K N

10 10
3 9
2
~2mm 10
13
1
96.7436

1998 6 u Wärtsilä Switzerland Ltd

RTA48T Operation 5803–1/A1

Fuel Injection Pump Regulating Linkage with Electronic VIT / FQS

1. General
The engine is equipped with a VIT+FQS system (Variable Injection Timing + Fuel Quality Setting) which permits an
alteration of injection begin during operation.
The VIT+FQS system produces a maximum firing pressure over a wide power range close to the value for the Con-
tracted Maximum Continuous Rating (CMCR) and thereby reduces the fuel consumption.
It is also possible to tune the VIT+FQS system following NOx emission.
Generally the indication VIT+FQS is used as VIT and FQS always act together, unless the data is specified only for
VIT or only for FQS.

2. Fuel injection pump regulating linkage (see Fig. ’A’)

Independent from the utilized governor type, the regulating linkage transmits the movement of the governor output
lever 1, via the intermediate regulating shaft 4 to the eccentric shaft 15 for the spill valve of the fuel pumps. The spill
valves determine the end of injection and therefore the quantity of injected fuel.
The air cylinder 2 is arranged between governor and regulating linkage. During normal operation the control air
pressure in the air cylinder 2 ensures a rigid connection. The air cylinder 2 is vented if the fuel quantity adjustment is
carried out manually with the fuel lever at the local manoeuvring stand.

3. Function VIT+FQS (see Fig. ’A’, ’B’ and ’D’)

In its normal operating mode the VIT+FQS system produces earlier injection in the partial power range and there-
fore raises the maximum firing pressure. With the manual adjustment FQS, the influence of fuel quality is compen-
sated.
With the aid of the pneumatic cylinder in the positioning unit 17 and via the connecting strap 18 the positions of the
suction valve and spill valve regulating levers 9 and 14 are simultaneously altered. The moving out of the pneu-
matic cylinder gives higher VIT angles, i.e. an earlier injection and therefore a higher maximum firing pressure.

4. Control of VIT+FQS (functional description)

The VIT+FQS control is integrated in the engine remote control.

4.1 On / off control

Under normal operating conditions the VIT function shall always remain on.
The VIT function may be switched OFF by a ’user parameter’, whereupon the lamp VIT/OFF lights up in the control
room. With the VIT control switched off the actuator moves to the position corresponding to the FQS setting.

4.2 Standard VIT program

The standard VIT program calculates the necessary VIT angle for increased part load using scavenge air pressure
and engine speed as input signals. Therefore, a reduction of the fuel consumption is effected over the entire load
range. The standard VIT program is individually adjusted during the shop trial of the engine. A typical curve can be
seen on diagram Fig. ’D’.
On request the standard VIT program can be tuned for compliance with the IMO E-3 emission rules.

4.3 NOx program

This mode can be selected by an illuminated push button VIT LOW NOx. The VIT angle is reduced and thereby the
injection is retarded over a wide load range in order to reduce NOx emission.

4.4 FQS
The manual FQS setting serves to take into account various fuel qualities. Fuels having a low ignition quality result in
lower firing pressures for the same start of injection, i.e. for compensation, the FQS angle has to be increased. Fuels
with better ignition quality result in higher firing pressure for the same start of injection, i.e. for compensation, the
FQS angle has to be reduced.
For this purpose the FQS angle is defined as ’user parameter’ in the engine control and can be adjusted within the
range of –2 to +2.

Remark The manual FQS adjustment presupposes a firing pressure measurement. It must further be es-
tablished whether the firing pressure alteration is actually due to a fuel quality change. Alteration
of firing pressure due to fouling or other causes may not be compensated with the FQS adjust-
ment.

Wärtsilä Switzerland Ltd 1 1998

5803–1/A1 Operation RTA48T

Fuel Injection Pump Regulating Linkage with Electronic VIT / FQS

5. Measures to be taken in case of failure of the VIT+FQS control

5.1 Consequences of a VIT+FQS failure

(If the actuator has an incorrect position or if the actuator’s position sensor fails)
The illuminated push button VIT FAIL./RESET lights up.
An alarm is triggered in the general alarm system.
The pneumatic cylinder moves into the completely retracted position.
A speed reduction is initiated.

5.2 Measure to be taken in case of VIT+FQS failure

The suction valve regulating lever 9 has to be blocked in position ’0’ (according to Fig. ’C’) by distance
sleeve 20 and screw 21. If necessary, the regulating lever 9 can be pushed into the vertical position with
setting screws 22 or 22a (see Fig. ’B1’).
Switch off the VIT by means of the ’user parameter’ VIT OFF.
Change ’user parameter‘ VIT SPEED REDUCTION OVERRIDE to OVERRIDE.
The lamp VIT SPEED REDUCTION OVERRIDE indicates the status at the control room. The speed reduction is
cancelled.

Remark For engines operating close to 100% load it is recommended to carry out periodical measure-
ments of the firing pressure and of the turbocharger speed. Should the values be too high, the
engine speed must be reduced.

Attention By no means switch to VIT SPEED REDUCTION OVERRIDE before the actuator has been fixed
mechanically! Otherwise the engine may run with excessive firing pressures and excessive
turbocharger speed.

Key to Illustrations: ’A’, ’B’, ’C’ and ’D’

1 Governor output lever 14 Spill valve regulating lever

2 Air cylinder 15 Eccentric shaft for spill valves
3 Lever for air cylinder 16 Setting plate
4 Intermediate regulating shaft 17 Positioning unit
5 Lever 18 Connecting strap
6 Vertical rod 19 Governor or actuator
7 Load indicator 20 Distance sleeve (tool)
8 Rod to local manoeuvring stand 21 Screw for distance sleeve
9 Suction valve regulating lever 22,22a Setting screw
10 Eccentric shaft for suction valves 23 Support
11 Rod for eccentric shaft 15 24 Terminal box
12 VIT indicator 25 Gear box for auxiliary drives
13 Diverting lever for VIT 26 Bearing housing

1998 2 Wärtsilä Switzerland Ltd

RTA48T Operation 5803–1/A1

Fuel Injection Pump Regulating Linkage with Electronic VIT / FQS

A I
19
2

1 5

4 25 3

I 7
5

4
II 8 8

B1
III - III
26

II
96.7444
9 23 22a 22

C B II - II
Saugventil-Regulierhebel blockiert
SUCTION VALVE REGULATING 10 12 11 14 15 16
LEVER BLOCKED

9
20
21
III III

E13

9 20 21
Gezeichnet für RTA58T
DRAWN FOR RTA58T 13 18 23 22 17 24

Wärtsilä Switzerland Ltd 3 1998

5803–1/A1 Operation RTA48T

Fuel Injection Pump Regulating Linkage with Electronic VIT / FQS

Electronic VIT and FQS

D
Governor / Actuator
0 10

to Fuel injection valves

Fuel pump
Fuel Suction Spill
valve valve

advanced

0 10

Pneumatic
cylinder

Electronic VIT
and FQS unit

3.5
3.0
VIT + FQS Angle [ 6 ]

2.5
2.0
1.5
1.0
0.5
0.0
–0.5
FQS = +1.0
–1.0
0 10 20 30 40 50 60 70 80 90 100
Engine Power [%]
96.7460

1998 4 u Wärtsilä Switzerland Ltd

RTA48T Betrieb Group6

Scavenge Air System Group 6

Scavenge Air Receiver . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6420–1/A1

Turbocharging . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6500–1/A1

o Cleaning the Turbocharger in Operation

Auxiliary Blower and Switch Box . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6545–1/A1

o Scavenge Air Cooler

– Operating Instructions and Cleaning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6606–1/A1

Wärtsilä Switzerland Ltd 1 RTA48T / OM / 7.03

This page is intentionally left blank
RTA48T Operation 6420–1/A1

Scavenge Air Receiver

Group 6500–1, turbocharging, describes how the scavenge air from the exhaust gas turbocharger reaches the cyl-
inders.
The scavenge air receiver 1 is fitted to the cylinder block 9 on the exhaust side. It is divided into two spaces ’VR’ and
’RC’ by a longitudinal wall 12. Air flaps 2 fitted to two covers 4 are provided on the separating wall.
When operating the turbocharger blows scavenge air via the air duct and cooler through the water separator into
pre-space ’VR’ of the receiver. The scavenge air flows into the receiver space ’RC’ through air flaps 2 via openings in
the cylinder block 9, then to piston underside ’KU’ and through scavenge ports into the cylinder, when the respective
piston is near BDC. Air flaps prevent back-flow into the pre-space ’VR’ of the receiver.
Two auxiliary blowers 7 are mounted on the upper receiver side. At the start of the engine or at low engine load the
auxiliary blowers are switched on. They suck scavenge air from pre-space ’VR’ via suction box 11 and deliver it into
receiver space ’RC’. The air flaps 3 fitted in the suction box 11 prevent back-flow of the air when the auxiliary blowers
are switched off.
Depending on the number of engine cylinders one to two relief valves 10 are mounted on the ends of the scavenge
air receiver. These open when the air pressure rises above the admissible value in the receiver space ’RC’.
Access to the receiver is possible through the opening closed by hinged covers 6. The covers 5 can be removed to
examine air flaps 3.
Should the exhaust gas turbocharger be defective, the covers 5 must be removed and the hinged cover fitted on the
air duct must be opened for emergency operation. If in addition an auxiliary blower fails, cover 5 must not be re-
moved on the defective blower side (see also group 0590–1).
Cover 13 is provided for inspection or water separator removal (see Maintenance Manual, group 6708–1).

Key to Illustration:

1 Scavenge air receiver

2 Air flaps
3 Air flaps to auxiliary blower
4 Cover
5 Cover
6 Hinged cover
7 Auxiliary blower
8 Electric motor
9 Cylinder block
10 Relief valve
11 Suction box (support for exhaust gas manifold)
12 Longitudinal wall
13 Cover

SL Scavenge air from the exhaust gas turbocharger

VR Pre-space
RC Receiver space
KU Piston underside

Wärtsilä Switzerland Ltd 1 12.98

6420–1/A1 Operation RTA48T

Scavenge Air Receiver

I-I II - II

11 I
II 5 5
5
7 3 7 8

10
RC

VR
10

III
KU
SL

6
96.7520

II
6 4 2 1 9 12 13

III IV

2
IV

1998 2 u Wärtsilä Switzerland Ltd

RTA48T Operation 6500–1/A1

Turbocharging

Turbochargers are exactly tuned to the engine depending on the number of cylinders, service output, mode of op-
eration etc..
Indications on operation, maintenance and servicing are described in the respective documentation of the manufac-
turer (which is part of the Operating Instruction). The cleaning of turbochargers in operation is described in group
6510–1.

Function

Exhaust gas ’AG’ from the cylinders is accumulated in the exhaust gas manifold 13, led to the turbine 16 of the TC
and thereafter comes out to the environment ’AP’ through the ship-side exhaust system. The exhaust gas rotates
the turbine 16 which drives the compressor 15 mounted on the same shaft.
The compressor 15 draws fresh air ’FL’ from the engine room via a filter/silencer and compresses it to the so-called
scavenge air pressure ’SL’. The scavenge air heated by the compression process is led via air duct 22 to the scav-
enge air cooler 20 which cools the air to a lower temperature range. Depending on the humidity in the air, the cooling
action produces a considerable amount of condensate water which is separated in water separator 19 and drained
off via several drains ’WA’.
The scavenge air passes from the receiver pre-space ’VR’ to receiver space ’RR’ through the air flaps 17 and then
into the space ’KU’ of the piston underside.
When the piston 8 is near to BDC (inlet ports open) scavenge air flows into cylinder 5 through inlet ports 7.
After the compression, combustion, and expansion process, the exhaust valve 2 opens and exhaust gas ’AG’ flows
into the exhaust gas manifold 13, completing the cycle.
When starting the engine or in the case of low load operation, the auxiliary blower 10 supplies air into the receiver
space ’RR’ as described in group 6420–1. Air flaps 17 and 23 prevent a back-flow of air.

