Example of Full Engine Overhaul Report

Engineer’s Report
(Bme057 / Issue 3)
Providing safety through mechanical excellence
Client: Taqa
Installation: Cormorant Alpha
Date: 09/08/2018
BME Job No. BMER1039
Report No. J14313.01
Bartech Engineer Gary Bushnell
Engine Type MTU 8V 396
Equipment Serial Numbers BMSN2863-BMSN2870
• Platform Dismantle & Extraction

Reason & Description of
• RCA
Planned Work scope:
• Overhaul In-house
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Company No: 02154196
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Email: [email protected]
Unit D E & F, Chandlers Row,
Web: www.bartechmarine.com
Colchester, Essex, CO1 2HG
Lapline Ltd trading as Bartech Marine. All business is transacted subject to the general conditions of Lapline Ltd.
Engineer’s Report
(Bme 057/ Issue 3)
Contents
1.0 Project Overview Page 3

2.0 Work Carried Out Offshore (Stage 1) Mobilisation & Dismantle Page 4
2.1 Offshore Engineers Dismantle Report Page 5
3.0 Route Cause Analysis Page 10
3.1 5 Whys Page 19
4.0 Engine Dismantle Report Page 20
4.1 Cylinder Heads Page 25
4.1.1 Cylinder Heads Test Sheet Page 31
4.1.2 Valve Gear Test Sheet Page 35
4.2 Crankcase & Sump Page 36
4.2.1 Crankcase Test Sheet Page 41
4.2.2 Camshaft Bore Test Sheet Page 42
4.3 Camshafts Page 43
4.3.1 Camshaft Test Sheet Page 46
4.4 Connecting Rods Page 47
4.4.1 Con Rod Test Sheet Page 51
4.5 Crankshaft Page 53
4.5.1 Crankshaft Test Sheet Page 56
4.6 Fuel Filters Page 57
4.7 Fuel Pump Page 60
4.7.1 Fuel Pump Test Certification Page 63
4.8 Gear Train Page 64
4.9 Cylinder Liners Page 68
4.9.1 Cylinder Liner Test Sheet Page 71
4.9.2 Cylinder Liner Outer Dimensions Page 72
4.10 Exhaust Manifolds Page 73
4.11 Pistons & Gudgeon Pins Page 75
4.11.1 Groove/ Gap Dimensions Page 78
4.11.2 Piston Bore Dimensions Page 79
4.12 Turbochargers Page 80
4.13 Water Pump Page 84
Appendix 1 Engine History Page 87
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Engineer’s Report
(Bme 057/ Issue 3)
Page 3
1.0 Project Overview
It has been recently reported that the P-7250 engine on Cormorant Alpha had been
manually shut down due to failure of the hydraulic pump drive shaft bearings on the MTU
8V396 TE34 engine. The failed bearing subsequently damaged the gear train on the
engine and potentially other engine components.
The engine has been shut down and isolated for further investigation.
This project aimed to bring the engine and subsequent pump back into operation
by overhauling the engine at Bartech.
P-7250 engine details:

Equipment: MTU 8V396
Serial Number: 5565832
Speed: 1800
Tag No: P-7250
A Overall Length approx. 2133 mm

B Overall Width approx. 1522 mm
C Overall Height approx. 1526 mm
D Crankshaft Height (from oil pan) approx. 475 mm
E Weight approx. 3170kg
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Engineer’s Report
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2.0 Stage 1: Mobilisation & dismantle.
The below actions were carried out on the platform by 2 Bartech engineers. At the same
time as the dismantle the engineers started to carry out a visual root cause analysis of
any obvious causes for the engine issues relating to the assemblies, they took off the
engine and the initial overview of the complete engine.
Also for part of the RCA, the engineers reviewed the current maintenance reports,
overhaul reports, running logs and oil analysis reports. This will be shown in the history log
appendix.
Work carried out:
1) Remove any auxiliary equipment

2) Remove exhaust manifolds
3) Remove turbochargers
4) Remove expansion tank, which is located above plate cooler
5) Remove plate cooler inspecting oil holes
6) Dismantle plate cooler, inspecting each plate for debris
7) Remove all coolant pipework and thermostats and inspect all bores
8) Fuel filter assembly to be removed and dismantled
9) All Fuel pipes to be removed and dismantled
10) Remove air flaps and Air Inlet pipework bores to be checked for cleanliness
All assemblies and crankcase were wrapped, protected and sent back to Bartech
Workshop.
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Engineer’s Report
(Bme057 / Issue 3)
Page 5
2.1 Engineers Report
Client:
Installation:
Date:
BME Job No.
Report No.
Bartech Engineer
Engine Type MTU 8V396TE34 (Fire Pump P-7250)
Equipment Serial Numbers
Engine Hours 1149hrs (from control panel)
Survey engine to advise on the best method

