Service Bulletin RTA–51

21.08.2000
Technical Information to all Owners / Operators
of Sulzer RTA Type Engines

Deflagration in
Engine Scavenge
and Insulation System and
Tubes
Exhaust Manifold

Contents: Page

1. Introduction 1
2. Flammable Gases 1
3. Fuel Oil 1
4. Excessive Cylinder 2
Lubricating Oil
5. Service Bulletins Published for 6
Large Bore RTA – Type Engines
28.76.71.40 – Printed in Switzerland

Wärtsilä NSD Switzerland Ltd PO Box 414 Tel. +41 52 262 49 22

Wärtsilä NSD Schweiz AG CH-8401 Winterthur Fax +41 52 212 49 17
Wärtsilä NSD Suisse SA Switzerland Tlx 896 659 NSDL CH
1. INTRODUCTION

We have received some isolated reports of deflagration (rapid burning) in the scavenge air
system as well as in the exhaust manifold after turbine on RTA type engines.
This Service Bulletin summarises the factors which possibly contribute to such cases of
deflagration. All reported cases occurred during starting of the engine after a port stay.

This Service Bulletin should be kept in a separate file in the control room. The respective pages or
tables of the Service Bulletin with modifications to the Operating Manual, Maintenance Manual or
Code Book should be copied and filed in the respective Manual or Book.

2. FLAMMABLE GASES

Flammable gases are formed in the fuel oil sludge or residue tanks. With improperly
constructed venting systems and drain connections from the scavenge spaces these gases could
enter the engine space.

2.1. Drain System of the Engine

(see Enclosure RTA-51/1)
The drain system for the engine spaces should be designed according to the enclosed
WärtsiläNSD diagram. If any of the oil drains from the piston underside, stuffing boxes (neutral
space) or air receiver (dry" side) lead to a fuel oil sludge or residue tank, a nonreturn valve is
necessary in the drain pipe. The correct function of this nonreturn valve must be checked at
regular intervals. A defective nonreturn valve must be repaired or replaced.
The condense water drain from the air receiver should never lead into the sludge tank because
the sludge tank will fill up with water very quickly and most probably the drain line will be closed
by the ship's staff soon afterwards.

3. FUEL OIL

Unburned fuel oil can enter the combustion space due to very late injection timing, caused by a
fault in the fuel pump control.
Fuel oil can also enter the combustion space uncontrolled if the fuel injection nozzle tips are
defective or broken and twisted (shearedoff dowel pin) or the fuel injectors needle may stuck in
a slightly open position.
Deposits of fuel oil have been the cause for deflagration in the exhaust manifold and piston
underside. Such incidents happen especially after prolonged slow steaming or during extended
manoeuvering when entering port.
We strongly recommend not to make any changes to the equipment (fuel injection valves) of the
original fuel injection system.

1/6 Service Bulletin RTA-51

3.1. Maintenance and Piston Underside Inspections
Ensure proper maintenance of the fuel injection equipment such as the fuel injection valves as
well as the fuel pump valves and the timing. Fuel injection nozzle tips should be exchanged at
regular intervals.
An inspection of the piston crowns and combustion space through the scavenge ports of the
cylinder liners and the piston underside after a prolonged period of low load operation or
extended manoeuvering is recommended.
If heavy fuel oil (HFO) is accumulated on top of the piston crown, the defective fuel injection
valve must be changed and the accumulated HFO must be cleanedup prior to starting. Ensure
that the scavenge space is drained and excessive deposits are removed prior to the restart of the
engine.

4. EXCESSIVE CYLINDER LUBRICATING OIL

During pre and postlubrication excessive cylinder oil can enter the combustion space and
piston underside due to defective valves in the small hydraulic supply pump or due to a defective
or wrongly adjusted prelubricating valve. Cylinder oil will be continuously pumped into the
cylinders. When the engine is started the excessive oil is pushed into the exhaust manifold and
may ignite and deflagrate. At the same time deflagration can take place in the piston underside.

Note: While pre or postlubrication is actuated, the engine must be turned with the turning
gear.

4.1. Pre and PostLubrication for RTA 8 and 2 Series" and RTA 84C Engines
with an EC, SC or SBC Control System
The pre or postlubrication of the cylinder liners can be carried out depending on the make of
pump, either by turning the hand cranks of the cylinder lubricating pumps about 40 - 50 times
or opening the valve in the connecting pipe between crosshead bearing oil main supply pipe and
the hydraulic motor of the cylinder lubricating pumps. This is done by pushing (by hand) the
pilot valve inwards until the cylinder lubricating pump drive shaft has turned through
approximately 400revolutions (Vögele). The revolutions can be read on the drive shaft
revolution counter. On the Jensen lubricator the internal ratio between hydraulic motor and
lubricator shaft is 3 : 1.
Make sure that the pilot valve (Fig. 1, Item 4) is fully out again after releasing,i.e. is closing
completely.