Key to Illustration:

1 Valve drive 17 Air flaps

2 Exhaust valve 18 Receiver
3 Valve cage 19 Water separator
4 Cylinder cover 20 Scavenge air cooler
5 Cylinder liner 21 Expansion piece
6 Cylinder block 22 Air duct
7 Inlet ports 23 Air flaps before auxiliary blower
8 Piston
9 Electric motor FL Fresh air
10 Auxiliary blower AP Exhaust gas, outlet
11 Air inlet casing AG Exhaust gas after cylinder
12 Expansion piece SL Scavenge air after blower (compressor)
13 Exhaust gas manifold WA Water drain
14 Expansion piece KU Piston underside space
15 Compressor RR Receiver space
16 Turbine VR Receiver pre-space

Wärtsilä Switzerland Ltd 1 1998

6500–1/A1 Operation RTA48T

Turbocharging

12 13 14

1
AG

2
AP FL 15
3

4
9 10 11

23
SL
16 21
6

KU
RR VR
8 22

96.7480

18 17 19 20

1998 2 u Wärtsilä Switzerland Ltd

RTA48T Operation 6510–1/A1

Cleaning the Turbocharger in Operation

Turbocharger VTR Type

General
The exhaust gas turbochargers are equipped with a washing arrangement. It is possible to clean the compressor
and turbine while the turbocharger is running. Periodic cleaning prevents or reduces contamination. This allows the
intervals between overhauls to be considerably prolonged. If dirt accumulation becomes excessive (scavenge air
pressure drops and higher exhaust gas temperatures) the turbocharger must be dismantled for cleaning, whereby
the instructions in the turbocharger manual must be followed (see group 0250–1 for admissible pressure drop).
The cleaning of the silencer must take place following visual judgement. This should, however, only be carried out
with the engine at shut-down (see also turbocharger manufacturer’s instructions).

Remark The fouling on the air side can be limited to a minimum with an additional felt mattress installed on
the top of the silencer (coarse filter).

Based on the increase of the pressure difference (np) to max. 10 mbar or discolouration of the filter mat, the felt must
be changed and the dirt can be washed out.
The following devices i.e. methods are available for periodical cleaning:
a) Compressor: – Wash-cleaning (wet cleaning)
b) Turbine: – Wash-cleaning (wet cleaning at reduced engine load)
– Dry cleaning (at full service load)

Wash-cleaning of the compressor (see Fig. ’A’ to ’C’)

Cleaning intervals: Every 25–75 operating hours.
Guidance values: The cleaning interval depends upon environmental influences on the in-
take air and the extent of contamination of the turbocharger.
Operating condition: The cleaning must take place when the engine is at working temperature and the load is as
high as possible (full service load), i.e. at high turbocharger speed.

Cleaning procedure
Remove plug 2 from the dosing tank 1. Fill dosing tank A 2
with clean fresh water (without additives). After filling
tighten plug 2.
Actuate the valve lever 3 towards the spring 4 and hold it
for about 10 seconds until all the water has been injected 1
into the compressor via piping ’RW’.
4
3
The success of the cleaning operation can be evaluated
by increased scavenge air pressure or by the lowering of
the exhaust gas temperature.

Remark Do not repeat the cleaning process within

less than 5 minutes.

When the compressor has been cleaned successfully in

this manner, the engine should be kept operating under
load for at least 5 minutes.
002.709/98
Key to Illustrations: ’A’ Dosing tank
’B’ Arrangement of compressor cleaning
’C’ Schematic diagram of connections

1 Dosing tank 5 Gas outlet casing

2 Plug 6 Air filter
3 Valve lever RW Connection for cleaning water
4 Spring SA Connection for scavenge air

Wärtsilä Switzerland Ltd 1 7.03

6510–1/A1 Operation RTA48T

Cleaning the Turbocharger in Operation Turbocharger VTR Type

B C
5

RW
6
RW

SA
98.7578
1
2 3
SA

Wash-cleaning of the turbine (see Fig. ’D’ to ’G’)

Cleaning intervals: Every 48–500 operating hours*
Operating condition: Engine power output must be reduced so that the exhaust gas temperature before the tur-
bine is not higher or the scavenge air pressure is not lower than the limiting values mentioned
below.
Limiting values: – The temperature before the turbine must be below 430 C.
– The scavenge air pressure should be above 0.3 bar prior to the turbine cleaning.
We recommend to wash the turbine at a scavenge air pressure of 0.4 bar (auxiliary blower in operation).
The required wash-water volume Q (in l/min.) is shown in the following table.

Turbocharger tvT Q P after needle valve 5

Type [C] [l/min.] [bar]
VTR 454 D / E 350–400 35–45 1.5–2.0
VTR 564 D / E 350–400 60–70 1.8–2.5

* Guidance values:
The cleaning interval depends upon environmental influences on the intake air and the
extent of contamination of the turbocharger.
The cleaning in service is best carried out on a routine basis. Regular wet cleaning is
recommended, at first every 100 to 200 running hours (e.g. once a week). Depending on
the contamination observed during turbocharger overhaul, the cleaning interval should
be adapted accordingly.

Remark Too frequent cleaning produces an unnecessary load on the turbine components.

7.03 2 Wärtsilä Switzerland Ltd

RTA48T Operation 6510–1/A1

Cleaning the Turbocharger in Operation Turbocharger VTR Type

Only clean fresh water without detergents or solvents is to be used for wet cleaning.
If an SCR (Selective Catalytic Reduction) installation is fitted, the ammonia or urea injection must be stopped
before the turbine is washed.
After cleaning, the injection should only be restarted once the exhaust temperature before cleaning has been
reached again.
The water supply pressure should be selected in order to maintain the required water volume during turbine
washing.

Cleaning procedure
Change handle 10 of ball cock 9 in the drain pipe for the gas outlet casing to position ’WW’. The tube for scav-
enge air 12 is closed at the same time. Pay attention to the marks for the corresponding positions (see Fig. ’E’).
When the outlet is free, exhaust gas now flows from the drain pipe 11. Should this not be the case, then the
outlet must be freed. Only then may the washing process be started!
Reduce engine power till the required scavenge air pressure.
Before wet cleaning operate the engine at constant load for at least 5 minutes.
Fresh water supply must be at hand till the shut-off valve 2.
Couple the connecting hose 3 to the claw couplings 4 and open shut-off valve 2.
Loosen spindles 8 to the water inlet branches 7 by about four turns with the aid of the handwheel. Open needle
valve 5 slowly (within about 30 seconds). Inject water for 5 to 10 minutes.

Remark Discharge of water appears after about 2 to 3 minutes, but it may not necessarily appear.

To check that enough water is being injected, note whether the exhaust gas temperature after turbine drops to
about 100 C.

Remark In cases of emergency (e.g. ship’s safety), the engine load can be increased immediately during
the washing procedure. However, the water supply is to be shut off immediately by means of the
needle valve 5.

Now shut the valves in the following sequence:

1. Spindles 8 to the water inlet branches 7
2. Needle valve 5
3. Shut-off valve 2 of fresh water distributing pipe 1

Remark Remove connecting hose 3.

When no more water flows out of drain pipe 11, turn the ball cock handle 10 back to the operating position ’BS’.
Pay attention to the marks for the corresponding positions (see Fig. ’E’).
On no account must the engine be shut down immediately after turbine washing. It should be operated for at least
15 minutes above 25% load in order to dry out the complete exhaust gas installation.

Remark The cleaning should be repeated when the exhaust gas temperature after turbine is still too high
at higher loads.
When no improvement in temperature behaviour is seen after three cleaning procedures, the
turbocharger must be dismantled for cleaning, whereby the instructions in the Turbocharger
Manual must be followed .

Wärtsilä Switzerland Ltd 3 7.03

6510–1/A1 Operation RTA48T

Cleaning the Turbocharger in Operation Turbocharger VTR Type

Key to Illustrations: ’D’ Schematic diagram of turbocharger cleaning

’E’ Ball cock positions
’F’ Arrangement of wash-water inlet to turbocharger
’G’ Arrangement of wash-water outlet from turbocharger

1 Fresh water distributing pipe 13 Drain pipe with funnel

2 Shut-off valve 14 Gas inlet casing
3 Connecting hose 15 Gas outlet casing
4 Claw coupling 16 Air outlet casing
5 Needle valve 17 Turbocharger support
6 Tube for water connection 18 Exhaust manifold
7 Water inlet branch
8 Spindle AG Exhaust gas side
9 Ball cock BS Operating position
10 Ball cock handle WA Wash-water drain
11 Drain pipe WS Water side
12 Tube for scavenge air WW Wash position

D Motor Anlage
ENGINE PLANT

2 E III

1 11
3
4 BS
10
5
6
7 15 16

7
14 98.7582

WW 11 10 9 12

11 Stellungsmarkierungen
9 MARKS FOR POSITIONS
12
11
10

10
13

WW BS
WA

7.03 4 Wärtsilä Switzerland Ltd

RTA48T Operation 6510–1/A1

Cleaning the Turbocharger in Operation Turbocharger VTR Type

I AG II F
18

7
5

II
8 6

7
I
14
5
4
WS

G IV - IV 11
15
16

IV IV
III
17
12
13
WA
98.7583

9 10 12
17

Wärtsilä Switzerland Ltd 5 7.03

6510–1/A1 Operation RTA48T

Cleaning the Turbocharger in Operation Turbocharger VTR Type

Dry cleaning
Instead of water, dry solid particles in the form of granules are used for cleaning. A certain quantity of them, depend-
ing on the turbocharger size, is blown by compressed air into the exhaust pipe before the turbocharger.
The solid particles have a mechanical cleaning effect, possible deposits on nozzle ring and turbine blades being
removed. However, since it is not possible to remove fairly thick deposits with the comparatively small quantity of
solid particles required for each cleaning, this method has to be used more frequently.
This cleaning method has confirmed the excellent cleaning effect at exhaust gas temperatures over 500 C before
turbocharger.

Dry cleaning of the turbine (see Fig. ’H’ to ’J’)

Cleaning intervals: – Every 24–48 operating hours*
Operating conditions: – The cleaning must take place when the engine is at working temperature and the load is
as high as possible (full service load), i.e. at high turbocharger speed.
Limiting values: – The scavenge air pressure should be above 0.5 bar.
– The required quantity of solid particles is shown in the following table.

Turbocharger Quantity
Type [I]
VTR 454 D / E about 1.8
VTR 564 D / E about 2.2

* Guidance values:
The cleaning interval depends upon environmental influences on the intake air and the
extent of contamination of the turbocharger.

Granulate specification
Materials: Hard, granulated materials, such as natural core granulates, softblast media or active
charcoal particles.
Mean grain size: 1.2 to 2.0 mm
Density: max. 2.0 kg/dm3
Storage: Clean and dry area
Suppliers: See documents of the turbocharger manufacturer

7.03 6 Wärtsilä Switzerland Ltd

RTA48T Operation 6510–1/A1

Cleaning the Turbocharger in Operation Turbocharger VTR Type

Remark The dry cleaning plant must be blown through with compressed air prior to the proper cleaning
(preparation). Therewith, possible collected deposits or condensate are being removed from the
pipes.

Initial position, engine in operation (no cleaning procedure)

Shut-off valve 4 closed.
H
Pressure vessel 1 empty and closed by means of closing
nut 2. 9
Actuating rod 8 in position CLOSED (ball valve 9 closed).
10 3
Shut-off valve 6 (vent) open. 8
Compressed air must be at hand till shut-off valve 4.

Remark This initial position must be checked and if geschlossen 7

necessary be carried out (see also instruc- CLOSED
tion panel).
4
2 6
Blow through (preparation) 1
Close shut-off valve 6 (vent). EL
Open shut-off valve 4.
DL
Turn actuating rod 8 to position OPEN (ball valve 9 open).
Close shut-off valve 4 after about two minutes (blow-
5
through is finished).
Turn actuating rod 8 to position CLOSED (ball valve 9
closed).
Open shut-off valve 6 slowly in order to vent pressure ves-
sel 1.
I
Cleaning procedure
9
Open pressure vessel 1 by means of closing nut 2.
Close shut-off valve 4 (vent). 10 3
Fill pressure vessel 1 with the required quantity of granu- 8
lates through funnel 3. Close pressure vessel 1 by means
of closing nut 2.
offen 7
Open shut-off valve 4. OPEN
Turn actuating rod 8 to position OPEN (ball valve 9 open).
4
The granulates are blown now into the exhaust pipe 12 with 2 6
compressed air.
1
Turn actuating rod 8 to position CLOSED (ball valve 9 EL
closed) after about two minutes.
Close shut-off valve 4. DL 98.7584

Open shut-off valve 6 (vent) slowly (cleaning procedure is

finished). 5

Wärtsilä Switzerland Ltd 7 7.03

6510–1/A1 Operation RTA48T

Cleaning the Turbocharger in Operation Turbocharger VTR Type

Escaping residue
The granulate is burnt by the high exhaust temperatures and expelled together with finely removed dirt.

