Hull & Machinery Survey Report

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HULL & MACHINERY SURVEY REPORT

Our ref.: 471/S/2020
M/V “FRI SKY”
Damage to Auxiliary Engine noted on 06-th July and

01-st August 2020
JG-MARINE Sp. z o.o. (Co. Ltd.) of Sopot Poland * Registered at the Gdansk District Court * KRS 0000197252 * EU Tax Identification Number PL5861051007
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JG - MARINE Sp. z o.o. (Co. Ltd.)
Independent Surveyors and Loss Adjusters
Three Generations of Marine & Cargo Expertise
www.jg-marine.com * www.marineauditors.com
M/V FRI SKY: Damage to Auxiliary Engine on 01.08.2020 Our ref.: 471/S/2020 ……… Page 1
This is to certify
that at the request of Alandia Marine Insurance, the undersigned surveyor on 26 th of
September 2020 attended on board and surveyed M/V FRI SKY while she was lying at
“Zaopatrzeniowe” berth in port of Swinoujscie, Poland.
Present at the survey were also
Mr. Vyacheslav Antonov, Master of the vessel

Mr. Zenon Donajski Chief Engineer
Mr. Paweł Borzym, Owners Technical Superintendent
Mr. Marek Ławniczak, Service engineer Messrs. Vesstech
Schedule
Last discharging port Verdal (Norway) Arrived - 17.09 at 19.00 Lt

Departed - 18.09 at 16.00 LT. Pit stop for bunkering at Storesund (Norway)
Arrived - 20.09. at 23.10 LT and departed - 21.09 at 01.30
The vessel arrived at Świnoujście 24.09.2020, 16:00
The vessel sailed from Świnoujście 25.09.2020, 18:00
Survey was held in order to ascertain the nature and extent of damage sustained on the
following occasion:
Occurrence
On 1st of August 2020 at 10:00 LT during voyage from Kopervik to Seljestokken Auxiliary
Engine #1 shutdown occurred due to drop of lubricating oil pressure.
The crew could not find any reason of this shutdown, so the Vesstech servicemen
attended the vessel on 02.08.2020 in order to investigate the problem.
Information available
-Master’s statement of fact

-Vesstech service report from the last A/E #1 major overhaul
-Vesstech service report from the previous A/E #1 overhaul in October 2017
-A/E #1 lub.Oil samples analysis
-Extracts from Engine Log Book
-Maintenance records
-Monthly engine reports
-A/E #1 crankshaft certificate
-Verbal information from C/E, Technical Superintendent and Vesstech service engineer
General information
Owners Knudsen CB Carriers AS
Operator/Manager: Wagle Chartering AS
Port of registry: Nassau
Flag: Bahamas
IMO No: 8215730
Year built: 1982
GRT: 1514 MT
DWT: 1915 MT
Class: RINA
SMC Expiry date 03.10.2022
DOC Expiry date 02.12.2024
General description of the Auxiliary Engine #1
Maker: KHD DEUTZ
Type: BA 6M 816
Serial Number: 6745523
Year of built: 1982
Power: 184 kW
RPM: 1500 1/min.
Narrative
On the 6th of July 2020 during voyage from Vedde to Invergordon a breakdown of
Auxiliary Engine No.1 occurred at 02:50 LT. Aux/Eng. No.1 was stopped automatically by
Lub. Oil low pressure switch.
First visual inspection of the damaged engine done by Chief Engineer showed that the
reason of this breakdown were broken conrod bolts at unit #4. The conrod, conrod big-
end bearing, crankshaft, piston and cylinder liner at this unit were severely damaged.
The Owners decided to carry out a major overhaul of this engine and ordered the
necessary spare parts, including the new crankshaft.
A major overhaul of A/E No.1 was carried out by Messrs. Vesstech in port of Kopervik
from 16.07.2020 – 30.07.2020. After the overhaul, the engine was tested on 30.07.2020
and 31.07.2020 with satisfactory result.
However, after vessel’s departure from Kopervik, on 01.08.2020 a shutdown of the

