The extended annual service package ME (for electronic engines) consists of
- An evaluation of the oil history to determine whether water/Pb is present
- A crankcase inspection, including main bearing top clearances and a wire feeler inspection, guide rails and piston rods
- A quick function test of the ME system via the MOP, including a cyclic test of the hydraulic valves and a test of the exhaust valve seals by a “drop down“ test
- A performance check during sailing at possible loads, aiming at three observations at different loads
The extended annual service package also includes a visual inspection of
- The cylinder liners, the pistons, the piston rings (a full scavenge port inspection including flaps)
- The crankshaft deflection, if necessary, and evaluation and spot check of recent records made by the crew
- The chain drive and the guide bars
- The moment compensator
- The scavenge air cooler
- The water mist catcher
- The condition of the shaft earth grounding device
- The general cabling condition and the current insulation level, including random inspections of relevant junction boxes and MPC cabinets for general condition
- The Bender insulation unit and the current insulation level
- The functionality of the PMI Auto-tuning, if installed
- A performance evaluation report is included
General conditions and recommendations
For 8-cylinder engines and up, the inspections require two attending engineers, who are included in the price.
It is expected that the installed turning gear and other safety gear are in good working condition. If for instance the turning gear of the blockage of the main starting valve, etc., is found defective, we reserve the right not to conduct inspections, which may be deemed to pose a security risk to our attending engineers.
We recommend that the on board electrician participates in the inspections mentioned above relevant for his tasks on board.
In general, we expect the on board crew to assist in preparing access to the parts and confined spaces relevant for the inspections. If we only have one superintendent engineer on board, one of the vessel’s engineers must stand by and perhaps participate in the inspections for safety reasons. We will not accept that our engineers work on their own in any of the confined spaces mentioned and relevant for the above inspections.
We also recommend and support that crankcase inspections, deflection and main bearing clearance readings are conducted as a joint venture with the on board engineers in order to align future recordings/measurements.
We often observe relatively large differences in clearances recorded by the on board crew when comparing the actual measurements made by our attending superintendent engineers. In order to avoid confusion and discussions caused by differences in the obtained measurements, the clearances/deflections should be made by an appointed on board engineer, supervised and spot checked by our attending superintendent engineer.