Attention It may occur that during dry cleaning part of the blown-in solid particle escapes through the chim-
ney in singed condition.

Key to Illustrations: ’H’ Position NORMAL OPERATION

’I’ Position for flush out and cleaning
’J’ Arrangement of dry cleaning plant

1 Pressure vessel 10 Cleaning pipe

2 Closing nut 11 Instruction panel
3 Funnel 12 Exhaust pipe before turbocharger
4 Shut-off valve for compressed air 13 Gas inlet casing
5 Compressed air distribution 14 Exhaust gas manifold
6 Shut-off valve (vent)
7 Relief valve
8 Actuating rod DL Compressed air
9 Ball valve for cleaning EL Vent

9
10
8

14 12 12

8 3
3
13
7
1
1

6
4
EL

98.7585

11
Gezeichnet für RTA48T–B
DRAWN FOR RTA48T–B

7.03 8 u Wärtsilä Switzerland Ltd

RTA48T Operation 6510–1/A2

Cleaning the Turbocharger in Operation

Turbocharger TPL Type

General
The exhaust gas turbochargers are equipped with a washing arrangement. It is possible to clean the compressor
and the turbine while the turbocharger is running. Periodic cleaning prevents or reduces contamination. This allows
the intervals between overhauls to be considerably prolonged. If the dirt accumulation becomes excessive (scav-
enge air pressure drops and higher exhaust gas temperatures) the turbocharger must be dismantled for cleaning,
whereby the instructions in the turbocharger manual must be followed (see group 0250–1 for admissible pressure
drop).
The cleaning of the suction air filter must take place following visual judgement. This should, however, only be car-
ried out with the engine at shut-down (see also turbocharger manufacturer’s instructions).

Remark The fouling on the air side can be limited to a minimum with an additional felt mattress installed on
the top of the silencer (coarse filter).

Wash-cleaning of the compressor (see Fig. ’A’)

Cleaning intervals: Every 24 operating hours.

Operating condition: The cleaning must take place when the engine is at working temperature and the load is as
high as possible (full service load), i.e. at high turbocharger speed.

Cleaning procedure
Open filling cap 2. Fill water container 1 with clean fresh water
(without additives).
The water quantity is specified in the following table. A 2
Close filling cap and open shut-off valve 3 for approx. three minutes.
Close shut-off valve and check, that all water has been sucked out.
1
Remark With turbcharger TPL 77 repeat the above procedure
once.
The success of the cleaning operation can be evaluated by in-
creased scavenge air pressure or by the lowering of exhaust gas 3
temperature.
When the compressor has been cleaned successfully in this man- 4
ner, the engine should be kept operating under load for at least 5
minutes. 010.321/02

Remark In dirty operating conditions the cleaning procedure

can be repeated according to the following table:
Key to Illustration:
Turbocharger Water quantity Number of 1 Water container
cleaning cycles
2 Filling cap
Type [I] max.
3 Shut-off valve
TPL 73 2 2
4 Water hose to compressor inlet
TPL 77 2 3

Should the cleaning remain unsuccessful, we recommend to check and

overhaul the turbocharger by an authorized ABB service company.

Wärtsilä Switzerland Ltd 1 2003

6510–1/A2 Operation RTA48T

Cleaning the Turbocharger in Operation Turbocharger TPL Type

Wash-cleaning of the turbine (see Fig. ’B’ to ’E’)

Cleaning intervals: Every 50 to 500 operating hours*
Operating condition: Engine power output must be reduced so that the exhaust gas temperature before the tur-
bine is not higher or the scavenge air pressure is not lower than the limiting values mentioned
below.
Limiting values: – The temperature before the turbine should be below 430 C.
– The scavenge air pressure should be between 0.3–0.6 bar prior to the turbine cleaning.
– The water pressure should be 1 bar after ball cock 5 during water injection.
We recommend to wash the turbine at a scavenge air pressure of 0.4 bar (auxiliary blower in operation).

* Guidance values:
The cleaning interval depends upon environmental influences on the intake air and the
extent of contamination of the turbocharger.
The cleaning in service is best carried out on a routine basis. Regular wet cleaning is
recommended, at first every 100 running hours (e.g. once a week). Depending on the
contamination observed during turbocharger overhaul, the cleaning interval should be
adapted accordingly.

Only clean fresh water without detergents or solvents is to be used for wet cleaning.
Water supply must be min. 2 bar.
If an SCR (Selective Catalytic Reduction) installation is fitted, the ammonia or urea injection must be stopped
before the turbine is washed.
After cleaning, the injection should only be restarted once the exhaust temperature before cleaning has been
reached again.

9
Cleaning procedure B 8 7
Change handle 8 of ball cock 7 in the drain pipe 9 for the gas
outlet casing to position ’WW’. The tube for scavenge air 11 is
closed at the same time. Pay attention to the marks for the
corresponding positions (see Fig. ’C’). When the outlet is 10
free, exhaust gas now flows from the drain pipe 9. Should this
99.7650
not be the case, then the outlet must be freed. Only then 9
may the washing process be started!
WA
Reduce engine power till the required scavenge air pressure. Stellungsmarkierungen
Before wet cleaning operate the engine at constant load for at MARKS FOR POSITIONS
least 5 minutes.
8
Fresh water supply must be at hand till the shut-off valve 2.

99.7402

8 BS WW

2003 2 Wärtsilä Switzerland Ltd

RTA48T Operation 6510–1/A2

Cleaning the Turbocharger in Operation Turbocharger TPL Type

C 13
Couple the connecting hose 3 to the claw couplings 4 and
open shut-off valve 2.
Open ball cock 5 slowly until the pressure gauge indicates 12
1.0 bar. Inject water for five minutes. 4
3
Remark Discharge of water appears after about 2 to
3 minutes, but it may not necessarily ap-
pear. 5

The lower turbocharger speed and lower exhaust gas

2 99.7651
temperature after turbocharger are signs whether 99.7651
enough water is being injected.
1

Remark In cases of emergency (e.g. ship’s safety), 5

the engine load can be increased immedi-
ately during the washing procedure. How-
ever, the water supply is to be shut off im-
mediately by means of the ball cock 5. WE 6
open

4
99.7654
Now shut the valves in the following sequence:
1. Ball cock 5 closed
2. Shut-off valve 2 of fresh water distributing pipe 1
D

Remark Remove connecting hose 3.

8
When no more water flows out of drain pipe 9, turn the ball
cock handle 8 back to the operating position ’BS’. Pay 7
attention to the marks for the corresponding positions 9
(see Fig. ’B’).

99.7655
Gezeichnet für RTA68T–B 11
DRAWN FOR RTA68T–B

On no account must the engine be shut down immediately after turbine washing. It should be operated for at least
10 minutes above 25% load in order to dry out the complete exhaust gas installation.

Remark The cleaning should be repeated when the exhaust gas temperature after turbine is still too high
at higher loads.

When no improvement in temperature behaviour is seen after three cleaning procedures, the
turbocharger must be dismantled for cleaning, whereby the instructions in the Turbocharger
Manual must be followed .

Wärtsilä Switzerland Ltd 3 2003

6510–1/A2 Operation RTA48T

Cleaning the Turbocharger in Operation Turbocharger TPL Type

Key to Illustrations: ’B’ Ball cock positions (turbocharger wash-water outlet)

’C’ Arrangement of wash-water inlet to turbocharger
’D’ Arrangement of wash-water outlet from turbocharger
’E’ Schematic diagram of turbocharger cleaning

1 Fresh water distributing pipe 11 Drain pipe with funnel

2 Shut-off valve 12 Gas inlet casing
3 Connecting hose 13 Gas outlet casing
4 Claw coupling 14 Air outlet casing
5 Ball cock
6 Tube for water connection
7 Ball cock BS Operating position
8 Ball cock handle WA Wash-water drain
9 Drain pipe WE Wash-water inlet
10 Tube for scavenge air WW Wash position

E
Motor Anlage
ENGINE PLANT
1
2

3
4 13 14
5

99.7656
7

11 10

2003 4 Wärtsilä Switzerland Ltd

RTA48T Operation 6510–1/A2

Cleaning the Turbocharger in Operation Turbocharger TPL Type

Dry cleaning of the turbine (see Fig. ’F’ to ’H’)

Turbocharger Quantity
Type [I]
TPL 73 1.0
TPL 77 1.5

* Guidance values:
The cleaning interval depends upon environmental influences on the intake air and the
extent of contamination of the turbocharger.

Wärtsilä Switzerland Ltd 5 2003

6510–1/A2 Operation RTA48T

Cleaning the Turbocharger in Operation Turbocharger TPL Type

Initial position, engine in operation (no cleaning procedure)

Shut-off valve 4 closed.
F
Pressure vessel 1 empty and closed by means of closing
nut 2. 9
Actuating rod 8 in position CLOSED (ball valve 9 closed).
10 3
Shut-off valve 6 (vent) open. 8
Compressed air must be at hand till shut-off valve 4.

Remark This initial position must be checked and if geschlossen 7

necessary be carried out (see also instruc- CLOSED
tion panel).
4
2 6
Blow through (preparation) 1
Close shut-off valve 6 (vent). EL
Open shut-off valve 4.
DL
Turn actuating rod 8 to position OPEN (ball valve 9 open).
Close shut-off valve 4 after about two minutes (blow-
5
through is finished).
Turn actuating rod 8 to position CLOSED (ball valve 9
closed).
Open shut-off valve 6 slowly in order to vent pressure ves-
sel 1.
G
Cleaning procedure
9
Open pressure vessel 1 by means of closing nut 2.
Close shut-off valve 4 (vent). 10 3
Fill pressure vessel 1 with the required quantity of granu- 8
lates through funnel 3. Close pressure vessel 1 by means
of closing nut 2.
offen 7
Open shut-off valve 4. OPEN
Turn actuating rod 8 to position OPEN (ball valve 9 open).
4
The granulates are blown now into the exhaust pipe 12 with 2 6
compressed air.
1
Turn actuating rod 8 to position CLOSED (ball valve 9 EL
closed) after about two minutes.
Close shut-off valve 4. DL 98.7584

Open shut-off valve 6 (vent) slowly (cleaning procedure is

finished). 5

2003 6 Wärtsilä Switzerland Ltd

RTA48T Operation 6510–1/A2

Cleaning the Turbocharger in Operation Turbocharger TPL Type

Escaping residue
The granulate is burnt by the high exhaust temperatures and expelled together with finely removed dirt.

Attention It may occur that during dry cleaning part of the blown-in solid particles escape through the chim-
ney in singed condition.

Key to Illustrations: ’F’ Position NORMAL OPERATION

’G’ Position for flush out and cleaning
’H’ Arrangement of dry cleaning plant

1 Pressure vessel 10 Cleaning pipe

14 9
10
8
12
12 3
8
7
11 13
1
2
1
6
4 EL

DL
99.7400
5 5

Gezeichnet für RTA84C

DRAWN FOR RTA84C

Wärtsilä Switzerland Ltd 7 u 2003

This page is intentionally left blank
RTA48T Operation 6545–1/A1

Auxiliary Blower and Switch Box

Auxiliary blower
The auxiliary blowers 5 driven by electric motors 6 are mounted to the upper receiver side 3. They supply air from the
receiver pre-space via suction casing into the receiver space during the start and operation at low load. Back-flow to
the receiver, of the air blown in by the auxiliary blowers, is prevented by air flaps (see also group 6420–1).

Switch box
For each auxiliary blower an electrical switch box 7 is provided and supplied by the yard.

Operating function:
(see also group 4003–2)
When local manoeuvring lever 5.03 is brought, for example, to the position RUN AHEAD, auxiliary blower 1 starts
immediately and auxiliary blower 2 starts with 5 seconds delay, provided that electric supply is switched on by the
main switch 12 (the voltage indication 8 is lit, see Fig. ’C’).
When the exhaust gas turbochargers produce a pressure of 0.45 bar in the receiver, the auxiliary blowers are cut off.
Should the scavenge air pressure sink below 0.35 bar, the auxiliary blowers are again switched on.