or return to service following gear train
Planned Work scope:
bearing failure.
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Engineer’s Report
(Bme 057/ Issue 3)
Introduction
Bartech was invited to attend Cormorant Alpha Platform following the failure of the
hydraulic pump drive shaft bearings on the MTU 8V396 TE34 engine. The purpose of the
visit was to discuss the options available for repairing the engine.
Work Carried Out
Upon arrival on the platform, the hydraulic pump, drive housing and shaft had already
been removed by the platform staff. It was immediately apparent that a catastrophic
failure had occurred. Fortunately, there was someone in the engine module at the time
and the emergency stop was activated. Had the engine been allowed to continue
running, the damage could have been much more serious. This illustrates the
importance of having personnel present in the module during any engine test run.
When the engine was inspected, the inner bearing in the crankcase was found to be
missing half its inner race (Figure 1) and the outer bearing had disappeared completely.
Figure 1 Inner bearing race damage Figure 2 Ball bearing shaped hole in gear tooth
The bearing that failed is a brass caged high-speed bearing. It is spinning at 2790rpm
when the engine is turning at 1800rpm (as a comparison, the average car would be
travelling at approx 210mph if its wheels were turning at 2790rpm). At present we do not
know the reason for bearing failure. The bearing may have failed by itself or due to
ingestion of debris from elsewhere in the geartrain or engine. We would not know this until
the engine is dismantled. Alternatively, the problem could be with the hydraulic pump as
its input shaft did appear to be slightly bent. However, the pump shaft was free to turn.
For a comprehensive RCA on the engine, it would need to be dismantled and inspected
methodically in a clean environment to prevent any contaminants from affecting the
results.
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There was also damage to the teeth on the drive shaft which appeared as though a ball
bearing had passed right through it (Figure 2). Damage was also found to the idler gear
teeth and the crankcase (Figure 3). There was also evidence of metal filings and rubber
residue (from the rubber drive coupling) around the outside of the crankcase (Figure 4).
Platform staff had cut open the oil filters and found evidence of swarf inside. To get to the
filters, engine oil must first pass through the oil pump and the oil cooler so both these
components will be contaminated. Both these items will require completely dismantling,
cleaning, measuring and refurbishment. The swarf could have passed into the oil galleries
and could have affected the engine lubrication system and the integrity of the crankshaft,
main bearings, big ends, etc.
Repair of this kind of damage is not straightforward. To change this idler gear, the
crankshaft has to be removed which also requires removal of the sump, cylinder heads
and pistons. Normally, to remove the crankshaft from an engine, it is turned upside down
and the crankshaft is then lifted out of the crankcase.
Whilst onboard, discussions were held with various platform personnel and with Stuart
Begg, who is the onshore Senior Lifting Engineer for TAQA. He was onboard to review
methods for repair or extraction of the engine and what lifting equipment may be
required.
Figure 3 Damage to idler teeth and crankcase Figure 4 Swarf around hole in crankcase
Any repair decision must take into account the current location of the engine within the
platform. The engine is located on the cellar deck level of the platform in the module next
to C3 leg. Therefore, the engine module does not have an outside wall. Also, there is no
access hatch in the roof of the module, but there is a hatch through to next door (Figure 5
& 6) in C3 leg. This hatch is a couple of inches too narrow to accommodate the complete
engine so the exhaust manifolds would have to be removed for it to fit through. There is
then a hatch in the roof of C3 leg. This hatch was utilised when the original engine was
removed and replaced with the current MTU. This engine location is typical of many
platforms where it is not a straightforward task to remove the engine.
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Figure 5 View of engine showing hatch at rear (arrowed) Figure 6 Laydown area other side of hatch (drive shaft
arrowed)
Following on from the survey, three options were formulated:
Option 1: Repair in situ. The engine would be raised on a set of fabricated legs. These
legs would be bolted to the engine feet and the bed frame. This would then give
sufficient room under the engine to remove the sump and lower the crankshaft from
underneath the engine.
Option 2: Move the engine next door into C3 leg. Next to the leg is a small laydown area
which would be just about large enough to work on the engine. The floor would have to
be scaffolded as the driveshaft from the engine to the gearbox runs across this floor,
approx 12” above the floor. There are also 3 sets of bolts still in the ceiling where pad eyes
were fitted to aid the removal of the previous engine. These would be utilised to lift and
turn the engine although they would need to be appropriately certified before use.
Option 3: Remove the engine completely and ship onshore for repair at Bartech’s
premises.
After internal discussions in Bartech, and discussions with TAQA, the three options were
considered and the following conclusions were reached:
Option 1: This option was discounted as the least desirable due to the space constraints
within the module and the added dangers of working under an engine and lowering the
crankshaft. Lowering a crank (or any other heavy object) from a bolted position is
inherently more dangerous than lifting as you do not have the opportunity to gauge the
strain on the slings as the slack is taken up. Also, if something goes wrong, the object can
only go down towards the floor potentially causing further damage.
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All top end assemblies would require removal so that the pistons and connecting rods
could be extracted leaving the bare crank. Special blocks would be required to mate with
the main bearing journals on the crank (whilst also avoiding the crankpins).
Carrying out any repair onboard the platform carries a certain amount of risk. At present,
we do not know the extent of any damage to the gear train or crankcase. We also do not
know what caused the hydraulic pump shaft bearing to fail, whether the bearing failed by
itself or whether some debris came from elsewhere in the engine and caused the bearing
to fail is unclear.
Other damage may be present to the geartrain and/or crankcase which may require that
option 1 turns into option 3.
In addition, facilities onboard the platform are very limited for cleaning of engine parts
and manufacturing of parts or tooling that may become necessary during the repair. We
know that the oil filters, oil pump and oil cooler will have been contaminated with swarf
laden oil. Space for storage of the assemblies and parts removed from the engine is also
restricted. There is also the danger that parts may be damaged or lost.
Option 2: This option was considered to be preferable to Option 1 as it would enable the
crankcase to be turned over for crankshaft removal. However, all the caveats covered in
Option 1 concerning parts cleaning, space etc apply equally to Option 2. Also, once the
engine is in C3 leg module, it is halfway to being completely removed from the platform.
Option 3: This option is considered the best option from an engine integrity point of view.
Bartech’s workshop has a fully equipped machine shop with lathe, mill etc for the
manufacture of items as required. We also have access to oxy-acetylene equipment, a full
suite of measuring devices and a 40-ton hydraulic press. In addition, we have plenty of
room, in a clean environment, to arrange all items removed from the engine in a
structured fashion to avoid both loss and damage.
Repair at Bartech’s fully equipped workshop would make any problems that become
apparent much easier to deal with. Once repairs are completed, the engine can then be
bench tested to ensure it is working as it should.
It is recognised that removal of the engine from the platform would involve extensive
fabrication and construction work but it is felt that this negative is offset by the advantages
of repairs being carried out in a quality-controlled workshop environment followed by a
measured engine test.
Recommendations
Bartech would recommend that Option 3 is carried out.
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Root Cause Analysis Report
Page 10
Root Cause Analysis (RCA) Report

Client: TAQA Bratani Job No: J14313.01
Installation: Cormorant Alpha Platform Date: 16/07/18
Project title: MTU 8V396TE34 roller bearing failure
Event description
An engine test was carried out on the platform and partway through the testing, sparks
were observed coming from the area of the hydraulic pump motor. It was evident at this
point part that part of the engine may have come loose or been dislodged and would
require further investigation. The platform reported that the module cooling fan had
stopped working, so the engine was shut down manually and isolated for a closer
inspection. The following was identified and reported:
• There was teeth damage to the internal gear train.
• The platform had reported that there had been a complete failure of drive gear
ball-type bearings and seals.
• The rubber coupling from the engine drive hydraulic fan pump had disintegrated.
• The hydraulic pump shaft was bent on the pump side of the engine.
Timeline leading up to the event

Sequence of Events
A copy of the Cormorant Alpha eLogbook has been issued dating back
to 02/12/17. This showed a comprehensive sequence of events leading
up to the failure. The main points of focus had been highlighted in the
eLogbook. A summary of these events are shown below:
The engine coolant started to overflow from being too hot from an issue
13/05/18 -
on the seawater circuit.
18/05/18 - It was noted the exhaust/ lube oil temperatures were over-temperature,
causing the plate pack vapour vent to lift, suspecting cooling water
circulation problems.
20/05/18 - A test was carried out on the engine and partway through the engine
testing, sparks were observed coming from the area of the hydraulic
pump motor emanating from the engine side. It was evident at this
point part that part of the engine may have come loose or been
dislodged and would require further investigation. The module cooling
fan had stopped working. At this point, the engine was shut down
manually and isolated for inspection.
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Investigative Team Methods Used

Engine Dismantle – visual inspection
highlighting any potential issues
Detailed inspection
5 WHY Methodology
Findings
The engine arrived at the Bartech workshop on 16/07/18 and was offloaded from the
delivery vehicle around 08.00. The engine was transported into the workshop (Figure 1) to
allow the dismantling process to begin. The Bartech team of engineers visually inspected
the engine to highlight any potential causes of engine failure. The 5 WHY Methodology
would be used as issues were highlighted and throughout the inspection process.
Figure 1: Engine in Bartech workshop before work

commenced
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Engine Dismantle
1. The engine was barred over one complete revolution successfully, which eliminated
any mechanical faults internally relating to the movement of the crankshaft.
2. Fuel pipes removed – ok
3. Fuel lift pump was removed and this rotated as expected. It was highlighted that
some of the bolts holding the lift pump to the engine were loose.
4. It was highlighted the intercooler had excessive amounts of carbon (Figure 2)
Figure 2: Showing excessing carbon build