4.1.1. Emergency Running Mode of the Pre and PostLubricating Valve

The emergency running mode of the pre and postlubricating valve is described in the
Operating Manual [section 082 and 721].
However, special attention must be paid after refitting a new or overhauled gear pump or flow
regulating valve that the adjusting screw (Fig. 1, Item 5) is immediately fully screwed into the
pilot valve (Item 4) so that the valve is closed.

2/6 Service Bulletin RTA-51

 Position in Normal Service (closed) Position for Pre and PostLubrication
(manually pushed in position)

Position in Emergency Running for a longer period

(adjustable to the required speed)

Index to Fig. 1
1 Spring
2, 2a Piston sealing rings
3 Valve housing
4 Pilot valve
5 Adjusting screw
E Oil inlet (from crosshead bearing oil system)
A Oil outlet (to hydraulic motor)

Fig. 1 Pre and PostLubricating Valve RTA 76

Note: If, during a port stay, the pre and postlubricating valve is in the emergency running
position and the crosshead oil pump is running as well, the hydraulic motor would run
continuously and may pump excessive cylinder lubricating oil into the cylinder.
Therefore the stop screw must immediately be turned back to the original position.

4.2. Pre and PostLubrication for RTA 2 and U Series" and RTA 84C Engines
with DENIS1 Control System
The engine is prelubricated by rotating the cranks of all cylinder lubricators about 40 - 50
times (Vögele) by hand. The same prelubrication effect is obtained with the help of the
crosshead bearing oil pressure when the pre/post lubricating valve 8.11 (see schematic
diagrams in the Operating Manual) is manually actuated by a knob until the drive shaft of the
Vögele" cylinder lubricators has made about 400 turns (read on the revolution counter). The
cylinder pumps are driven for as long as the knob is pressed down. On the Jensen lubricator the
internal ratio between hydraulic motor and lubricator shaft is 3 : 1.

4.2.1. Emergency Running Mode of the Pre and Post-Lubricating Valve

The stop screw (Fig. 2, Item 1) can be used to set a specific speed on the cylinder lubricating
pump drive. This setting is not load dependent. Even when the engine is stopped the cylinder
lubricating pumps are still driven. This stop screw may, therefore, only be turned when the
cylinder lubricating pump drive is defective and there is no immediate possibility for it to be
repaired.

3/6 Service Bulletin RTA-51

 II - II I-I
I 1 II III

Å P

B
6

Å 2
Å Å
ÅÅÅ 3
4
S

Å
Å 5

Index to Fig. 2
B Å A

1 Stop screw
2 Control air connection
3 Cylinder
4 Control valve with piston I II III
5 Compression spring
6 Valve 8.11

Å
7 Knob 6
8 Solenoid coil
P1 When this space is filled with control air, piston
4 moves downwards and opens
I I
connection A-B
S Control air
7
A Crosshead bearing oil inlet
B To cylinder lubricating pump drive
B1 Bore to space P1 8

Fig. 2 Pre and PostLubricating Valve RTA 52U

Note: The stop screw must immediately be turned back to the original position after the engine
is shut down. If this is not done then the cylinders will gradually fill up with cylinder
lubricating oil.
In a few rare cases the piston was stuck in the pre lubricating position. Therefore after
completion of pre or postlubrication the lubricators must be checked to see if they are
still running.

4.3. Pre and PostLubrication for RTA UB and T Series" and RTA 96C Engines
with a DENIS5 or DENIS6 Control System
The load dependent cylinder lubrication and the lubrication of the exhaust valve spindles is
performed by a separate electrical system, controlled via the remote control system. As soon as
the engine has stopped, the cylinder lubrication will also be stopped.
On engines with a DENIS5 or DENIS6 Control System, the pre and postlubrication must be
activated in the control room by pressing the illuminated push button marked
PRE/POSTLUBRICATION". This produces an automatic lubricating process of about
10minutes duration. This is the time needed for the turning gear to turn the engine through one
revolution.
Note: If the push button is reactivated during this time the lubricating process is interrupted.

4/6 Service Bulletin RTA-51

4.3.1. Emergency Lubrication
If the normal cylinder lubrication control fails, the emergency control system for the cylinder
lubrication is automatically started. With the emergency control system in operation the
regulation of the lubricating oil feed rate is no longer loaddependent.
The electric motor is now supplied with its nominal frequency so the lubricating oil feed rate
will be constant at the value for 100% engine output over the entire load range.

Note: If the cylinder lubrication is on emergency mode and the pump revolution factor is
>1.00 (adjusted by the frequency of the frequency converter in the remote control
system) excessive lubrication occurs especially in the partload range.
There is a further possibility to run the cylinder lubricator manually with a push button. The
push button is located near the electric motor. The cylinder lubrication is active as long as the
push button is pressed down.

Enclosure: Drain System Diagram RTA-51/1

Wärtsilä NSD Switzerland Ltd has issued this Service Bulletin with their best knowledge and ability.
However, Wärtsilä NSD Switzerland Ltd cannot assume liability for any information contained in
this or any other Service Bulletin.
Changes of any nature to the form and or to the content of this or any other Service Bulletin as
published by Wärtsilä NSD Switzerland Ltd, are not permitted.