Key to Illustrations: ’A’ Arrangement of auxiliary blower

’B’ Auxiliary blower
’C’ Switch box

1 Auxiliary blower left hand design

2 Auxiliary blower right hand design
3 Receiver
4 Exhaust gas turbocharger
5 Blower
6 Electric motor
7 Switch box
8 Voltage indicator
9 Service indicator
10 Overload indicator
11 Lamp test
12 Main switch
13 Exhaust pipe
14 Hour counter
15 Amperage indicating instrument
16 Standstill heating indicating instrument

DS Pressure side
SS Suction side

Wärtsilä Switzerland Ltd 1 1998

6545–1/A1 Operation RTA48T

Auxiliary Blower and Switch Box

A 4 2

96.7533

B 5 6

96.7573

1998 2 Wärtsilä Switzerland Ltd

RTA48T Operation 6545–1/A1

Auxiliary Blower and Switch Box

15 14 7

16
12
8
9

89.7251a

Wärtsilä Switzerland Ltd 3 u 1998

This page is intentionally left blank
RTA48T Operation 6606–1/A1

Scavenge Air Cooler

Operating Instructions and Cleaning

General
After each exhaust gas turbocharger a scavenge air cooler (SAC for short) is installed, whose purpose is cooling the
compressed and thereby heated scavenge air before it gets to the cylinders via water separator and scavenge air
receiver. The standard cooler is a single-stage multi-pass cooler. The cooling water flows through the cooler in six
water passes in the opposite direction of the air flow. It enters the cooler at ’KE’, flows through it in various directions,
and leaves at ’KA’. The temperature difference water / scavenge air is thus distributed equally along the whole
cooler.

1. Operating instructions
As accumulated air in the cooling water system of the scavenge air cooler can lead to operating troubles on the
engine and to damage of the SAC, proper functioning of the SAC venting must be ensured.
The scavenge air cooler temperature must be checked periodically in accordance with data in group 0250–1.
Should an alarm be triggered in operation by level switch 19 for the condensate drain unit 17, it must be investigated
whether the water is condensate water or scavenge air cooling water. Should the latter be the case, then the cooler
must be dismantled and repaired (see Maintenance Manual group 6606–2).
To prevent damage to the SAC, the correct cooling water flow must be maintained in operation. The flow of cooling
water must not be throttled at partial load nor during manoeuvring.

Remark The butterfly valves at the cooling water inlet and outlet pipes must not be used for controlling the
flow rate, otherwise the water separators (plastic) could be damaged due to too high scavenge
air temperatures at higher loads.

Concerning operation with a defective scavenge air cooler, recommendations can be found in group 0550–1.
As a guide to proper functioning of the SAC, the temperature difference between scavenge air outlet and cooling
water inlet at the SAC can be taken as a basis. The two temperature values have to be checked periodically. If the
difference increases while engine load and cooling water flow remain unchanged, it is a sign of increasing fouling of
the SAC.
If the fouling is on the water side of the SAC, the scavenge air temperature increases.
If the fouling is on the air side, the pressure difference (np) of the scavenge air through the SAC increases. This
does not show the full effect of the fouling because an increased resistance also causes a reduced air throughput
from the turbocharger (pay attention to limiting values). More detailed indications for the monitoring of the SAC in
operation are given in group 0250–1.
Higher scavenge air temperature and reduced air flows both lead to increased thermal loading of the engine and to
higher exhaust gas temperatures.
Air side cleaning of the SAC can be carried out on the running engine. The water side can only be cleaned at stand-
still. The procedure on engine at standstill is described in group 6606–1 of the Maintenance Manual.

2. Air side cleaning of the SAC in service

The equipment necessary for air side cleaning of the SAC is installed on the engine (see Fig. ’A’).

Cleaning intervals
At the beginning we recommend to clean the SAC weekly. If there is no change in the pressure difference (np)
through the SAC, the cleaning interval can be increased (e.g. monthly).
Furthermore, take into account that the pressure difference may not exceed the maximum limit of 50 mbar! (see also
Maintenance Manual group 0380–1).
The degree of SAC contamination depends on a major extent on the condition of the air intake and the air suction
filter maintenance on the turbocharger.

Cleaning procedure
The cleaning should be carried out with the engine operating at partial load, i.e. below 50% load (see also instruction
panel on the engine). The air temperature after compressor (turbocharger) must not be much above 100 °C as
otherwise too much of the cleaning agent will vaporize.
Reduce the engine power to the mentioned values.
Compressed air and fresh water must be available at shut-off valves 9 and 10.

Wärtsilä Switzerland Ltd 1 7.03

6606–1/A1 Operation RTA48T

Operating Instructions and Cleaning

Open shut-off valve (vent) 11 and ball cock 12.

Slowly open shut-off valve 10, fill fresh water and add the specified quantity of cleaning fluid
(see paragraph ’Cleaning agent’) into the container 1 (max. 20 litres) through filling funnel 14.
Open shut-off valve 10 as much as to avoid a reflux of fresh water into the filling funnel.
Close ball cock 12 and shut-off valve (vent)11.
Open shut-off valve 9 and ball cock 13 on the container 1, by which the content is sprayed
through the spray nozzles 16 within about one minute.
Open ball cock 21 so that wash-water can drain away.
Close shut-off valve 9 and ball cock 13.
Open shut-off valve 11 till container 1 is vented.
Repeat the same procedure after about 10 minutes, but add no cleaning fluid. With this the
cleaning process is terminated.

Remark As dirt loosened from the cooling fins might collect in the water separator elements or in the scav-
enge air receiver 4, they must occasionally be checked and cleaned out (see Maintenance
Manual).

Cleaning agent
In principle only products from reputable firms should be utilized, their instructions concerning mixing ratio etc. have
to be followed in detail.
For in-service cleaning, only such cleaning agents which have a sufficiently high flash point may be used. The clean-
ing fluid must be diluted with fresh water in accordance with the supplier’s instructions.

Remark Detailed instructions on operation, maintenance and repair of scavenge air coolers are given in
the Instruction Leaflet issued separately by the cooler manufacturer.
It is practical to obtain these Instruction Leaflets directly from the makers. It is also possible to order such Instruction
Leaflets from the engine manufacturer or supplier. The following information must be given on request:

– Engine type and No.

– Engine supplier
– Cooler manufacturer and type
– Required language

Key to Illustrations: ’A’ Schematic arrangement of washing plant

’B’ Arrangement of washing water system on the engine

1 Container 17 Condensate drain unit

2 Air duct 18 Throttling disc
3 Scavenge air cooler 19 Level switch
4 Receiver 20 Cylinder cooling water, turbocharger and SAC drain
5 Wash-water distributing pipe 21 Ball cock
6 Compressed air distributing pipe 22 Wash-water drain pipe
7 Shut-off valve 23 Venting unit
8 Shut-off valve
9 Shut-off valve
10 Shut-off valve DL Compressed air from board system 7–8 bar
11 Shut-off valve (vent) FW Fresh water 2.5 bar
12 Ball cock KA Cooling water outlet
13 Ball cock KE Cooling water inlet
14 Filling funnel OW Drain to sludge water tank (oleiferous)
15 Distributing tube WA Drain to water drain tank
16 Spray nozzle WE Drain to bilge water tank

7.03 2 Wärtsilä Switzerland Ltd

RTA48T Operation 6606–1/A1

Operating Instructions and Cleaning

Anlage Motor
A PLANT ENGINE
8 5

FW 10

DL 14
12
7 6
11
9
1

KA
15
KE

008.961/01

Motor Anlage
ENGINE PLANT
4 3 2 16
5 8

B FW
10 6 7

14 DL
12
9
11
1
4
13

22
19 20

17
18
21
23

010.511/02
OW WE
WE WA WE

Wärtsilä Switzerland Ltd 3 u 7.03

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RTA48T Betrieb Group7

Cylinder Lubrication and Balancer Group 7

Cylinder Lubrication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7218–1/A1

Instructions Concerning Measurement of the . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7218–2/A1

Cylinder Lubricating Oil Consumption

Integrated Balancer of 2nd Order . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7722–1/A1

Wärtsilä Switzerland Ltd 1 RTA48T / OM / 1998

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RTA48T Operation 7218–1/A1

Cylinder Lubrication

1. General
The load-dependent lubrication of the pistons and cylinders as well as of the exhaust valve spindles is performed by
a separate cylinder lubricating system. The amount of cylinder lubricating oil to each lubricating point can individu-
ally be adjusted and is load-dependent controlled via the remote control system.

1.1 Cylinder lubricating oil

Under normal operating conditions a high-additive, alkaline cylinder lubricating oil is required. The alkalinity of the
lubricating oil must be chosen with regard to the sulphur content of the fuel (see group 0750–1).

1.2 Cylinder lubricating oil for running-in

For running-in we recommend the use of normal cylinder lubricating oil and refer to the respective instructions in
group 0410–1.

2. Description of the cylinder lubricating oil system

The diagram Fig. ’A’ illustrates the complete system which consists of the following components:
Daily service tank 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . (shipyard delivery)
Worm gear with electric motor 8.16 . . . . . . . . . . . . . . . . . . . (one per engine)
Cylinder lubricating pump 8.06 . . . . . . . . . . . . . . . . . . . . . . . (one for two cylinders, Fig. ’B’ and ’C’)
Sight glass indicator 8.07 . . . . . . . . . . . . . . . . . . . . . . . . . . . . (one per cylinder, Fig. ’D’)
Progressive block distributor 8.04 . . . . . . . . . . . . . . . . . . . . (two per cylinder)
Lubricating quill 8.09 with accumulator 8.08 . . . . . . . . . . . . (6+6 per cylinder)
Piston distributor 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . (one per cylinder)
The speed of the electric motor is load-dependent controlled via remote control

A
1

96.7537a
Motor Anlage
ENGINE PLANT

Wärtsilä Switzerland Ltd 1 7.03

7218–1/A1 Operation RTA48T

Cylinder Lubrication

2.1 Daily service tank (plant side)

The daily service tank 1 for the cylinder lubricating oil must be placed at a certain height above the engine, allowing
the oil to flow down via supply pipe to the cylinder lubricating pumps 8.06 by static pressure. A low level alarm (LAL)
is provided for monitoring the daily service tank 1.

2.2 Arrangement of cylinder lubricating pumps (see Fig. ’B’)

The cylinder lubricating pumps 1 are mounted on the free end of the middle platform. Depending on the number of
cylinders of the engine three to four lubricating oil pumps are required.
Cylinder lubricating pumps 1 are fitted to a common support 6 and joined at the shaft ends of the horizontal driving
shaft 5 by couplings 4 to each other.
On 5 to 6 cylinder engines worm gear 2 with electric motor 3 are positioned at one end of the horizontal driving shaft 5
to drive the cylinder lubricating pumps and the tachometer 8.
On 7 to 8 cylinder engines worm gear 2 with electric motor 3 are arranged in the center of the four cylinder lubricating
pumps 1.
11 3 1 7

96.7535

1 5 9 10 2 4 6 8

Key to Illustration ’B’

1 Cylinder lubricating pump 7 Stop cock

2 Worm gear 8 Tachometer
3 Electric motor 9 Stop cock
4 Coupling 10 Piping filter
5 Horizontal driving shaft 11 Level switch
6 Support

1998 2 Wärtsilä Switzerland Ltd

RTA48T Operation 7218–1/A1

Cylinder Lubrication

3. Cylinder lubricating pump (see Fig. ’C’)

Generally cylinder lubricating pumps 1 are of J. Vögele manufacture, having four delivery points per lubricator.
Each cylinder lubricating pump can be manually actuated by a crank 7 when the latter is pressed down. The relief
valve screwed into the vent screw 4 (relief pressure = 2 bar) protects cylinder lubricating pumps from excessive
pressure.
One cylinder lubricating pump per engine is equipped with a level switch 11 (Fig. ’B’). It triggers an alarm when the
level in the cylinder lubricating pump is too low.
A total of eight working pistons are set in motion through the vertical driving shaft 6 and a delivery cam disc. Each
piston carries out two strokes per revolution of the vertical driving shaft 6. For each piston there is a stroke adjusting
screw 5 at hand for the purpose of adjusting the piston stroke. With these stroke adjusting screws 5, the required
feed rate of the lubricating oil for each outlet point 8 can be determined (see also paragraph 6).

Remark Individual outlet points are not utilized for odd number of cylinders and the oil is lead back in the
pump housing. This is achieved by removing the respective rupture disks and closing the outlet
points that are not required.

C
9

2
6

5
5

3 4
96.7539

Key to Illustration: ’C’

1 Cylinder lubricating pump 6 Vertical driving shaft

2 Horizontal driving shaft 7 Crank
3 Screw plug 8 Outlet point
4 Venting screw with relief valve 9 Proximity switch
5 (Stroke) Adjusting screw

Wärtsilä Switzerland Ltd 3 1998

7218–1/A1 Operation RTA48T

Cylinder Lubrication

3.1 Cylinder lubricating oil flow monitoring (see Fig. ’D’)

The oil flow to the upper and the lower row is monitored visually and electrically by the sight glass indicators 1. They
are screwed onto the cylinder lubricating pumps. Only the upper connection ’OA’ belonging to the upper row of lubri-
cating grooves is generally monitored.