Figure 3: Small sections of bearing were
up on Intercooler
found on fuel lift pump adaptor
5. Top rocker cover removed – ok

6. Injectors removed – ok
7. Plate cooler removed
8. Intercooler removed, air flaps appear to be working – ok
9. Removed coolant pipework – ok
10. Fuel lift pump adaptor cover was removed – small sections from a bearing were
found on the back of adaptor housing from the bearing failure. (Figure 3)
11. Fuel pump was removed – ok
12. Intermediate covers where removed – some of the cap screws appeared to be
corroded, making it difficult for the capscrews to be removed – it was evident that
these have been affected by water being present on the engine at some stage.
13. Rocker gear removed – ok
14. Pushrods removed – ok
15. Removed gear train top cover – ok
16. Removed air inlet manifolds – O rings were still soft
17. Remaining fluids were drained from internal galleries
18. Removed fuel filter housing assembly – ok
19. Cylinder heads removed – ok
20. Starter motor removed – gear teeth ok
21.
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22. Upon the first visual inspection of the liners, scoring was identified. Figure 4
represents the condition of each liner. A4 and B4 have significant scoring marks
which can be felt with a finger. The other liners are showing signs of wear on the
same positions relative to that bank but are not as significant as A4 and B4. A
comprehensive inspection will be carried out after Engine dismantle. At this stage it
is not believed this is related to the bearing failure, however, it is recommended
that this is investigated to determine the cause.
Figure 4: Representing the condition of each liner after the cylinder heads were removed
A4 A3 A2
A1 B4 B3
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B2 B1
23. Sump removed – debris was found in the sump; the debris contained pieces of roller
bearing and gear teeth (figures 5 & 6).
Figure 5. Sump Figure 6. Showing debris in sump
24. Removed water pump drive gear - ok

25. Removed bearing housing – ok
26. Removed flywheel – ok
27. Removed oil filter housing – ok
28. Removed oil cooler – ok
29. Removed drive end cover – ok
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30. The piston and connecting rods were removed and labelled appropriately. A
thorough inspection would take place once the items are cleaned.
31. Liners removed
At this stage, there still wasn’t clear evidence of why the drive for the hydraulic fan had
failed. A decision was made to take a closer visual inspection of the hydraulic fan drive
assembly. The drive assembly was laid out on to the bench (Figure 7). At this stage, we
carried out the 5 WHY Methodology inspecting the types of scenarios that would cause
the bearing to fail.
Hydraulic pump
Rubber coupling between the engine and the

hydraulic pump. The rubber coupling is in multiple
pieces, the fixing bolts had been destroyed
The adaptor that is fitted to the engine drive shaft

using Hydraulic equipment and bolted to the
rubber coupling
Bearing housing. The bearing in this housing is a

roller type bearing, this had been destroyed from
the failure
Driveshaft
Rear bearing housing
Figure 7. Drive assembly
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5 WHY Methodology 18/07/18
The 5 Why Methodology was carried out whilst inspecting the hydraulic pump driving
arrangement (See Appendix 2). Detailed Pictures of some of the items are shown
below.
Figure 8: Damaged rear bearing Figure 9: Driveshaft for hydraulic pump showing
damage to the teeth
Figure 11: Damaged rubber coupling, drive coupling (Left)

shows a broken bolt still in situ
Figure 10: Damaged front

bearing housing
Figure 12: Hydraulic pump, the spline

staff has been bent in the failure.
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Identification of Root Cause
After carrying out the RCA procedure using 5 Why methodology and inspection of the
failed components, Bartech concluded that the root cause of failure pointed towards the
Centa-flex rubber coupling. The rubber coupling had failed with the rubber section
collapsing. This had caused the rubber segments to become jammed in the bearing
housing. The bearing housing acts as the guard for the driving shafts which has minimal
clearance around the driving shaft. The rubber becoming jammed had caused the bolts
to shear. This had put an uneven load onto the bearing which had then caused the
bearing to fail. The front bearing (which is a roller type bearing), had disintegrated forcing
the roller bearings and broken pieces into the gear train. This has subsequently applied
pressure to the drive shaft forcing it out of alignment caused the rear bearing to fail. The
ball type and roller type bearings from the failed bearings had entered the gear train,
damaging the teeth on multiple gears.
Bartech will provide a full inspection document indicating the damaged gears.
Corrective Action
Once the engine has been dismantled. Bartech will provide a comprehensive inspection
of all items from the engine. An inspection report will be provided detailing the
measurements and condition on engine components highlighting which items should be
replaced.
During the engine reassembly process, further inspections will be carried out where
measurements and test for conformity will be undertaken. Alignments will also be checked
and final assembly of the engine will be carried out to OEM specification processes and
measurements.
Recommendation
Bartech recommends that the maintenance schedule for this engine is reviewed. Annual
inspections are recommended to ensure this type of failure is prevented in the future.
Bartech is happy to recommend and provide assistance with providing details and
recommendations for future PPM on this engine.
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Sponsor Acceptance
Sponsor name and title Signature Date
REMOVED
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Root Cause Analysis
5 Why Methodology
(Bme123CL/ Issue 2)
Page 19
Bartech Job number reference: J14313.00 Engine type: MTU 8V 396 TE.34 Produced by: Luke Miller (Project support engineer) Appendix 2
Client: TAQA Bratani Platform: Cormorant Alpha Date: 18/07/18 3.0 5 Whys
The Problem WHY 1 WHY 2 WHY 3 WHY 4 WHY 5 Result Action
Rubber coupling
Extended periods between
Damaged gear failure between the Perished coupling or Extended periods Review maintenance
Bearing failure Potentially overloaded maintenance periods
train engine and hydraulic misalignment between maintenance schedules
have left any issues
pump
unidentified
A corroded bearing would

Damaged gear The seal hasn’t been
Bearing failure Water ingress oil seal failed Beyond service life cause a bearing failure.
train changed during a Review Maintenance
There is no evidence that
periodic maintenance schedule
the oil seal failed
schedule
The Bearings are not oil-

fed, they rely on
Damaged gear Debris in oil lubrication from oil on the
Bearing failure
train _ _ _ gear train (splash fed). No action
There is no evidence of
any major debris in the oil
system
The engine has not

performed many hours
Damaged gear
Bearing failure Beyond service life _ during service life,
train _ _ No action
therefore it is unlikely the
bearing is beyond the
service life
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Engineer’s Report
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Page 20
Client: TAQA
Date: 06/08/2018
BME Job No. J14313.01
Report No. BMER1029
Bartech Engineer Fraser Gasgarth
Engine Type MTU 396 8V
Equipment Serial Numbers 5565832
Reason & Description of Dismantle and inspect engine prior to overhaul

Planned Work scope: and rebuild.
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Engineer’s Report
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Introduction
Engine Type: MTU 8V 396