5/6 Service Bulletin RTA-51

5. SERVICE BULLETINS PUBLISHED FOR LARGE BORE RTA-TYPE ENGINES

We have so far published the following Service Bulletins which are valid for Large Bore RTA-Type Engines
(RTA 48T to RTA 96C):
RTA-1 dated 01.03.88 Recommendation Concerning Piston Running Behaviour
RTA-2 dated 05.10.88 Water Drain from Charge Air Receiver and Charge Air Temperature
RTA-3.4 dated 30.03.98 Fuel Injection Nozzles
RTA-4 dated 20.11.89 Oil Damping for Short Tie Rods
RTA-8 dated 15.06.92 RTA-Cylinder Liners and Reinforced Water Guide Jackets
RTA-9 dated 20.07.92 Cylinder Cover with Erosion / Corrosion Resistant Cladding
RTA-10 dated 28.10.92 RTA "-8 Series" Engines / Piston Skirt in Two Parts
RTA-11.1 dated 08.05.2000 Fuel Injection Pump Regulating Linkage
RTA-14 dated 30.11.93 System Oil Care and Maintenance
RTA-15 dated 10.02.94 Elastic Studs on RTAType Engines
RTA-16.1 dated 20.02.98 Retrofit for Piston Rod Stuffing Boxes for RTA "8 Series" Engines
RTA-17.1 dated 28.02.95 Circulation Valve to Fuel Injection Valve
RTA-18.1 dated 27.08.98 Runningin of Cylinder Liners and Piston Rings
RTA-19 dated 28.10.94 Oil Supply Monitoring for Geislinger Torsional Vibration Damper
RTA-20 dated 30.11.94 Rotational Safety Studs for Roller Guide of Fuel Pump and
Exhaust Valve Actuator
RTA-21 dated 10.04.95 Improvement of Starting Behaviour (For engines with
DENIS-1 and DENIS-5 Control Systems only!)
RTA-22.1 dated 28.11.96 Waisted Bolts for Piston Crown Spraying Plate of RTA 84C,
84CU, 84M and 84T Type Engines
RTA-24.2 dated 18.05.99 VTR..4 Turbochargers After Sales Service Information issued by ABB
RTA-26 dated 03.01.96 Loss of Material on Piston Crowns due to High Temperature
Corrosion and Erosion (Watercooled Pistons)
RTA-27 dated 26.04.96 Plastic Water Separator
RTA-28 dated 31.05.96 Improvement of the Engine Control System
RTA-29 dated 21.10.96 Improved Oil Supply to the Integrated Axial Detuner
equipped with Internal Oil Supply Line
RTA-30 dated 27.11.96 Improvement of starting behaviour on RTA engines equipped
with Type PGA200 and PGA EG200 Woodward Governors
RTA-31 dated 23.01.97 Alphabetical Index of Topics of Service Bulletins
RTA-33 dated 11.04.97 Crank Pin Bearing Shell
RTA-34 dated 28.11.97 Fuel Injection System Modification and Maintenance
RTA-35 dated 20.02.98 Retrofit for Piston Rod Stuffing Boxes for RTA "2 Series" Engines
RTA-36 dated 25.02.98 Reconditioning of Piston Rods of RTA 2 Series" Engines
RTA-37 dated 25.02.98 Reconditioning of Piston Rods of RTA 8 Series" Engines
RTA-38 dated 26.02.98 Piston Crown Loss of Material on Combustion Side
RTA-39 dated 31.03.98 Overhaul and Reconditioning of Pistons
RTA-42 dated 25.09.98 Templates for Exhaust Valve Seat and Spindle
RTA-43 dated 20.01.99 Piston Rings
RTA-44 dated 26.02.99 Tightening Instructions for the Plunger Guide Nipple
RTA-45 dated 03.06.99 Tightening Instructions for Screws and Waisted Studs
RTA-46 dated 17.06.99 Cracks in Columns
RTA-47 dated 28.06.99 Draining of Fuel Oil Pipes; Modification to Shutoff Valves of Fuel Pipes and
Drain Plug of Fuel Pump Block
RTA-48 dated 20.09.99 Instruction for Replacement of NOx Relevant Components on IMO
Compliant Sulzer RTA Engines
RTA-49 dated 08.10.99 Gearing for Auxiliary Drives Z 42800
RTA-50 dated 10.01.2000 Leakage Oil Collector in Air Spring System of Exhaust Valve
RTA-51 dated 21.08.2000 Deflagration in the Engine Scavenge System and Exhaust Manifold
Should you not be in possession of the above mentioned documentation suitable for your plant, kindly contact
your local Wärtsilä NSD representative for your copy.

6/6 Service Bulletin RTA-51

Service Bulletin Enclosure RTA-51/1

Remarks
*1) One unit per turbocharger
*2) Depending on the relative air humidity and temperature before and after
the scavenge air cooler condensate may be formed. Under extreme
ambient conditions a maximum condensate quantity of up to 0.08 kg/kWh
may be produced.
*3) At free or driving end
- Air vent and drain pipes must be fully functional at all inclination angles of
the ship at which the engine must be operational.

As example drawn
for RTA 96C

Non return valve