Aux/Engine No.1 occurred at 10:00 LT. The engine was stopped automatically by L.O.
low pressure again.
Vesstech servicemen attended the vessel again in next port of Svelgen in order to solve
the problem. Vesstech reported that the reason of low LO pressure was a broken LO
pipe inside the crankcase, which was damaged by the loosened counterweight.
The vessel arrived to Świnoujście from Storesund in ballast condition for purpose of the
In-water bottom survey for extension of dry-docking date for 3 months.
Inspection
During the survey carried out on board at Świnoujście we found as follows:
-Auxiliary Engine #1 was already in good working condition
-According to Chief Engineer, the A/E #1 was working without any problems from
08/08/2020, after replacement of damaged LO pipe inside the crankcase and tightening
of the counterweights bolts. From the time of repair A/E #1 in operation for 18 hrs.
-The last major overhaul carried out in July 2020 (after the breakdown) was done after
18.163 running hours from the previous major overhaul, which was done in October 2017
-The vessel does not have any computerized planned maintenance system. Maintenance
history of A/E #1 is only available in the form of Maintenance Record sheets filled by
hand by C/E.
- According to information available, no repairs were done on A/E #1 between October

2017 and July 2020, except for maintenance works like replacement of injectors,
replacement of LO and gas oil filters, LO change, cleaning LO centrifugal filter and other
minor jobs needed for proper work of the engine.
-A/E #1 has only one LO pump immersed inside the oil pan and driven from the
crankshaft. The LO pump was replaced by the new one during the last major overhual in
July 2020.
-After thorough checking of entries in engine log books we found that oil pressure was in
proper range 3,8 – 3,9 bar during few months before the breakdown. There were no
deviations from the normal LO pressure.
-The last 4 L.O. samples analysis show that A/E #1 had good quality lubricating oil.
According to C/E the Lub. Oil change was every 300-350 running hours, in accordance
with the maker’s recommendation. Quantity of L.O. in the system is 45 ltr.
-Cooling water samples of A/E #1 were not taken for analysis by the crew.
The C/E explained that A/E #1 LO cooler, engine block and cylinder heads are cooled
with fresh water which is supplied by attached CW pump driven from the crankshaft by
the V-belt. The outlet of the hot cooling water from A/E is directed to FW overboard
coolers which are fitted inside the sea chests.
There is no risk of SW ingress to the FW cooling system as FW pressure is always higher
than SW pressure. FW expansion tank is situated much higher than water line.
-Generator of A/E #1 has 3169 running hours from the last major overhaul. No problems
with the generator were reported by the C/E.
-LO cooler has been replaced by the spare cooler on 02/08/2020 by Vesstech
servicemen after observing a small water leakage into the LO system when the engine
was stopped.
In the beginning after the shutdown they suspected that the LO pressure drop could be at
LO cooler, because they did not notice that LO pipe inside the crancase was damaged.
After replacement of the LO cooler they found out that the FW leakage stopped and
entire cooling system was tight.
The service started the A/E again and observed that LO pressure did not increase and
A/E was stopped immediately by the safety system. Further searching for a reason of LO
pressure drop showed that the real reason of LO pressure drop was large hole in the LO
pipe inside the crankase done by slightly loosened counterweight #3.
After disassembling the leaking LO cooler, they found that a small leakage was between
the O-rings and the cover surface which was slightly damaged by corrosion and
cavitation. However, it had no significant influence on the LO pressure drop.
We had inspected the old LO cooler, which was still on board and it appeared that
leakages at the covers were not significant.
-According to C/E and Vesstech serviceman, the reason of the loosened bolts of
counteweights #3 and slightly loosened bolts of adjacent counterweight #4 was probably
due to improper tightening done at the factory. The counterweights #1, 2, 5 and 6 were
found properly tightened.
There were no significant vibrations at A/E #1 which could cause loosening of the bolts.
The new crankshaft was delivered with counterweights assembled at the factory and with
a Class certificate. Before mounting the crankshaft in the engine Vesstech servicemen
did not check tighteneing of the counterweights, because they assumed that the new
original crankshaft with Class certificate was properly checked at the factory before
sending it to the customer.
-The damaged LO pipe inside the crankcase was replaced by the new one on
08/08/2020
-Both bolts of the loose counterweight #3 were replaced by a new one on 08/08/2020.
Slightly loosened bolts of counterweight #4 were tightened in accordance with the
maker’s maintenance manual. All the other bolts of remaining counterweights were
checked for proper tightening with a torque of 350 Nm as well.
-After a thorough study of the Vesstech service report we found a number of written
mistakes which give a wrong picture:
Firstly, the proper type of A/E #1 was BA 6M 816, not 826.
Secondly, photo „h”, which is described as: „Damaged main bearing shell no 4” shows
the damaged conrod big-end bearing lower shell no 4, and not a main bearing shell!
We had inspected the old crankshaft which was still on board the vessel, in order to
assess its condition. We found that the main journals had signs of normal wear in
accordance with the running hours. Only the main journals #4 and #5 adjacent to the
damaged crank pin #4 were slightly affected during the breakdown, due to a sudden drop
of LO pressure.
The crank pins #1,2,3,5 and 6 have normal signs of wear in accordance with running
hours. The crank pin #4 is severely damaged and overheated.
We did not find any signs which could by caused by lack of proper lubrication, bad quality
of LO or lack of maintenance, although the maintenance history found on board is very
poor.
It looks that the greyish colour of Lubricating Oil visible on the photos was caused by the
white metal from crankpin bearing #4.
Basing on the available information, we assume that the first breakdown could be caused
by the broken conrod bolts. History of the conrod bolts and the other components before
2017 is unknown.
In October 2017 conrod bolts were not replaced by the new ones during the major
overhaul, so the bolts could apparently have too many running hours at the time of
breakdown.
Cause consideration
In our opinion the cause of the second shutdown of the Aux. Eng. #1 were loosened bolts
of counterweight #3 at the crankshaft.
During rotating of the crankshaft, the centrifugal force shifted the counterweight #3
slightly in the outer direction and caused it to touch the LO pipe inside the crankcase and
eventually destroy it (see photos #1 and #2).
A large hole in the LO pipe caused that the LO pressure dropped down significantly and
activated the LO low pressure automatic shutdown of A/E #1.
Fortunately, the safety devices of A/E #1 were working properly and nothing else was
destroyed during that shutdown.
Scope of Repairs
On 08.08.2020 a permanent repair of A/E #1 after the second shutdown has been done
after receiving the necessary spare parts.
The following works have been carried out:

-Damaged LO pipe has been replaced by a new one.
-Both bolts of the counterweight #3 have been replaced by new ones and tightened in
accordance with the maker’s Maintenance Manual
-All other counterweights bolts have been checked and tightened in accordance with the
maker’s Maintenance Manual.
-The crankcase and the oil pan were thoroughly cleaned
-Lub. Oil and LO filters were changed 2 times in order to remove all remaining small
metal particles from the engine system.
-The engine was tested and found in good working condition
Survey done as to the best of our knowledge,

without prejudice as to the parties concerned.
Photographs in the form of digital images, recorded at the time of our attendance, are attached to and form part of this
report. The undersigned confirms that the images reproduced here are a fair and reasonable representation
of our findings at the time of our attendance.
For JG-MARINE SURVEYORS Co. Ltd.
Attending Surveyor
ANDRZEJ POTORSKI, M.Sc. Eng.
Certified Marine Chief Engineer
Issued at Szczecin on the 28-th of September 2020.
Enclosures:
1. Set of 36 selected photos
2. Ship’s particulars
3. Crew list
4. Engine log book extracts
5. Engine monthly reports 01-08.2020
6. Maintenance records 07-09.2020
7. Lub.Oil samples analysis of Aux/Eng. #1
8. Service report ME and AE from previous overhaul 10.2017
9. Certificate of crankshaft.
1.Damaged LO pipe inside crankcase (photo received 2.Damaged LO pipe inside crankcase (photo received
from C/E) from C/E)
3.Main journal #1 4.Main journal #2