Platform: Cormorant Alpha
Engine Serial No.: 5565832
The above engine had been removed from the platform and arrived at Bartech attached
to the bed frame. The turbochargers and manifolds had been removed along with the
auxiliary pipework and exhaust. On initial inspection (figure 1), the engine appeared to be
in good condition. There were no major defects or damage sustained apart from the
visual parts of the gear train which had sustained damage. Details of the gear train
damage are contained in a separate report.
Work Carried Out
The engine was barred over for one rotation to check for any tight spots or rotation
restrictions, (Figure 2) and none was evident. All auxiliary components were removed to
allow access to the main engine block. This included the starter motor, oil cooler,
thermostatic housing and water pump.
Figure 1. Engine on arrival to the workshop Figure 2. Bared over for one rotation
The valve covers were removed, and the valve operating gear was visually checked, all
appeared to be ok. The charge air cooler had evidence of contamination which could
have been caused by dirty filters or leaking exhaust gases being drawn into the cooler.
The valve operating equipment was removed and placed to one side. The air manifolds
were removed along with the seawater cooler. We noted the cooler plate measurements
and spacers were loose between the clamping plates.
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The rocker covers and rocker gear were removed, allowing access to the injectors which
were then extracted (Figure 3). The cylinder heads were removed on both A and B bank
(Figure 4). No major faults were found on the cylinder heads upon initial inspection. These
will be dismantled and inspected later in the overhaul process.
Figure 3. Removal of injector Figure 4. Cylinder heads being removed
The covers at the free end of the engine were removed to gain as much access to the
gear train as possible. It was noted that several gears have sustained chipped and
damaged teeth as a result of the failure. (See gear train report).
Once the intercooler was removed and lifted from the main engine block, the pistons and
the big end bearing caps were removed. The pistons were then extracted from the top of
the engine block. Upon inspection of the cylinder liners, it was found that No.’s 1 & 4 on ‘A
bank’ were out of ovality tolerance and would require replacing. (Figures 5 & 6). Light
horizontal scoring was found on the majority of the liners. We expect to be able to hone
the liners. (Figures 7 & 8).
Figure 5. Liners out of ovality Figure 6. Measuring of the ovality
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The piston liners were removed from the main crankcase to reveal the cooling jacket
passage.
Figure 7. Honing of liners Figure 8. Honed liners
The crankshaft was rotated so A bank, No. 1 piston was at Top Dead Centre before the
fuel injection pump was split from its timing gears. This allowed the fuel injection pump to
be lifted clear of the crankcase. A full report on the strip and testing of this pump will be
conducted later as part of the engine repair process. The flywheel was then marked for
identification purposes before being removed from the crankshaft (Figure 8).
The cylinder block was rotated 180° to facilitate the removal of the flywheel housing, shaft
seal, seal carrier, grooved ball bearing and bearing retaining plate (Figure 9).
Figure 8. Flywheel marked and removed Figure 9. Cylinder block rotated 180°
The crankshaft bearing caps were marked with identification numbers relating to their
position and orientation before removal (Figure 10).
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The shell bearings were inspected, and slight wear marks were identified. However, there
was no excessive wear to these items.
The crankshaft was elevated and gently lifted clear from the casing. The camshaft and
intermediate gear trains were split from their drive components and removed from the
gear housing. This allowed the camshafts to be removed.
The crankshaft bearing cap retaining studs were also removed to allow for accurate
measurements against the manufacturer's tolerances. The bare crankcase was
chemically cleaned before the necessary measurements could be conducted (Figure
11).
Figure 10. Bearing caps marked Figure 11. Crankcase chemically cleaned
Recommendations
A full root cause analysis will be carried out alongside the engine overhaul.
All of the engine components will be fully dismantled, cleaned, inspected and tested prior
to the rebuild of the reconditioned engine.
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Page 25
4.1 Cylinder Heads
Client: TAQA
Date: 06/08/2018
Report No. BMER1030
Reason & Description of Dismantle, clean, inspect, rebuild and test

Planned Work scope: cylinder heads.
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Introduction

The cylinder heads were dismantled, pressure tested, cleaned and inspected before
standard replacement items were fitted. Crack detection was carried out by Magnetic
Particle Inspection (MPI) before final pressure and vacuum testing is conducted.
Work Carried Out
The cylinder heads were removed from the main engine block and an initial visual
inspection was carried out. There was no obvious damage or defects found to the
castings.
After removal from the engine, each cylinder head was etched with a unique individual
serial number to aid in future identification.
The valve springs were compressed using a hydraulic press, and the collets and valve
spring retainer was dismantled. This allowed for the outer and inner springs and the valve
rotator to be removed (Figure 1). The valve stem seals were displaced from the valve
guides and the valves were etched with an identification number. These were then
removed from the cylinder head (Figure 2).
Figure 1. Removal of valve springs Figure 2. Valves ready for removal
Upon removal of the valves, it was evident that carbon deposits had built up inside the
exhaust ports and on the exhaust valve stems. An initial pressure test was conducted on
the cylinder head coolant jackets to confirm the integrity of the casting.
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The castings were pressurised to 60 PSI and held for 20 minutes. No leaks or pressure drops
were recorded.
The cylinder heads were chemically cleaned to remove any paint and carbon deposits.
Upon completion, the injector sleeves, valve guides and plugs were removed for re-
tapping of all threads (Figure 3).
Further visual inspection was conducted to confirm that each unit was now in good
condition and undamaged. No faults were found.
To ensure that no cracks had developed within the head castings, a Magnetic Particle
Inspection (MPI) was carried out (Figure 4). The combustion faces were also measured
with the use of a straight edge and feeler gauges to ensure that no warping had
occurred and that these were within the manufacturer’s specification. No issues were
recorded during this process (see attached test sheet). It was noted that the valve seats
were sitting below the recommended depth by MTU (Figure 5) and for this reason, they
will be replaced.
It was found that the valve guides on three of the cylinder heads had cracks on the tops
which run down the sides (Figure 6). These will be replaced during the rebuild.
Figure 3. Removal of valve seats Figure 4. MPI crack testing of all heads
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Figure 5. Valve seat depths Figure 6. Cracks in valve guides
Rebuild
As per standard procedure, the injector sleeves, valve guides and plugs were all replaced
and torqued to the OEM specifications. To ensure an airtight seal, the valve seats were
replaced and reground (Figure 7).
A final pressure test was carried out at a pressure of 60 PSI for 1 hour. No leaks or
pressure drops were detected, confirming the integrity of the coolant seals and casting
(see attached test sheet).
Figure 7. Sleeves, guides & plugs replaced Figure 8. Valve guide bore measured
The valve springs were cleaned and each spring length was measured. The valves
were also cleaned and their sealing face, stem diameter and stem shaft straightness
were also measured.
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The valve depth was measured and the valve guide bores (Figure 8) to confirm the
required clearance was achieved in relation to the combustion face when the valves are
in the closed position. All were found to be within the manufacturer’s recommended
tolerances. The valves and seats were then lapped to create a good seal (Figures 9 & 10.)
A vacuum test conducted on both the inlet and outlet ports confirmed a satisfactory seal.
The inlet valve guides were fitted with valve seals before the valve rotators and springs
were located and compressed under a hydraulic press. This allowed the valve retainers
and collets to be attached before a final vacuum test confirmed a satisfactory valve seal.
Figure 9. Valves and seats Figure 10. Valves and seats
The cylinder head external faces were painted and all internal faces were sprayed with a
rust inhibitor spray to prevent future corrosion.
Figure11. Fitted heads Figure 12. Cylinder Heads refitted
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The rocker gear was dismantled separately from the cylinder heads and laid out on a
workbench (Figures 13 & 14.) All the rocker gear was then visually inspected before being
crack detected and measured (Figure 15.)
Figure 13. Rocker Gear on bench Figure 14. Rocker Gear on bench
Figure 15. Crack detected and measured Figure 16. Rocker Gear fitted to heads
The rocker gear was then fitted back to the completed cylinder heads (Figure 16.)
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Cylinder Head Test Sheet
(Bme 018J3 / Issue 6)
Page 31
General
Date 27/07/2018 Cylinder Head P/N 5550105141

