In our ship, M/E no. 3 unit coincide with PMS and Framo pump is also time to take maintenance. We requested for office we will overhauled M/E no.3 and because of insufficient time please send shore repair for Framo Pump. On the contrary, Office manage to overhauled M/E instead of Framo pump by shore repair company. In a nutshell, After overhauling M/E , the ship depart from Singapore to Korea. In pilotage way, there was no problem with M/E and everything was OK. After pilot away, M/E was to run in full away and we start increase speed gradually. In this M/E, MCR is 140 rpm . There was no problem until 120 rpm. But, when RPM is near 140, very loudly knocking sound is coming up in overhauled unit. Chief Engineer and First Engineer got head ache and thought probability and maintain M/E with 120 rpm and keep on sailing. In next port, we find fault and checked for hydraulic line for Exhaust valve, fuel pump and fuel system and mechanically looses. But we can not solve that problem till another port and finally, we notice that when we changed Exhaust valve, one" O" was lost in high pressure pipe for exhaust valve. We fitted with new spare " O" ring and problem is game over.
Just one 'O" ring which they did not pay attention.
Fuel leakage from main engine fuel pump
A product tanker was proceeding on a long voyage after the completion of drydocking and associated surveys. During the ocean passage, the fire alarm suddenly activated in the engine room. Instead of a fire, the cause of the alarm turned out to be a large leakage of fuel oil from a flange on the inlet pipe of the main engine no. 4 fuel injection pump.
Result of investigation1 The fuel system had been overhauled, but no senior ship’s engineer supervised its refitting in drydock. As they did not have a new spare, the yard workers had reused the gasket of the flange connection on the suction side of the fuel injection pump even though it was damaged;
2 The insulation and leakage containment cover over the fuel line had not been renewed/refitted.
Lessons learnt1 Proper planning is necessary in drydock and during major repairs to ensure that responsible officers are delegated to supervise the refitting of critical components;
2 The condition, integrity and tightness of piping should be regularly checked, especially on critical equipment and fuel oil systems;
3 The vessel must ensure that adequate quantities of original spare parts are available at all times, and that all gaskets are renewed whenever pipelines are opened up and reconnected;
4 Wherever appropriate, lagging and containment covering must always be refitted, or renewed, if damaged;
5 All defective parts discovered after an incident must be carefully preserved to allow detailed investigations and to establish the underlying cause(s) so that effective corrective and preventative actions can be taken.
Result of investigation1 The fuel system had been overhauled, but no senior ship’s engineer supervised its refitting in drydock. As they did not have a new spare, the yard workers had reused the gasket of the flange connection on the suction side of the fuel injection pump even though it was damaged;
2 The insulation and leakage containment cover over the fuel line had not been renewed/refitted.
Lessons learnt1 Proper planning is necessary in drydock and during major repairs to ensure that responsible officers are delegated to supervise the refitting of critical components;
2 The condition, integrity and tightness of piping should be regularly checked, especially on critical equipment and fuel oil systems;
3 The vessel must ensure that adequate quantities of original spare parts are available at all times, and that all gaskets are renewed whenever pipelines are opened up and reconnected;
4 Wherever appropriate, lagging and containment covering must always be refitted, or renewed, if damaged;
5 All defective parts discovered after an incident must be carefully preserved to allow detailed investigations and to establish the underlying cause(s) so that effective corrective and preventative actions can be taken.
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