Function
In operation the steel balls 3 are lifted during oil discharge and held in suspension. The proximity switch 4 will be
activated by the slowly sinking steel ball in the sight glasses if the oil flow is interrupted. A signal for ALARM and
SLOW DOWN will then be released by sensor amplifier 8.03.
From the sight glass indicator the lubricating oil reaches the respective progressive block distributors 8.04 through
non-return valves 7.
Screw plug 8 can be slightly loosened to check whether pressurized oil is present at sight glass indicator 1: If oil flows
out i.e. cylinder lubricating pump delivers.

Attention Do not unscrew screw plug 8 completely as the cylinder lubricating pump delivers in pulses.

I
D
I-I OB OA OB OA

2
1
3
2
8
6

96.7554

I
4 5 OE 9

Key to Illustration: ’D’

1 Flow monitoring device 8 Screw plug

2 Plexiglass element 9 Cylinder lubricating pump
3 Steel ball
4 Proximity switch OE Oil from the delivery pistons
5 Rupture disc OA Oil outlet to upper row of lubricating grooves
6 Spare rupture disc OB Oil outlet to lower row of lubricating grooves
7 Non-return valve

1998 4 Wärtsilä Switzerland Ltd

RTA48T Operation 7218–1/A1

Cylinder Lubrication

4. Progressive block distributor

Two progressive block distributors 8.04 per cylinder are installed, one for the upper and one for the lower row.
These components distribute the oil (dosing rate at each outlet 0.23 cm3) delivered by the cylinder lubricating pump
by force and equally to the six lubricating quills in the liner. The progressive block distributors are fixed on the sup-
porting ring of the cylinder liner.
4.1 Lubrication of the exhaust valve spindles
For every cylinder a piston distributor 2 with two outlets is arranged in cylinder oil piping after the progressive block
distributor 8.04 of the lower level (row of lubrication grooves). Part of the oil of a lubricating quill is delivered by lu-
brication piping to lubricate the valve spindle guide over this piston distributor (see Fig. ’A’).
5. Lubricating quill with accumulator
The mode of operation of the lubricating quill with accumulator is described in group 2136–1.
6. Control system
The engine control system (remote control) will be connected to the engine via DENIS–6 (Diesel ENgine Interface
Specification). The cylinder lubrication control is integrated in this engine control system. The lubrication is load-de-
pendent. The necessary load signal is initiated by the load indicator transmitters (group 9240–1).
6.1 Cylinder oil feed rate for upper and lower level
The basic adjustment of the relative feed rate of lubrication for a 100% engine output and of its distribution percent-
age in the upper and lower lubrication levels can be chosen with the help of the revolutions of the electric motor and
the stroke adjusting screw (see diagram ’A’ in group 7218–2).

Remark Since the conveying feed rate from two pistons ends up in one outlet, the stroke adjustment
should be carried out by pairs on the stroke adjusting screws of the same number (see Fig. ’C’).
The maximum effective stroke of a piston is 6.5 mm.
One revolution of the stroke adjusting screw corresponds to an effective stroke change of 1 mm.
The adjusting range (effective stroke of the piston) of the stroke adjusting screw is limited to 4.5
rotations starting from the maximum position (turning the stroke adjusting screw anti–clockwise
till the limit stop, see diagram ’A’ in group 7218–2). Adjustments under 2 mm for effective stroke
of the piston are to be avoided, because no exact conveying feed rate can be achieved in this
adjusting range.
6.2 Adjusting the feed rate of lubricating oil
The total feed rate of the lubricating oil is determined by the horizontal driving shaft of the cylinder lubricating pump,
as well as by the adjustment of the frequency of the frequency converter in the remote control and thereby the num-
ber of revolutions of the electric motor.
To regulate a specific feed rate of lubricating oil, the following has to be carried out at the remote control:
The number of revolutions of the horizontal driving shaft of the cylinder lubricating pump must be adjusted for
the specific feed rate of lubrication at 100% engine output. The specific feed rate of lubricating oil amounts 1.56
g/kWh for the shown example (see diagram ’A’ in group 7218–2).
The regulation of the feed rate of lubricating oil should ideally ensue with a pump revolution factor of 1.00 i.e. the
adjusted frequency of the frequency converter shall correspond to the nominal frequency of the board’s net-
work at 100% engine output. Thus it is guaranteed, in case of failure of the normal cylinder lubrication and by
automatic switching over into emergency lubrication mode, the feed rate of lubricating oil can be held at the
100% engine output value for the whole load range.

Remark Being in emergency lubrication mode and having a pump revolution factor of <1.00 leads to ex-
cessive lubrication of the cylinders, also in the upper load range. In emergency lubrication mode
excessive lubrication occurs in the part-load range in any case.

Attention Being in emergency lubrication mode and having a pump revolution factor of >1.00 causes defi-
cient lubrication of the cylinders in the upper load range. A pump revolution factor of >1.15 should
not be exceeded for run-in engines.

Wärtsilä Switzerland Ltd 5 12.98

7218–1/A1 Operation RTA48T

Cylinder Lubrication

6.3 Adjusting of the load-dependent cylinder lubrication

The specific oil feed rate increases with decreasing engine load, i.e. at 20% engine load the specific cylinder oil
amount will then also be 25% more than at 100% engine load.
The desired increase in the specific oil amount can be programmed in the control unit and should be done only by
authorized technical personnel.

g/kWh
4.0

3.5

3.0

2.5

2.0
Feed rate

1.5

1.0

0.5

0
0 20 50 75 100 96.7555

Engine load

Below 20% engine load, the oil feed rate is not reduced anymore, i.e. the speed of the electric motor remains
constant.
During a sudden load increase or load fluctuation of the engine the cylinder lub. oil flow rate will be increased auto-
matically above normal. The input signal for the oil increase is initiated by the load indicator transmitter.

7. Pre and post-lubrication

The pre and post lubrication is switched-on in the control room by the illuminated push button PRE/POST-LU-
BRICATION and produces an automatic lubricating process of about 10 min. duration. This is the time needed for
the turning gear to turn the engine by one revolution. By re-activating this push button during this time the lubrication
process is interrupted.

8. Emergency lubrication
The emergency control system for the cylinder lubrication is automatically started when the normal cylinder lubrica-
tion control fails. The regulating of load-dependent feed rate of lubricating oil is now no longer effective, i.e. indepen-
dent of the engine output, the remote control supplies the electric motor with its nominal frequency so that the feed
rate of lubricating oil is held constant at the value for 100% engine output over the whole load range.
This emergency control system can also be started manually.

Attention The emergency control system should be switched-on from time to time to check its operational
readiness.

1998 6 Wärtsilä Switzerland Ltd

RTA48T Operation 7218–1/A1

Cylinder Lubrication

9 Feed rate of lubricating oil for running-in

Individual cylinder . . . The stroke adjusting screws at the corresponding cylinder lubricating pumps are to be
adjusted such that the result is the desired feed rate of running-in oil (see group 0410–1
and diagram ’A’, group 7218–2).

All cylinders . . . . . . . . . There are two possibilities for the running-in phase:
Constant cylinder lubrication, i.e. the feed rate of lubricating oil remains constant over the whole load range like
at 100% engine output.
The pump revolution factor should be increased so far that the desired feed rate of lubricating oil for running-in
at full load is reached. For part load, the lubrication is load-dependent.
The adjustments for these two possibilities are undertaken at the remote control for the whole engine.
During the running-in phase the pump revolution factor may be chosen to be larger than 1.15. Attention must be paid
to the fact that in this phase and by changing into the emergency lubrication mode there will be insufficient lubrication
in the upper load range. In this case the output of the engine must be reduced.

Wärtsilä Switzerland Ltd 7 u 7.03

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RTA48T Operation 7218–2/A1

Instructions Concerning Measurement of the Cylinder Lubricating Oil Consumption

1. Determination of the actual cylinder lubricating oil consumption

Basically the cylinder lubricating oil consumption can be measured at any engine power output.
As the engine is equipped with a load-dependent cylinder lubricating oil control system, care should be taken that
during the measurement the engine speed and power are kept as constant as possible.
In some installations a small graduated measuring tank is provided, permitting accurate measuring in a short time.
Otherwise the daily service tank must be equipped with a level indicator with a calibrated graduation, on which the
tank volume can be read accurately.
In order to determine the actual cylinder lubricating oil consumption, the exact time must be recorded at the start and
end of the measurement.
The consumed oil quantity is read off the graduation on the level gauge in litres (litres x density = weight of oil in kg).
In order to calculate the specific cylinder lubricating oil consumption, the power output during the test must be
known. This output can be established:
a) from the curve load indicator position x engine speed (LI x rpm). See acceptance records. However, the curve
corresponds with the engine running on diesel oil. This should be taken into consideration when the engine is
running on heavy fuel oil.
b) by a shaft torsion dynamometer.

The calculation of the specific cylinder lubricating oil consumption follows:

for a)+b): Spec. cylinder lubricating oil consumption = 1000 x G g/kWh [g/BHPh]
P
G = Cylinder lubricating oil consumption in kg/h
P = Effective engine power output in kW [HP] derived from the curve LI x rpm or with the torsion
dynamometer.

2. Determination of the theoretical cylinder lubricating oil consumption

The rated cylinder lubricating oil consumption can be determined from the following indications and the diagram ’A’:
– Load indicator position and engine speed (LI x rpm).
– Position of the adjusting screws on the cylinder lubricating pumps.
– Speed of the horizontal driving shaft of the cylinder lubricating pumps (read off the tachometer).
– Engine output per cylinder.

2.1 Determination of the specific cylinder lubricating oil consumption from diagram ’A’
– With a fixed number of revolutions of the horizontal driving shaft of the cylinder lubricating pump at 240 rpm,
both the characteristic lines, position ’X’ of the stroke adjusting screw (for the upper lubrication groove row X = 3
and for the lower lubrication groove row X = 7) are to be intersected by a line drawn vertically.

Remark The number of revolutions of the stroke adjusting screw are always true for two stroke adjusting
screws having the same number. The stroke adjustment is to be carried out in pairs. E.g. by ad-
justing of a total of 5 turns (revolutions), the 1st screw must be adjsuted by 2.5 turns, and the
the 2nd screw by 2.5 turns.
In a normal case, the setting dimension ’X’ (number of screw revolutions) should be set equally
for all the cylinder lubricating pumps for the upper, respectively for the lower lubrication levels.
– Both the horizontal lines meet the output line 1360 kW/cyl.
– In conformity with these intersections, the specific consumption quantities for the upper (1.04) and lower (0.52)
lubricating level are determined.
– From this results a total lube oil feed rate 1.04 + 0.52 = 1.56 g/kWh

Wärtsilä Switzerland Ltd 1 12.98

7218–2/A1 Operation RTA48T

Instructions Concerning Measurement of the Cylinder Lubricating Oil Consumption

3. Recommended cylinder lubricating oil feed rate

We recommend reducing the cylinder lubricating oil feed rate in steps after completion of the running-in period (see
group 0410–1).
This value is relative to the nominal output at nominal speed. The value so set remains – due to the load-dependent
cylinder lubricator control – approximately constant over a wide power output range relative to the engine service
power in operation.
Experience gained from evaluating the running surfaces of pistons, piston rings and cylinder liners, will determine
what cylinder lubricating oil quantity is most economical for a given engine.
When information is given to us about the consumption of cylinder lubricant, it should always be related to litre or kg
per hour or per 24 hours, indicating at the same time (as far as known):
– Engine type and number of cylinders
– Engine speed
– Load indicator position
– Position of the (stroke) adjusting screws in the cylinder lubricating pumps
– Speed of the horizontal driving shaft of the cylinder lubricating pumps
– Engine output during the measurement
– Description of the lubricating oil used
– Specification of the fuel oil
– Fuel oil consumption in metric tons per 24 hours

12.98 2 Wärtsilä Switzerland Ltd

RTA48T Operation 7218–2/A1

Instructions Concerning Measurement of the Cylinder Lubricating Oil Consumption

96.7599a

Wärtsilä Switzerland Ltd 3 u 12.98

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RTA48T Operation 7722–1/A1

Balancer of 2nd Order

Balancers may be fitted for the compensation of free second order moments in the 5 and 6 cylinder engine. Two
compensating shafts (gear wheels with balance weights) have been fitted at the driving end parallel to the camshaft
drive. A balancer gearing with compensating shafts, driven by an electric motor (ELBA), has been provided on the
end column at the free end (see Fig. ’A’).