Job No. J14313.01 Engine MTU 8V396
No. Of Cylinders 8
Fill in below as appropriate i.e. if the engine is not a V configuration where there is no A or B bank (e.g. Inline
engine) fill out first table and complete table for the relevant amount of cylinders only.
For clarity please appropriate tick box Inlet 0.35 to 0.6 mm

Ext -0.15 to + 0.1mm
V Engine In – line Engine
Additional Note: If you are only overhauling for example a couple of heads, although a full set would be 12
please use the note box at the bottom of this form to state this i.e. “ only 2 heads overhauled as per customer
request” or something of this nature.
Measurements - A Bank……Before dismantling
Cylinder No. 1 2 3 4 5 6 7 8
Nominal
Sizes
BME Test S/N 2852 2853 2854 2855
Valve Min: Inlet A
Stem Max: Inlet B
Diameter Exhaust A
Min:
Max: Exhaust B
Inlet A
Valve Inlet B
Min:
Guide Max: Exhaust A
Bore
Exhaust B
Inlet A .69 .73 .64 .66
Depth Of Valve Head Inlet B .7 .71 .65 .715

Below Cyl Head Face Exhaust A .145 .168 .165 .140
Exhaust B .18 .149 .155 .120
Inlet Inner A
Inlet Inner B
Inlet Outer A
Valve Springs (Free Inlet Outer B

Length) Exh Inner A
Exh Inner B
Exh Outer A
Exh Outer B
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Page 32
Measurements - B Bank
Cylinder No. 1 2 3 4 5 6 7 8
Nominal
Sizes
BME Test S/N 2856 2857 2858 2859
Valve Min: Inlet A
Stem Max: Inlet B
Diameter Exhaust A
Min:
Max: Exhaust B
Inlet A
Valve Inlet B
Min:
Bore
Exhaust B
Inlet A .685 .665 .635 .70

Exhaust B .12 .18 .0030 .120
Inlet Inner A
Inlet Inner B
Inlet Outer A

Length) Exh Inner A
Exh Inner B
Exh Outer A
Exh Outer B
Engineer
Comments from Measuring Procedure
In-House Crack Detection Using Dye Penetrant Method
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Page 33
General
Date 30/07/2018 Cylinder Head P/N 5550105141

Job No. J14313.01 Engine MTU 8V396
No. Of Cylinders 8
Fill in below as appropriate i.e. if the engine is not a V configuration where there is no A or B bank (e.g. Inline
engine) fill out first table and complete table for the relevant amount of cylinders only.
For clarity please appropriate tick box Inlet 0.35 to 0.6 mm

Ext -0.15 to + 0.1mm
V Engine Inline Engine
Additional Note: If you are only overhauling, for example, a couple of heads, although a full set would be 12
please use the note box at the bottom of this form to state this i.e. “ only 2 heads overhauled as per customer
request” or something of this nature.
Measurements - A Bank……Before dismantling
Cylinder No. 1 2 3 4 5 6 7 8
Nominal
Sizes
BME Test S/N 2852 2853 2854 2855
Valve Min: Inlet A .55 .50
Stem Max: Inlet B
Diameter Exhaust A
Min:
Max: Exhaust B
Inlet A
Valve Inlet B
Min:
Bore
Exhaust B
Inlet A .55 .40 .42 .48

Exhaust B .10 .10 .10 .10
Inlet Inner A
Inlet Inner B
Inlet Outer A

Length) Exh Inner A
Exh Inner B
Exh Outer A
Exh Outer B
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Page 34
Measurements - B Bank
Cylinder No. 1 2 3 4 5 6 7 8
Nominal
Sizes
BME Test S/N 2856 2857 2858 2859
Valve Min: Inlet A
Stem Max: Inlet B
Diameter Exhaust A
Min:
Max: Exhaust B
Inlet A
Valve Inlet B
Min:
Bore
Exhaust B
Inlet A .42 .60 .42 .41

Exhaust B .12 .12 .10 .15
Inlet Inner A
Inlet Inner B
Inlet Outer A

Length) Exh Inner A
Exh Inner B
Exh Outer A
Exh Outer B
Engineer
Comments from Measuring Procedure

All inlet and exhausts vacuum tested before dismantling all passed
In-House Crack Detection Using Dye Penetrant Method
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Valve Gear Test Sheet
(Bme 018K / Issue 1)
Page 35
Date 24/07/18 Cylinder Head P/N
Job No. J14313.01 Engine MTU 396 8V
Engineer G. Bushnell No. Of Cylinders 8
Measurements - ‘A’ Bank Valve Gear
Cylinder No / Location A1 A2 A3 A4 A5 A6
BME Test S/N (If applicable)

New Upper Max Limit: 1.1028 1.1027 1.1028 1.1027
Inlet A-A
Limit 1.1032 1.1032 1.1031 1.1034 1.1030
Lever
New Lower 1.1024 1.1030 1.1028 1.1032 1.1028
Bush B-B
Limit 1.1042 1.1038 1.1042 1.1037
New Upper Max Limit: 1.1028 1.1028 1.1028 1.1027
Exhaust A-A
Limit 1.1032 1.1037 1.1039 1.1034 1.1038
Lever
New Lower 1.1024 1.1028 1.1028 1.1028 1.1027
Bush B-B
Limit 1.1033 1.1033 1.1032 1.1032
Cylinder No / Location 1 2 3 4 5 6
New Upper Limit 1.1009 1.1009 1.1010 1.1008
Inlet
Fulcrum 1.1016 1.1008 1.1009 1.1009 1.1009
Shaft New Lower Limit 1.1010 1.1009 1.1010 1.1009
Exhaust
1.1007 1.1008 1.1008 1.1009 1.1010
Measurements - ‘B’ Bank Valve Gear
Cylinder No / Location R1 R2 R3 R4 R5 R6
BME Test S/N (If applicable)

New Upper 1.1028 1.1027 1.1028 1.1027
Inlet Max A-A
Limit 1.1033 1.1031 1.1033 1.1030
Lever Limit:
New Lower 1.1036 1.1028 1.1032 1.1032
Bush B-B
Limit 1.1042 1.1036 1.1042 1.1040
New Upper 1.1028 1.1029 1.1028 1.1027
Exhaust Max A-A
Limit 1.1036 1.1037 1.1037 1.1036
Lever Limit:
New Lower 1.1027 1.1028 1.1028 1.1028
Bush B-B
Limit 1.1034 1.1034 1.1033 1.1034
Cylinder No / Location 1 2 3 4 5 6
New Upper Limit 1.1010 1.1009 1.1010 1.1008
Inlet
Fulcrum 1.1009 1.1008 1.1010 1.1009
Shaft New Lower Limit 1.1008 1.1010 1.1008 1.1008
Exhaust
1.1010 1.1008 1.1010 1.1008
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Page 36
Client: TAQA
Date: 09/08/2018
Report No. BMER1032
Reason & Description of Fully dismantle, inspect and report on the