9.Main journal #7 10.Crank pin #1
11.Crank pin #2 12.Crank pin #3
13.Crank pin #4 14.Crank pin #5

15.Crank pin #6 16.Old counterweights 1&2
17.Old counterweights 3&4 18.Old counterweights 5&6
19.Damaged crank pin #4 and adjacent main journals 20.Aux.Engine #1 view SB

#4, 5
21.New LO cooler 22.Aux.Engine #1 general view PS
23.LO filers and LO cooler 24.Aux.Engine #1 top view
25.Aux.Engine #1 general view PS 26.Aux.Engine #1 general view SB

27.Aux.Engine #1 general view SB 28.Old LO cooler
29.Old LO cooler cover 30.Old LO cooler cover
31.LO cooler, LO filters and CW pump 32.Pressure switches

33.LO pressure switches 34.CW pressure switch
35.Temp. switches 36.RPM sensor

Hull & Machinery Survey Report - MV FRI SKY - Damage To Auxiliary Engine Ref. 471-S-2020

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HEAD OFFICE:

81-824 Sopot ul. A. Krajowej 116/2

Independent Surveyors and Loss Adjusters BRANCH OFFICE SZCZECIN:

M/V “FRI SKY”

Damage to Auxiliary Engine noted on 06-th July and

Present at the survey were also

Mr. Vyacheslav Antonov, Master of the vessel

Last discharging port Verdal (Norway) Arrived - 17.09 at 19.00 Lt

The vessel arrived at Świnoujście 24.09.2020, 16:00

The vessel sailed from Świnoujście 25.09.2020, 18:00

-Master’s statement of fact

Owners Knudsen CB Carriers AS

Operator/Manager: Wagle Chartering AS

Port of registry: Nassau

IMO No: 8215730

Year built: 1982

SMC Expiry date 03.10.2022

DOC Expiry date 02.12.2024

General description of the Auxiliary Engine #1

Maker: KHD DEUTZ

Serial Number: 6745523

Year of built: 1982

RPM: 1500 1/min.

However, after vessel’s departure from Kopervik, on 01.08.2020 a shutdown of the

During the survey carried out on board at Świnoujście we found as follows:

-Auxiliary Engine #1 was already in good working condition

- According to information available, no repairs were done on A/E #1 between October

Firstly, the proper type of A/E #1 was BA 6M 816, not 826.

The following works have been carried out:

-The engine was tested and found in good working condition

Survey done as to the best of our knowledge,

For JG-MARINE SURVEYORS Co. Ltd.

Issued at Szczecin on the 28-th of September 2020.

1. Set of 36 selected photos

4. Engine log book extracts

5. Engine monthly reports 01-08.2020

6. Maintenance records 07-09.2020

7. Lub.Oil samples analysis of Aux/Eng. #1

8. Service report ME and AE from previous overhaul 10.2017

3.Main journal #1 4.Main journal #2

5.Main journal #3 6.Main journal #4

9.Main journal #7 10.Crank pin #1

11.Crank pin #2 12.Crank pin #3

13.Crank pin #4 14.Crank pin #5

15.Crank pin #6 16.Old counterweights 1&2

17.Old counterweights 3&4 18.Old counterweights 5&6

19.Damaged crank pin #4 and adjacent main journals 20.Aux.Engine #1 view SB

21.New LO cooler 22.Aux.Engine #1 general view PS

23.LO filers and LO cooler 24.Aux.Engine #1 top view

25.Aux.Engine #1 general view PS 26.Aux.Engine #1 general view SB

27.Aux.Engine #1 general view SB 28.Old LO cooler

29.Old LO cooler cover 30.Old LO cooler cover

31.LO cooler, LO filters and CW pump 32.Pressure switches

33.LO pressure switches 34.CW pressure switch

35.Temp. switches 36.RPM sensor

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