Integrated balancer in the camshaft gear drive (see Fig. ’B’)

On the integrated balancer, the lower compensating shaft 3 is driven by gear wheel 2 on the crankshaft 1 and the
upper compensating shaft 4 by the gear wheel from the lower compensating shaft. Both turn at twice the engine
speed in opposite directions. The horizontal centrifugal forces cancel each other out whereas the vertical ones are
added. This means that a vertical oscillating force is produced which acts twice upwards and twice downwards for
each revolution of the engine.
The gear wheels are lubricated with bearing oil ’OE’ which is sprayed through nozzles 18.

Attention It is important to note that after completing removal or maintenance work on the balancer the
positions of the balance weights 5 must again correspond exactly with the indications in the
Maintenance Manual (group 7722–1). Incorrect positions of the balance weights 5 with respect
to crank No. 1 can result in increased vibrations.

Electrical balancer (ELBA) at the free end (see Fig. ’C’)

In the housing, two counter-rotating compensating shafts 3a and 4a are turning at twice the engine speed. The hori-
zontal centrifugal components of the two balance weights cancel each other out, whereas the vertical ones are
added. An oscillating vertical force is produced in the housing which acts twice upwards and twice downwards for
each revolution of the engine.
The balancing forces are transmitted by both compensating shafts via two spherical roller bearings 21, and a fixed
shaft each to the housing 22.
The compensating shafts are driven by the electric motor 10 via a two-stage gear (gear wheels 12 and 13).
The electric motor 10 is electronically controlled via a converter. The converter, the control system, and the safety
devices are located in a separate electric box in the control room. The control unit registers the speed, the T.D.C.
position of the engine and that of the balancer (by means of pick-ups). It regulates and controls the balancer auto-
matically (see separate accompanying manual).
The lubrication system of the electrical balancer with its own oil filter 23 is connected to the low-pressure oil system
of the engine. Inside the housing the lubricating oil ‘OE’ is carried to the bearings of the compensating shafts and to
the spray nozzles 26. The surplus oil flows back to the engine crankcase via oil return ‘OR’.

Remark The oil pressure as well as the pressure difference of the oil filter 23 (soiling of the cartridge) are
monitored electrically and indicated by an alarm in case of inadmissible divergences (see sepa-
rate manual). They can also be checked visually at the pressure gauge 28 or on the pressure
difference indicator of oil filter 23.

Failure of the ELBA

The engine can be operated even if the ELBA breaks down. However, there may be increased 2nd order vibrations
in the ship’s hull at certain speeds.

Remark The oil supply must not be interrupted.

Measures to be taken in case of troubles or damages to:

– Electric motor*, control system*, or gear wheels Set the monitoring switch at the electric box to OFF
(do not switch off the main switch in the electric box).
* give report to WCH (see separate manual)

Wärtsilä Switzerland Ltd 1 7.03

7722–1/A1 Operation RTA48T

Balancer of 2nd Order

Further information is provided in groups 7722–1 and 7734–1 of the Maintenance Manual:
– Removal and fitting of the compensating shafts.
– Dismantling and assembling of the ELBA.
– Checking.
– Admissible wear.

Key to Illustrations: ’A’ Schematic representation

’B’ Arrangement of integrated balancer
’C’ Arrangement of electrical balancer (ELBA)

1 Crankshaft 18 Spray nozzle

2 Gear wheel on crankshaft 19 Lube oil distributing pipe
3, 3a Lower compensating shaft 20 Gear wheel
4, 4a Upper compensating shaft 21 Spherical roller bearing
5, 5a Balance weight 22 Housing
6 Lower intermediate wheel 23 Oil filter
7 Upper intermediate wheel 24 Ball cock
8 Camshaft driving wheel 25 Oil pipe
9 Camshaft 26 Spray nozzle
10 Electric motor 27 Pressure switch
11 Driving gear wheel (electric motor) 28 Pressure gauge
12 Gear wheel 29 Speed transmitter (pick-up)
two-stage gear
13 Gear wheel 30 Terminal box
14 Shaft 31 Column
15 Spherical roller bearing
16 Grooved ball bearing OE Oil inlet
17 Gear wheel OR Oil return

9
8 4a
12
13
10 5a
7

4 3a

6 5

2 5a
1
3
5
96.7670 98.7622

12.98 2 Wärtsilä Switzerland Ltd

RTA48T Operation 7722–1/A1

Balancer of 2nd Order

B
I-I

II
II - II
8
7
I

OE
19

6
4

18
5
18

98.7608

18
II
2

Wärtsilä Switzerland Ltd 3 12.98

7722–1/A1 Operation RTA48T

Balancer of 2nd Order

C
I-I
21 I

22
31
26
17 II 26
II
21
4a 25

26
5a

28
21 24
3a
27

20
5a 98.7499a

I
98.7615 29 OR 30 23 OE

II - II

11 12 16 13 17

21
10
4a
98.7614

14 15

12.98 4 u Wärtsilä Switzerland Ltd

RTA48T Betrieb Group8

Piping Systems Group 8

o Lubricating Oil System

o Cooling Water System

Starting Air Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8018–1/A1

Fuel Oil System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8019–1/A1

Drainage System and Wash-water Piping System . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8345–1/A1

Wärtsilä Switzerland Ltd 1 RTA48T / OM / 7.03

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RTA48T Operation 8016–1/A1

Lubricating Oil System

Turbocharger VTR Type

The oil necessary for the engine lubrication (with the exception of cylinder and exhaust valve spindle lubrication) is
raised by pump 1 to the bearing oil pressure and by crosshead lubricating oil pump 4 to the required pressure for the
crosshead lubrication (for pressure values see group 0250–1).
The oil distribution to the various lubricating points is shown on the following schematic lubricating oil diagram.
The cylinder and exhaust valve spindle lubrication is described in group 7218–1.

Bearing oil system (Fig. ’A’)

Bearing oil is also used to cool the piston 12 via a toggle lever 15 at an operating pressure of 3.6–5.0 bar. The bear-
ing oil and crosshead lubricating oil systems are interconnected through a non-return valve 6.
The integrated axial damper 8, and if there is a vibration damper 41, as well as an electrical balancer 30 built-on at
the free end, are supplied and cooled with bearing oil.
Should the crosshead lubricating oil pump 4 fail, then the crosshead lubricating oil system is supplied with bearing oil
pressure. Under such conditions the engine can only be operated at reduced load (Load Indicator Position, LIP
max. 4.5).

Crosshead lubricating oil system (Fig. ’B’)

The operating pressure of the crosshead bearing oil is 10–12 bar.
Oil for actuator pumps 16 to the exhaust valve control passes from the crosshead lubricating oil system through an
air separator 34. For actuating the exhaust valves, the oil pressure is raised to about 160 bar by actuator pumps 16.
The lubrication of the crosshead pins 14 and the bottom end bearings 13 to the connecting rods is effected through
toggle levers 15.
The reversing servomotors are actuated by crosshead lubricating oil.
The arrangement of pumps, filters, heat exchangers, etc. is shown on the plant diagram which is supplied separately
from the engine documentation.

Key to Illustrations: ’A’ Bearing oil system

’B’ Crosshead lubricating oil system

1 Oil pump 26 Reversing servomotor

2 Oil filter 27 Bearing for lower intermediate gear wheel
3 Oil cooler 28 Spray nozzles
4 Crosshead lubricating oil pump 29 Balancer at driving end
5 Oil distributor main fuel pump side (only for 5 and 6 cylinder engines)
6 Non-return valve 30 Electrical balancer at free end
7 Oil distributor main for crosshead lubrication (only for 5 and 6 cylinder engines)
8 Axial damper 31 Axial damper monitoring
9 Main bearing 32 Dirty oil collector main from piston underside
10 Oil inlet to main bearing 33 Dirty oil collector main from piston rod gland
11 Thrust bearing 34 Air separator
12 Piston 35 Exhaust valve control
13 Bottom end bearing (crankpin) 36 Hydraulic pipe to exhaust valve
14 Crosshead pin 37 Oil distribution for actuator pump
15 Toggle lever for piston cooling and 38 Leakage pipe from exhaust valve
crosshead lubrication 39 Shut-off valve
16 Actuator pump 40 Throttling disc
17 Fuel injection pump 41 Vibration damper
18 Gear for WOODWARD governor
19 Bearing housing
20 Camshaft bearing OE from oil drain tank
21 Starting air distributor OA to oil drain tank
22 Tacho generator AL Drains
23 Rotation safeguard LO Bearing oil
24 Valve group B for governor and air cylinder KO Crosshead lubricating oil
25 Bearing for upper intermediate gear wheel HO Hydraulic oil

Wärtsilä Switzerland Ltd 1 7.03

8016–1/A1 Operation RTA48T

Lubricating Oil System Turbocharger VTR Type

A Anlage Motor 12 32 33 16 17
PLANT ENGINE
18
14 19
20
7 15
21
6 22
30
4 23
24
28
25
28
27
5 13 28
2
31
3 41 8

DRIVING END
Antriebsseite
Freies Ende
FREE END

2
OE
OA OA
40 9 10 11

Ansicht von Antriebsseite

VIEW FROM DRIVING END

96.7602b

7.03 2 Wärtsilä Switzerland Ltd

RTA48T Operation 8016–1/A1

Lubricating Oil System Turbocharger VTR Type

B
37 38 36 35

Anlage Motor
PLANT ENGINE 39
16

18
19
34 14 20
7 15 21
22
6 23
24
4 26
5

DRIVING END
Antriebsseite
Freies Ende
FREE END

1
96.7612
2 OA OA
OE
9 11

Wärtsilä Switzerland Ltd 3 u 7.03

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RTA48T Operation 8016–1/A2

Lubricating Oil System

Turbocharger TPL Type

Bearing and turbocharger oil system (Fig. ’A’)

Bearing oil is also used to cool the piston 12 via a toggle lever 15 at an operating pressure of 3.6–5.0 bar. The bear-
ing and crosshead lubricating oil systems are interconnected through a non-return valve 6.
Bearing oil is supplied to the turbocharger 42 through the oil inlet pipe 41 via the oil distributor main 5 on fuel side.
The oil is returned via the vent tank 43 (air separator integrated in the turbocharger support) and the outlet pipe 44
back to the column.
The integrated axial damper 8, and if there is a vibration damper 40, as well as an electrical balancer 29 built-on at
the free end (only for 5 and 6 cylinder engines), are supplied and cooled with bearing oil.
Should the crosshead lubricating oil pump 4 fail, then the crosshead lubricating oil system is supplied with bearing oil
pressure. Under such conditions the engine can only be operated at reduced load (Load Indicator Position, LIP
max. 4.5).

Crosshead lubricating oil system (Fig. ’B’)

The operating pressure of the crosshead lubricating oil is 10–12 bar.
The oil supply for the actuator pumps 16 to the exhaust valve control 34 passes from the crosshead lubricating oil
system through an air separator 33. For actuating the exhaust valves, the oil pressure is raised to about 160 bar by
the actuator pumps 16.
The lubrication of the crosshead pins 14 and bottom end bearings 13 to the connecting rods is effected through the
toggle levers 15.
The reversing servomotors on the camshaft are actuated by crosshead lubricating oil.
The arrangement of pumps, filters, heat exchangers, etc. is shown on the plant diagram which is supplied separately
from the engine documentation.