Planned Work scope: condition of the engine crankcase & sump.
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Introduction

As part of the complete engine overhaul, the crankcase required full dismantling,
cleaning and inspecting.
Upon initial inspection, the crankcase appeared to be in good condition, with no major
signs of external damage sustained.
Work Carried Out
The crankcase was chemically cleaned and the crankshaft bearing caps were crack
tested via Magnetic Particle Inspection (MPI). This was to confirm that no cracks had
developed within the casting faces, bearing recesses or stress points (Figure 1).
The crankshaft bearing cap studs were individually marked and removed from the
crankcase. These were cleaned, inspected for thread damage and measured to confirm
correct length and straightness. They were then inserted into the casing body to the
manufacturer’s specified height and set in position using high strength retaining
compound (Figure 2).
Figure 1. MPI Crack testing on all faces Figure 2. Studs reset to specified length
The bearing surfaces of the casing and bearing caps were thoroughly cleaned before
being mated together and torqued down in the specified order and tightness. This was
conducted with the bearing shells fitted. Internal measurements were also taken at
specific locations within the bearing housing. This procedure was repeated with the
bearing shells in place (Figures 3 & 4).
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Figure 3. Measurements taken with Figure 4. Axis where measurements were

bearing shells taken on each bearing journal
The measurements were recorded. All ovality to the main bearing bores were recorded
and were within the maximum/ minimum manufacturers recommended tolerances.
The length of the main bearing cap protrusion was measured and recorded.
The crankcase was subjected to thorough cleaning in order to remove any rust and
debris from all orifices, galleries, cooling jackets and mating surfaces. Threaded holes
were also cleaned and re-tapped to ensure all threads were suitable for reuse (Figure 5).
Figure 5. Cylinder cooling jacket after cleaning
Upon removal from the above engine (Figure 6) it was apparent that there was a large
amount of metal swarf in the bottom of the oil sump. The first step was to drain the excess
oil and remove the metal contaminants. (Figures 7- 10.)
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Figure 6. Sump separated from engine case Figure 7. Broken gears in sump
Figure 8. Broken gears & swarf in sump Figure 9. Broken gears in sump
Figure 10. Broken gears in sump Figure 11. Gear refitted
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The pick-up and feed pipes remained attached to the oil pump in order for these to be
included in the cleaning and visual inspection process. During the initial inspection, it was
found that the pump was in good condition, with no major signs of damage evident. Due
to the fact that the pump is located in the sump, only oil residue was found on the unit.
The sump was cleaned, inspected and repainted ready to install.
The pipework was removed from the oil pump and no issues were recorded. However, the
sealing O-rings have become hard over time and required replacement.
The gear was then also removed from the pump utilising a 3-legged puller. The woodruff
key was removed and replaced back in the gear to prevent loss. The gear was then
cleaned, crack detected and refitted. (Figure 11.)
The oil pump was then split into its respective halves. Again, no faults were found
throughout this process. There were no signs of excessive wear or damage
evident.
The pump housing was subjected to a Magnetic Particle Inspection (MPI) to confirm that
there was no damage to the castings. The bearing bushes, O rings and copper sealing
washers were replaced during the rebuilding process (Figure 12.)
Figure12. Rebuilt sump
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Test Sheet
Crankcase
(Bme018A / Issue 3)
Page 41
DATE 23/07/18 TEST SHEET
JOB NO J14313.01 UNIT NO
ENGINEER G Bushnell CRANKCASE NO 5560107206
ENGINE NO 5565832
MEASUREMENT TO BE TAKEN WITH BEARING SHELLS

STATE WITH OR WITHOUT BEARING SHELLS NOMINAL SIZE 5.5554/ 5.5561
.0048/
limits
.0079
RUNNING
POSITION AA F.E AA D.E BB F.E BB D.E CC F.E CC D.E
CLEARANCE
.0067/
NO.1 5.5570 5.5572 5.5577 5.5567 5.5574 5.5576
.0077
.0067/
NO.2 5.5572 5.5573 5.5566 5.5570 5.5580 5.5582
.0084
.0073/
NO.3 5.5572 5.5572 5.5574 5.5577 5.5573 5.5577
.0078
.0071/
NO.4 5.5570 5.5570 5.5573 5.5573 5.5575 5.5577
.0079
.0070/
NO.5 5.5569 5.5571 5.5570 5.5577 5.5573 5.5573
.0079
NO.6
NO.7
NO.8
NO.9
NO.10
NO.11
NO.12
INDICATE IF ABOVE ITEM *USED *REJECTED * DELETE AS APPROPRIATE

IF ITEM REJECTED PLEASE COMPLETE NEW DIMENSION SHEET
Test Sheet
Cam Shaft Bores
(Bme018E3 / Issue 1)
Page 42
4.2.2 Test Sheet
DATE 23/07/18 TEST SHEET NO

JOB NO J14313.01 ALTERNATOR NO
ENGINEER G. Bushnell VESSEL NAME
PORT / STARBOARD SIDE ENGINE NO MTU 396 8V
MEASURMENT MUST BE TAKEN WITH AND WITHOUT BEARING SHELLS.
NOMINAL SIZE 2.2441/ 2.2453

STATE WITH OR WITHOUT BEARING SHELLS
2.6378/ 2.6396
NO.1 AA F.E. 2.4449 AA D.E. 2.2450 BB F.E. 2.2446 BB D.E. 2.2447
NO.6 AA F.E. AA D.E. BB F.E. BB D.E.
A Bank B Bank
COMMENTS
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Engineer’s Report
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Page 43
Client: TAQA
Date: 10/08/2018
Report No. BMER1034
Reason & Description of Visually and dimensionally inspect camshafts

Planned Work scope: following the removal from the MTU 396 engine.
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Introduction

The camshafts were removed and inspected to determine if there were any signs of
damage (Figure 1). The journals and lobes on both shafts were also inspected for scoring
and pitting.
Figure 1. Camshaft removed from the engine
Initial Inspection
Upon initial inspection of the camshafts, it was evident that there had been no
damage sustained from the drive train. The journals and lobes were also found to be in
good condition with no signs of corrosion, rust or damage (Figure 2 & 3).
Figure 2. Camshaft journal Figure 3. Camshaft lobes
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The journals were then dimensionally inspected using a micrometer. (Figure 4)

All were found to be within the new specification (see attached test sheet).
The cam lobes were also in good condition, with only slight marking found from the
followers.
Figure 4. Inspected using a micrometer
Work Carried Out
All journals and lobes were lightly polished using 240 grit emery cloth.
The gearwheel teeth were subsequently cleaned and checked for any damage which
might have been sustained from the gear train. The gearwheel was MPI crack detected
and no damage was found.
The camshaft assemblies were then thoroughly cleaned. An MPI crack detection test was
also carried out, with no issues recorded (see attached test sheet).
Both camshaft assemblies were therefore acceptable and in a serviceable condition.
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Page 46
4.3.1 Test Sheet
TEST SHEET NO
DATE 23/07/18 PART NO 5510501101 (A bank)
JOB NO J14313.01 CAM SERIAL NO
ENGINEER G.Bushnell ENGINE NO 5565832
2.2410/ 2.2417
JOURNAL NOMINAL DIMENSION LOBE HEIGHT NOMINAL DIMENSION
2.6347/ 2.6354
LOBE HEIGHT NO.1