Wärtsilä Switzerland Ltd 1 2003

8016–1/A2 Operation RTA48T

Lubricating Oil System Turbocharger TPL Type

Key to Illustrations: ’A’ Bearing and turbocharger oil system

’B’ Crosshead lubricating oil system

1 Oil pump 29 Electrical balancer at free end

2 Oil filter (only for 5 and 6 cylinder engines)
3 Oil cooler 30 Axial damper monitoring
4 Crosshead lubricating oil pump 31 Dirty oil collector main from piston underside
5 Oil distributor main fuel side 32 Dirty oil collector main from piston rod gland
6 Non-return valve 33 Air separator
7 Oil distributor main for crosshead lubrication 34 Exhaust valve control
8 Axial damper 35 Hydraulic pipe to exhaust valve
9 Main bearing 36 Oil distribution for actuator pump
10 Oil inlet to main bearing 37 Leakage pipe from exhaust valve
11 Thrust bearing 38 Shut-off valve
12 Piston 39 Throttling disc
13 Bottom end bearing (crankpin) 40 Vibration damper
14 Crosshead pin 41 Oil inlet pipe
15 Toggle lever for piston cooling and 42 Turbocharger
crosshead lubrication 43 Vent tank
16 Actuator pump 44 Outlet pipe
17 Injection pump
18 Bearing housing
19 Camshaft bearing
20 Starting air distributor
21 Tacho generator
22 Rotation safeguard AL Drains
23 Valve group B rotation direction safeguard EL Vent
24 Bearing for upper intermediate gear wheel HO Hydraulic oil
25 Reversing servomotor KO Crosshead lubricating oil
26 Bearing for lower intermediate gear wheel LO Bearing oil
27 Spray nozzles OA to oil drain tank
28 Balancer at driving end OE from oil drain tank
(only for 5 and 6 cylinder engines) TR Turbocharger oil return

2003 2 Wärtsilä Switzerland Ltd

RTA48T Operation 8016–1/A2

Lubricating Oil System Turbocharger TPL Type

42
A

EL
Anlage Motor
39
PLANT ENGINE 43 44

17
TR 18
12
19

31 20
41 21
29
15 22
23
27
32 24
27
26
5 27
13
2 30

DRIVING END
Antriebsseite
40 8
3

1
Freies Ende
FREE END

2
011.038/03
OE
OA OA
39 9 10 11
Ansicht von Antriebsseite
VIEW FROM DRIVING END

002.765/98

Wärtsilä Switzerland Ltd 3 2003

8016–1/A2 Operation RTA48T

Lubricating Oil System Turbocharger TPL Type

B
36 37 35 34

Anlage Motor 38
PLANT ENGINE 16

18
33 19

7 20
21
6 14 22
15 23
4 25
5

DRIVING END
Antriebsseite
Freies Ende
FREE END

1
002.764/98
2 OA OA
OE
9 11

2003 4 u Wärtsilä Switzerland Ltd

RTA48T Operation 8017–1/A1

Cooling Water System

Turbocharger VTR Type

The schematic diagram shows the cylinder cooling water system on the engine. The arrangement of pumps, cool-
ers, fresh water generator, heater, expansion tank, valves and throttling discs for flow control etc. are found in the
separate documentation for the plant layout (shipyard side). Also the layouts of raw water (sea-water) for the charge
air, lubricating oil and jacket cooling water coolers are shown in the layout diagram.

Remark Automatic temperature control:

In order to avoid undue tensions in the combustion chamber components, such as cylinder liners
and cylinder covers, the cooling water outlet temperature must be maintained under all load
conditions as steady as possible; max. admissible temperature fluctuations are:
at constant load: ±2 C
during load changes (transient conditions): ±4 C
The cooling water system is a closed circuit, which, connected to an expansion tank, is subject to a static pressure.
The cooling of cylinder liners, cylinder covers, exhaust valve cages and turbochargers is effected by treated cooling
water.
The cooling water must be treated with an approved cooling water inhibitor to prevent corrosive attack, sludge
formation and scale deposits in the system (see instructions in group 0760–1).
The cooling water pump delivers cooling water, via the distributing pipe 1 arranged on the exhaust side, to the vari-
ous cylinders, where it flows successively through cylinder liner 3, water guide jacket 4, cylinder cover 5 and exhaust
valve cage 6. With shut-off valves 9 and 16 the cylinders can be separated individually from the cooling water system
and drained. At the end of the outlet collector main 10 air separator 11 is connected to the expansion tank by a vent
piping providing continual venting of the system.
The water flows from the air separator 11 via a temperature regulating valve to the cooler and back to the pump. The
suction side of the pump is joined to the expansion tank by a balance pipe. This balance pipe ensures the static
pressure and also compensates any water losses and water expansion.
A throttling disc 8 is fitted in the outlet piping of each cylinder and dimensioned to let pass a certain flow of cooling
water through the cylinder. The operating pressure can be adjusted in the system with throttling disc 12 in the outlet
piping after the air separator.
In order to bring the cooling water to operating temperature even before the engine has started a cooling water
heater is installed in the plant.
The cooling water for turbocharger 7 is branched off from the distributing pipe 1, flows through the turbine housings
and back into the outlet collecting main. Therefore, the cooling water for the turbochargers is led parallel to the cool-
ing water for the cylinder liners. The water flow through the turbocharger is determined by throttling discs 13 fitted
into the water outlets. The individual water outlets are combined in a collecting main and then let to the outlet collect-
ing main of the cylinder cooling water via a further throttling disc 14. From here the cooling water flows to the air
separator 11.

Attention Should the engine be taken out of operation for a longer period of time, please consider when
frost threatens that the cooling water system must be drained. Thereby it must be kept in mind
that it is chemically treated water which must be decontaminated in accordance with local laws or
rulings. For the new filling the instructions for water treatment must be observed.

With regard to pressures, temperature ranges, alarm and safety setting points please refer to group 0250–1.

Wärtsilä Switzerland Ltd 1 7.03

8017–1/A1 Operation RTA48T

Cooling Water System Turbocharger VTR Type

EL
13 15 14 13 10

12
7
WA

15 17

9
6 17 8

Motor Anlage
ENGINE PLANT
5
4
3
1
2
WE

16 9
18

KW
ZE
EL
010.524/02

Key to diagram

1 Distributing pipe 13 Throttling disc, individual outlet TC

2 Support ring 14 Throttling orifice, outlet collector main TC
3 Cylinder liner 15 Shut-off valve at TC
4 Water guide jacket 16 Shut-off valve for draining
5 Cylinder cover 17 Vent pipe
6 Exhaust valve cage 18 Cylinder block
7 Exhaust gas turbocharger
8 Throttling disc, cylinder outlet EL Vent
9 Shut-off valve at cylinder KW Cooling water
10 Outlet collecting main WA Cooling water outlet
11 Air separator WE Cooling water inlet
12 Throttling disc, water outlet ZE Cylinder drain

7.03 2 u Wärtsilä Switzerland Ltd

RTA48T Operation 8017–1/A2

Cooling Water System

Turbocharger TPL Type

Remark Automatic temperature control:

In order to avoid undue tensions in the combustion chamber components, such as cylinder liners
and cylinder covers, the cooling water outlet temperature must be maintained under all load
conditions as steady as possible; max. admissible temperature fluctuations are:
at constant load: ±2 C
during load changes (transient conditions): ±4 C
The cooling water system is a closed circuit, which, connected to an expansion tank, is subject to a static pressure.
The cooling of cylinder liners, cylinder covers and exhaust valve cages is effected by treated cooling water.
The cooling water must be treated with an approved cooling water inhibitor to prevent corrosive attack, sludge
formation and scale deposits in the system (see instructions in group 0760–1).
The cooling water pump delivers cooling water, via the distributing pipe 1 arranged on the exhaust side, to the vari-
ous cylinders, where it flows successively through cylinder liner 3, water guide jacket 4, cylinder cover 5 and exhaust
valve cage 6. With shut-off valves 8 and 12 the cylinders can be separated individually from the cooling water system
and drained. At the end of the outlet collector main 9 air separator 10 is connected to the expansion tank by a vent
piping providing continual venting of the system.
The water flows from the air separator 10 via a temperature regulating valve to the cooler and back to the pump. The
suction side of the pump is joined to the expansion tank by a balance pipe. This balance pipe ensures the static
pressure and also compensates any water losses and water expansion.
A throttling disc 7 is fitted in the outlet piping of each cylinder and dimensioned to let pass a certain flow of cooling
water through the cylinder. The operating pressure can be adjusted in the system with throttling disc 11 in the outlet
piping after the air separator.
In order to bring the cooling water to operating temperature even before the engine has started a cooling water
heater is installed in the plant.

With regard to pressures, temperature ranges, alarm and safety setting points please refer to group 0250–1.

Wärtsilä Switzerland Ltd 1 2003

8017–1/A2 Operation RTA48T

Cooling Water System Turbocharger TPL Type

EL
9

11
13

13
Motor Anlage
ENGINE PLANT
7
6 8

5
4
3

2
1

14 ZE

KW
ZE
011.003/03
EL
12 8

Key to diagram:

1 Distributing pipe 11 Throttling disc, water outlet

2 Support ring 12 Shut-off valve for draining
3 Cylinder liner 13 Vent pipe
4 Water guide jacket 14 Cylinder block
5 Cylinder cover
6 Exhaust valve cage EL Vent
7 Throttling disc, cylinder outlet KW Cooling water
8 Shut-off valve at cylinder WA Cooling water outlet
9 Outlet collecting main WE Cooling water inlet
10 Air separator ZE Cylinder drain

2003 2 u Wärtsilä Switzerland Ltd

RTA48T Operation 8018–1/A1

Starting Air Diagram

The piping arrangement of the starting air system is shown on the schematic diagram.
The control air required for the control of the engine is supplied by the control air supply unit 6 and control air bottle 5.
The correlation with the engine control is depicted in engine control diagram group 4003–2 and 4003–3.
The compressed air used should be as clean and dry as possible.
From time to time, but, in every case before starting the engine, the starting air system must be cleared of con-
densed water by opening the drain valves.

Key to diagram:

1 Shut-off valve for starting air

2 Non return valve
3 Control valve
4 Safety valve
5 Air bottles for control air supply unit A
6 Control air supply unit A
7 Exhaust valve cage
8 Starting valve
9 Cylinder head
10 Flame arrester
11 Starting air distributor
12 Start cut-off valve
13 Pneumatic logic unit
14 Turning gear
15 Blocking valve on turning gear
16 Venting valve on turning gear

SB To start booster
LE Control air (board supply)
SL Starting air inlet for stand-by and safety control air
LM Control air and safety control air
EW Vent and drain
AZ Starting air inlet
AL Starting air
LF Air spring air supply
QT Parts delivered by qualified suppliers in compliance with the
requirements of the corresponding classification society.

Wärtsilä Switzerland Ltd 1 1998

8018–1/A1 Operation RTA48T

Starting Air Diagram

7
8
9 12

1 EW

2
3 10 11

4 EW
AZ
SB

LM
5
LE

96.7563

6 16 14 15
AL
LE
LF

1998 2 u Wärtsilä Switzerland Ltd

RTA48T Operation 8019–1/A1

Fuel Oil System

The fuel oil is delivered via supply pipe 1 to the injection pumps 4 by a booster pump installed in the plant. The deliv-
ered fuel quantity is considerably greater than actually required by the engine. The specified booster pressure is
adjusted by pressure retaining valve 8. The surplus fuel is led back to the system via return pipe 2.
For heavy fuel operation the pre-heating as well as keeping warm during a short engine stop must be absolutely
assured.
For this reason all pipes up to the fuel distributors 6 on the cylinder heads are provided with heating pipes and insu-
lated accordingly.
For reasons of safety all high pressure pipes 3 and 3a are equipped with a metallic hose 15 and 15a.

Attention Shut-off valve 11 and 11a must be open and locked during operation and pre-heating of the fuel
system.

Setting the pressure retaining valve

The setting values of the fuel pressure have to be adjusted in accordance with indications in group 0250–1 for ’inlet
of injection pump’ and ’injection pump return’ (after pressure retaining valve).
The pressure to be adjusted on the pressure gauge 9 before the retaining valve is raised when the valve handwheel
is turned in a clockwise direction (+) and vice versa lowered (–). For this the retaining pin must engage with the disc
below the handwheel at the respective position.

Key to diagram:

1 Fuel supply pipe BV Fuel from booster pump

2 Fuel return pipe BR Return pipe
3, 3a High pressure pipe HD High pressure piping system
4 Injection pump BL Fuel piping system
5 Injection valve LB Fuel leakage pipe
6 Fuel distributor
7 Priming valve Remark Valves and connecting parts may only be
8 Pressure retaining valve delivered by qualified suppliers in
9, 9a Pressure gauge compliance with the requirements of the
10 Relief valve (in injection pump) corresponding classification society
11, 11a Shut-off valve for fuel supply/return pipe
12, 12a Vent screw
13 Fuel leakage pipe
14 Fuel leakage from the injection valves
15, 15a Metallic hose
16 Fuel leakage collecting pipe
17 Casing for fuel piping
18 Fuel leakage monitoring
19 Fuel leakage pipe from the injection pumps

Wärtsilä Switzerland Ltd 1 3.00

8019–1/A1 Operation RTA48T

Fuel Oil System

ENGINE
PLANT
Anlage

Motor

3 6 7 15a 15

BR 3a 17
12a 3a
BV 11 11a
12
2 1 8

96.7569a

13 16 10 4 19 18

HD
BL
LB

3.00 2 u Wärtsilä Switzerland Ltd

RTA48T Operation 8345–1/A1

Drainage System and Wash-water Piping System

1. General
The drain piping, in particular that from the piston underside 11, from piston rod glands 9 and from the exhaust gas
turbocharger 3, must be periodically checked for free passage.
Condensate may flow out before and after the cooler at the water drain 12, depending on ambient temperature and
humidity. Under extreme ambient conditions a quantity of up to 0.16 kg/kWh of condensate may result.
The condensate drain can be checked at the sight glass 22.