NO.1 JOURNAL DIM AA 2.2415 BB 2.2415
FM FREE END NO.2
NO.3
NO.2 AA 2.6352 BB 2.6352
NO.4
NO.5
NO.3 AA 2.6354 BB 2.6354
NO.6
NO.7
NO.4 AA 2.6353 BB 2.6353
NO.8
NO.9
NO.5 AA 2.6354 BB 2.6354
NO.10
NO.11
NO.6 AA BB
NO.12
REAR JOURNAL NO.13
NO.7 AA BB
NO.14
NO.15
NO.8 AA BB
NO.16
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Page 47
Client: TAQA
Date: 09/08/2018
Report No. BMER1033
A1,A2,A3,A4
B1,B2,B3 ,B4
Reason & Description of To visually and dimensionally inspect a set of

Planned Work scope: connecting rods.
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Introduction

The large and small ends were dimensionally inspected for size and ovality. These
tolerances were obtained from the wear limit section of the manual.
Initial Inspection
The connecting rods were inspected for any damage. All were found to be in very good
condition (Figures 1 & 2). The bolts were also inspected for length and all were found to
be within new specification limits and can therefore be re-used. (Figure 3).
Figure 1. Visual inspection Figure 2. Visual inspection of shank
Work Carried Out
All of the connecting rods were initially torqued up without the bearing shells fitted and
dimensionally inspected to check conformity to OEM specification. All were found to be
within new tolerances. The small end bushes were also inspected and were found to be
within specification. (Figures 4 & 5)
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Figure 3. Inspection of bolts Figure 4. Inspection of large end without shells
Figure 5. Inspection of small end Figure 6. Inspection of large end with shells fitted
The connecting rods were cleaned using scotch brite. The connecting rods were then
washed and re-measured (Figure 6) with the bearing shells fitted (see attached
measurement sheets).
The connecting rods were all crack detected using MPI (Magnetic Particle Inspection)
method. (Figure 7). No issues were recorded during this process (see attached test sheet).
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Figure 7. Magnetic particle inspection
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Test Sheet
Conn Rods
(Bme018I / Issue 1)
Page 51
4.4.1 Con Rod Test Sheet

ENGINEER Garry Bushnell VESSEL NAME Cormorant Alpha
CONNECTING ROD TYPE A Bank ENGINE NO 5565832
BORE FREE END NO 1 A-A 4.4107 B-B 4.4106 C-C 4.4106 ROD SERIAL NO
BORE DRIVE END: A-A 4.4108 B-B 4.4105 C-C 4.4105
BORE FREE END NO 5 A-A B-B C-C ROD SERIAL NO

BORE DRIVE END: A-A B-B C-C

DIMENSIONS TO BE TAKEN WITH & WITHOUT BEARING SHELLS NOMINAL SIZE

INDICATE IF MEASURED * * WITHOUT 4.4094/4.4103
INDICATE IF ABOVE ITEM * USED * REJECTED
COMMENTS
* DELETE AS APPROPRIATE
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Test Sheet
Conn Rods
(Bme018I / Issue 1)
Page 52

ENGINEER Garry Bushnell VESSEL NAME Cormorant Alpha
CONNECTING ROD TYPE B Bank ENGINE NO 5565832


DIMENSIONS TO BE TAKEN WITH & WITHOUT BEARING SHELLS NOMINAL SIZE

INDICATE IF MEASURED * * WITHOUT 4.4094/4.4103
INDICATE IF ABOVE ITEM * USED * REJECTED
COMMENTS
* DELETE AS APPROPRIATE
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Engineer’s Report
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Page 53
Client: Taqa
Date: 09/08/2018
Report No. BMER1031
Engine Type MTU 8V396
Equipment Serial Numbers BMSN2862
Reason & Description of Visual and dimensional inspection of

Planned Work scope: crankshaft
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Introduction

The crankshaft was removed from the engine, chemically cleaned and placed on crank
stand ready for visual and dimensional inspection. (Figures 1 & 2)
Figure 1. Crankshaft prior to removal Figure 2. Crankshaft cleaned ready for inspection
Initial inspection
The connecting rod journals and main bearing journals were visually inspected. The main
bearing journals were in very good condition. The connecting rod journals were also in
good condition but had some light scoring evident. (Figures 3 & 4)
Figure 3. Main bearing journal Figure 4. Connecting rod journal
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Engineer’s Report
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The gear was visually inspected and all teeth were found to be in good condition with no
damage or wear present. (Figure 5)
Figure 5. Crankshaft gear Figure 6. Dimensional inspection
The connecting rod journals were lightly polished using 240 grit emery cloth to remove the
light scoring. The crankshaft was then dimensionally inspected using a micrometer and all
journals were found to be within the OEM specification. (Figure 6).
See dimension sheet for full measurements.
The crankshaft was then crack tested using the MPI method, no issues were found
(Figure 7.) The crankshaft was then installed back into the crankcase (Figure 8.)
Figure 7. Magnetic particle inspection Figure 8. Crankshaft installed
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Test sheet
Crankshaft
(Bme018B / Issue 2)
4.5.1 Test Sheet Page 56
JOB NO J14313.01 VESSEL NAME Cormorant Alpha
ENGINEER Gary Bushnell ENGINE NO 5565832
MAIN BEARING JOURNALS FROM FREE END CRANKPIN BEARING JOURNALS FROM FREE END
NOMINAL DESIGN UPPER LIMIT 5.5506 NOMINAL DESIGN UPPER LIMIT 4.1334
DIMENSIONS LOWER LIMIT 5.5496 DIMENSIONS LOWER LIMIT 4.1325
NO.1 AA 5.5500 BB 5.5499 NO.1 AA 4.1334 BB 4.1332
NO.2 AA 5.5499 BB 5.5498 NO.2 AA 4.1332 BB 4.1331
NO.3 AA 5.5499 BB 5.5499 NO.3 AA 4.1330 BB 4.1330
NO.4 AA 5.5498 BB 5.5499 NO.4 AA 4.1330 BB 4.1329
NO.5 AA 5.5499 BB 5.5498 NO.5 AA 4.1329 BB 4.1328
NO.6 AA BB N0.6 AA 4.1330 BB 4.1329
NO.7 AA BB NO.7 AA 4.1329 BB 4.1329
N0.8 AA BB NO.8 AA 4.1329 BB 4.1329
NO.9 AA BB
NO.10 AA BB
LLOYDS REF/DETAILS:
COMMENTS/NOTES:
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Engineer’s Report
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Page 57
Client: TAQA
Date: 09/08/2018
Report No. BMER1041
Bartech Engineer Matt Short
Reason & Description of Fully dismantle, inspect and rebuild fuel filters
Planned Work scope: using new seals and filters.
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Introduction