2. Condensate drain
A perfect functioning of these drains must be ensured.
The following important points have to be taken into account:
All perhaps existing valves must be fully open in the drain pipe.

Remark Ball cock 17 usually remains closed.

Dirt particles (rust residue) are collected in the condensate drain unit 20; they must be removed periodically
(shortly open ball cock 17).
Check water flow in the venting unit 21 periodically.
See also 0240–1.

Remark If an alarm has been triggered via the level switch 8 in the water drain 12, then a bigger quantity of
condensate can be drained by opening ball cock 17.

The reason for this alarm has to be investigated and remedied immediately.
– Defective scavenge air cooler (see 0550–1).
– Throttling disc 16 choked.
– Excessive dirt deposits in the condensate drain unit 20.
If the choked throttling disc 16 cannot be immediately cleaned, the ball cock 17 only may be opened until the same
discharge quantity is reached as over the open throttling disc (pay attention to scavenge air pressure).

Attention This operating mode must not be regarded as a permanent condition!

The throttling disc must be cleaned as soon as possible. Cleaning the throttling disc may only be
carried out at engine standstill.
No-one or inadequate drain leads to an excessive collection of condensate in the scavenge air
receiver. Water in liquid or evaporated state swept along by the air flow has a negative influence
on the piston running behaviour and leads to wear increase of piston rings and cylinder liners.

Wärtsilä Switzerland Ltd 1 7.03

8345–1/A1 Operation RTA48T

Drainage System and Wash-water Piping System

Motor Anlage
ENGINE PLANT
FW
25 1 2

13
5
15
14 3

9
18
11 7 4
8
6
20
22
16
17
21
12

19
EL

OW WE
WE WA WE
10
23

ZS
24

010.510/02

7.03 2 Wärtsilä Switzerland Ltd

RTA48T Operation 8345–1/A1

Drainage System and Wash-water Piping System

Key to diagram:
1 Wash-water distributing pipe 17 Ball cock
2 Compressed air distributing pipe 18 Water drain from scavenge air receiver
3 Wash-water drain from turbocharger (oily water)
4 Cylinder cooling water, turbocharger 19 Cleaning agent and wash-water drain from
and scavenge air cooler drain scavenge air cooler
5 Turbocharger drain (VTR type only) 20 Condensate drain unit
6 Condensate collecting pipe from 21 Venting unit
water separator 22 Sight glass
7 Condensate and wash-water drain 23 Sludge oil trap (with heating coil)
from scavenge air cooler 24 Sludge oil tank
8 Level switch for condensate drain 25 Connecting hose
9 Dirty oil from piston rod gland (vent)
10 Engine DL Air line from board system
11 Dirty oil drain from piston underside EL Vent
12 Condensate drain from FW From fresh-water hydrophore system
water separator and LAH Level alarm high
scavenge air cooler LI Level indicator
13 Exhaust gas turbocharger OW Drain to oil / water drain tank
14 Scavenge air cooler TI Temperature indicator
15 Scavenge air cooler WA Drain to water drain tank
washing plant WE Drain to bilge water tank
16 Throttling disc ZS To sludge tank

Wärtsilä Switzerland Ltd 3 u 7.03

This page is intentionally left blank
RTA48T Betrieb Group9

Engine Monitoring Group 9

Pressure Gauge Board . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9215–1/A1

o Load Indication
– Load Indicator Transmitter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9240–1/A1

Pressure Switches and Pressure Transmitters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9258–1/A1

Oil Mist Detector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9314–1/A1

Wärtsilä Switzerland Ltd 1 RTA48T / OM / 1998

This page is intentionally left blank
RTA48T Operation 9215–1/A1

Pressure Gauge Board

Pressure gauge board 1 is arranged above the local manoeuvring stand. It contains all important pressure gauges
required for the visual observation of the pressures. The engine speed can be observed at the built-in indicating
instrument 10.
Fig. ’B’ shows the schematic arrangement of pressure gauge board H with the same indications also contained in
the schematic diagram of group 4003–2.
The corresponding pressure switches and pressure transmitters have been described in group 9258–1.

A I
I-I
5 7 10 7 6 1

2
9

96.7567a

6 8 4 11 3
I

B
Key to Illustrations: ’A’ and ’B’
PI2021M PI2001M H
1 Pressure gauge board
P1
2 Cover plate – CROSSHEAD BEARING OIL BEARING OIL
3 Bracket – SUPPLY OIL FOR EXHAUST PI1101M
VALVE ACTUATOR
PI3401M P6
4 Precision control valve CYLINDER
COOLING WATER
5 Pressure gauge . . . . . . 4 bar FUEL OIL BEFORE PI4041M
6 Pressure gauge . . . . . . 6 bar INJ. PUMPS
PI4341M P7
7 Pressure gauge . . . . . 10 bar P2 CHARGE AIR
AIR SPRING PI4412M
8 Pressure gauge . . . . . 25 bar
PI4301M
9 Pressure gauge . . . . . 40 bar P8
P3 CONTROL AIR
10 Indicating instrument for engine speed STARTING AIR

11 Anti-vibration mounting 99.7550

Wärtsilä Switzerland Ltd 1 u 3.00

This page is intentionally left blank
RTA48T Operation 9240–1/A1

Load Indication
Load Indicator Transmitter

Mechanical indication
The load indicator (briefly called LI) fulfils an important duty for monitoring of the engine during operation. It is pos-
sible to judge the engine load from the position of its pointer.
The LI is mounted on intermediate regulating shaft 5 and consists of grooved ball bearing 6 with a LI scale 7 reading
from position ’0’ to ’10’.
The movement of the regulating linkage is limited by the maximum stop 9. The maximum limiting screw 10 is to be
adjusted and drilled at 110% engine load during the shop trial (see setting table).

Remote load indication

The actual engine load or position of the load indicator is electrically transmitted to the remote control by two trans-
mitters.
These load-dependent control signals serve for the actuation of important control functions (e.g. cylinder lubrica-
tion, cylinder cooling, remote load indication etc.) and for the monitoring of the engine in operation.
In order to recognize a possible deviation of a LI signal, two transmitters with the same function have been provided.
In case of deviation of a LI signal, up to a set difference value, the higher value is always transmitted. In case of a total
failure of both transmitters, an artificial signal is automatically introduced.
The LI position is taken over by intermediate regulating shaft 5 and transmitted to the angle transmitters 1 and 1a.
The transmission movement takes place by means of lever 4, rod 3, 3a and lever 2.
As all load-dependent functions receive their signals from the transmitter, the transmitter must correspond exactly
with the mechanical LI as well as with the indication in the control room. Checking and setting of the transmitter (load
indicator transmitter 7.07) is described in group 4003–1.

Key to Illustrations:

1, 1a Angle transmitter 7 LI scale

2 Lever for transmitter 8 LI pointer
3, 3a Adjustable rod 9 Maximum stop
4 Lever on intermediate regulating shaft 10 Fuel linkage maximum limiting screw
5 Intermediate regulating shaft 11 Support
6 LI with grooved ball bearing 12 Gear box for auxiliary drive
I II

2
1
II 11
3

1a
3a
12

4
96.7570
9 5

Wärtsilä Switzerland Ltd 1 1998

9240–1/A1 Operation RTA48T

Load Indicator Transmitter

3a
I

7
1a
5

6
12
9

10
96.7571

Gezeichnet für RTA58T

DRAWN FOR RTA58T

1998 2 u Wärtsilä Switzerland Ltd

RTA48T Operation 9258–1/A1

Pressure Switches and Pressure Transmitters

All the pressure switches and transmitters are mounted on a common plate on the fuel pump side. They fulfil moni-
toring functions of the pressure systems in case of too low a pressure or in the case of a pressure loss.
Their control signals effect the following commands:
– Alarm . . . . . . . . . . (ALM)
– Slow down . . . . . (SLD)
– Shut down . . . . . (SHD)
The corresponding indication (IND) of the signal type is in accordance with the alarms and safeguards in group
0250–2.
In Fig. ’A’ and ’B’ the comprehensive equipment is represented with the specific additional variant for PTO-gear box.
Fig. ’A’ gives a schematic diagram of the pressure switches and pressure transmitters I with the indications, as
also determined in the diagram of group 4003–2.

Key to Illustrations: ’A’ Diagram of unit I (pressure switches and pressure transmitters)
’B’ Arrangement of pressure switches and pressure transmitters

1 Plate 8 Pressure switch . . . . . 2–25 bar

2 Pressure transmitter . . . . . 6 bar 9 Pressure switch . . 0.2–1.6 bar
3 Pressure transmitter . . . . 16 bar 10 Switch box
4 Pressure transmitter . . . . 40 bar 11 Shut-off valve
5 Pressure transmitter . . . 3.2 bar 12 Regulating valve
6 Pressure switch . . . . . . . . . 6 bar 13 Connecting piece
7 Pressure switch . . . . . . 1–16 bar KF Cable

A I
PS1101S PT1101A PS2831A

P6
PTO DAMPER OIL
CYL. COOLING WATER INLET

PT3401A

FUEL OIL BEFORE

INJ. PUMPS

PS4052L

PS4051L P7.1
PT4041C
CHARGE AIR IN
AIR RECEIVER

PT4042C P7.2

PT1361A

CHARGE AIR COOLING WATER PS4301A

INLET COOLER

PS2001S
PT4301C P3
PT2001A STARTING AIR

PS2002S PS4342S PS4341S

P2
MAIN BEARING OIL AIR SPRING

PS2021S PT2021A
PS4421A
P1 P9
– CROSSHEAD BEARING OIL
– SUPPLY OIL FOR EXHAUST SAFETY CONTROL AIR
VALVE ACTUATOR 96.7564

Wärtsilä Switzerland Ltd 1 7.03

9258–1/A1 Operation RTA48T
Pressure Switches and Pressure Transmitters
96.7565

B
11
9
1
5

11
6
6

8
4

5
3

12
KF
10

13
6
7

3
6

2
2
6
KF

2
1998 2 u Wärtsilä Switzerland Ltd
RTA48T Operation 9314–1/A1

Oil Mist Detector

The engine is equipped with an oil mist detector. This device continuously measures the density of oil mist in the
crankcase and triggers an alarm when the oil mist intensity is too high.
With this, possible bearing damage can be detected at an early stage and explosions in the crankcase can be pre-
vented (please also refer to group 0460–1).

Function

The oil mist detector 1 is mounted on the exhaust side of the engine. A feeding pipe 2 leads to the oil mist detector 1
from each crankcase space divided by cylinders and from the column with the gear train.
Oil mist samples are drawn in periodically via the individual suction tubes 3 and checked for their intensity. In case of
inadmissibly high density the device triggers an ALARM and SLOW DOWN.
The oil-air mixture is led back to the crankcase via return hose 4.

Attention All pipe bends 11 must be filled with oil in order to ensure a safe suction via the respective suction
points ’AS’. This must be checked before commissioning.

Procedure: Remove the hoses from the pipe bends 11, top up the pipe bends with oil and
reconnect the hoses.

Remark As the oil mist detectors may have been supplied by various manufacturers we have to refer to
the more detailed Description of each make. Instructions regarding commissioning, servicing
and maintenance work as well as specific fitting and operating instructions are contained in the
respective documentation which must be followed.

Key to Illustrations: ’A’ Arrangement of oil mist detector

’B’ Arrangement for 5 cylinder engines

1 Oil mist detector

2 Feeding pipe
3 Suction pipe
4 Return hose
5 Terminal box
6 Support
7 Compressed air pipe
8 Pressure reducing valve
9 Engine housing (column)
10 Pipe bend (siphon)
11 Control valve
12 Protection plate

AS Suction point

Wärtsilä Switzerland Ltd 1 12.98

9314–1/A1 Operation RTA48T

Oil Mist Detector

7
A

9
3

1
6
6
8
5 4
12
12
10

10
11

98.7631

B
7 9
Freies Ende
FREE END

Gezeichnet mit Graviner

2 8 4 12 1
DRAWN WITH GRAVINER

12.98 2 u Wärtsilä Switzerland Ltd

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