All assembly components were physically checked against the OEM manual (Figure 1).
Work Carried Out
The fuel filter lids were removed from the engine and the filter elements, seals and spring
tensioning mechanism were extracted for inspection (figure 2). The fuel filters showed little
signs of external wear or damage. The seals and filter cartridges were discarded and
replaced.
Figure 1. Fuel filter from manual Figure 2. Filter on engine
The main body was chemically cleaned to remove grease and contaminants (Figure 3).
The assembly was then repainted and refitted to the engine.
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Figure 3. Cleaning complete & filter refitted
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Page 60
Client: TAQA
Date: 10/08/2018
Report No. BMER1035
Bartech Engineer Andy Luckman
Reason & Description of Fully dismantle, clean, inspect and rebuild the
Planned Work scope: fuel feed pump.
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Introduction
The fuel feed pump was inspected to determine if there were any signs of damage. The
unit was found to be in a used condition, with slight rust damage evident (Figure 1).
The pump was then marked prior to dismantling for identification during the rebuild
process (Figure 2).
Figure 1. Fuel feed pump upon removal from Figure 2. Pump ready to be removed
the engine
Initial Inspection
The priming pump and valve block were fully dismantled from the main pump housing.
The remaining items were then removed from the main housing and inspected. There
were no issues of note.
Internal components were then chemically cleaned to remove the paint and rust
damage. All the bushes and shafts were found to be in good working order.
The pump was reassembled using all new seals (Figure 3).
A small amount of flange sealant was used on the pump body.
The pump was then tested and the results are in the attached test sheet.
The item was then refitted to the engine.
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Figure 3. Pump installed before painting
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Colchester Fuel.lni..ecf p TestR - dS .- . ...........- .
4.7.1 Test Certification

Make of Pump Pump Number Direction of Rotation . · Test Machine Last Job Ref. No. .. Tested By Job Ref. No•
.
Bosch 0406 008 243 CIW
. ' CFP1 J Gladwell . CJB126291
M,lleage Serial Number Remarks Period Date Date .
004101001 20/07/2018
Rack Speed .,
Opening (R.P.M)
1 2 3 4 5 6 7 8 9 10 . 11 12
1: ...
Ill
!:::, :·,
v .. ,
f ,.ij <C
:
'0 .8
U)
.ee
. Cl
0::0 m
:jo
.a-".:
. -o:::,0. 1gcJ11 -
E •
..Iii 18 750 99 99 99 99 99 99 99 99
a:::,.-u 16 750 · 81 80 80 80 so 80 80 80 .
i
::i
-
7 750 29 . 29. 29 29 30 29 29 29
.!<. 6 · 30 0 15 16
..
15
.
15' 15 14 15 14
<C
Before Adjustmen
_t ,. .. orreet -. Plu,:iger Stroke (mm)
Phase
Angle After AdjlJstment Corre.ct
GOVERNOR TEST · >
,.
., MECHANICAL NUMBER HYDRAULIC NUMBER ·,
Before Adjustment After Adjustment Before Adjustment· After Adj_

ustment
High LOW High ·tow
Idling Maximum R.P.M. ldnng Maxlm1.1m R.P.M. Relief Valves P.S.I. Relief Valves P.S.I.
..
Idling Speed ldllng ·S d
Idling Minimum · R.P.M. Idling .Minimum R.P.M. R.P.M. R.P.M.
. . Setting Setting
.. ldllng pressure Opening Closing Idling Pressure Opening- . Closing .
- ··Cutting In Speed R.P.M. Cutting In Speed R.P.M. P.S.I. P.S.I.
Page 63
. No Load C.R.O. 7 mm R.P.M. No Load C.R.O. 7 mm R.P.M. Idling Fuel mm3/cycle ldllng Fuel rrim' lcycle
Complete Cut-out R.P.M. Complete Cut-out .. R.P.M. Maximum Fuel mni 3 /cycle Maximum Fuel mm3/cycle
•,,. '
Rac_k Movement R.P.M. Rack Movement R.P.M. Excess Fuel Travel M.M. Excess FuelTravel M.M.
'
Engineer’s Report
(Bme057 / Issue 3)
Page 64
Client: TAQA
Date: 02/08/2018
Report No. BMER1036
Equipment Serial Numbers N/A
Reason & Description of Visually inspected gear train once removed

Planned Work scope: from the MTU 396 engine.
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Introduction

The engine was bared over and the damage to the top section of the gear train was
evident.
The gears were removed and inspected to determine if there were any further signs of
damage (Figure 1).
Figure 1. Gears removed from the engine
Initial Inspection
Upon initial inspection of the gears, it was evident that there was damage to the gear
teeth of the left-hand large idler gear caused by the roller bearings breaking up on the
hydraulic pump drive. (Figure 3, 4 & 5).
Fig.2. Large idler gear
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Figure 3. Damaged teeth on gear Figure 4. Ball bearing shape hole in teeth
Figure 5. Ball bearing shape hole in teeth
It was noted that the hydraulic pump drive shaft had also sustained damage
(figures 6 & 7).
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Figure 6. Hydraulic pump drive shaft Figure 7. Damage to teeth
All of the remaining gears were checked for damage (Figure 8) and nothing further was
found.
Figure 8. Remaining gears removed and checked
Work Carried Out
The teeth of the remaining gear train assembly were cleaned and checked for any
damage which might have been sustained from the bearing failure. The remaining gear
was crack detected, and there was no damage.
The damaged gears, as well as the engine coolant pump drive idler gear on the right
side, will be replaced during the engine rebuild.
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Page 68
Client: TAQA
Date: 02/08/2018
Report No. BMER1037
Reason & Description of Inspect cylinder liners following removal from

Planned Work scope: the engine. Clean liners hone and inspect.
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Introduction
All liners were inspected and measured to make sure they conform and were fit for re-use.
Work Carried Out
Prior to starting the measuring of the liners, they were all cleaned. (Figure 1)
Having removed the cylinder liners from the cylinder block these were then cleaned and
during this process, it was noted that two of the liners had some light scoring which
could just be felt with a fingernail. It was proven later that these markings were caused
by carbon build-up and would hone out and leave no trace.
It was also noted that two of the liners (A4 and B4) had a ridge at the top of the ring
travel. These were measured first to determine how deep the ridge was. It was found that
these were out of max wear tolerance and were therefore rejected and replaced with
new (Figure 2).
Figure 1. Liners ready for dimensional inspection Figure 2. Ridge at top of ring travel
The remaining liners were then honed (Figures 3, 4, & 5) and placed on a pallet ready to
be dimensionally inspected for size and ovality. All remaining liners were found to be
within OEM spec. (Figures 6).
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Figure 3. Liner being honing Figure 4. Liner being honing
Figure 5. Liner after honing Figure 6. Dimensional inspection
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Test Sheet
Cylinder Liners (General)
(Bme018F6A / Issue 1)
Page 71
4.9.1 Cylinder Liner Test Sheet
DATE 18/07/2018
JOB NO J14313.01
ENGINEER G. Bushnell
CUSTOMER TAQA
AA
2 1.00"
BB
3
LINER NO
A1 AA 1:165.084 2:165.068 3:165.070 BB 1:165.064 1:165.066 1:165.062
A2 AA 1:165.070 2:165.070 3:165.070 BB 1:165.078 1:165.086 1:165.080
A3 AA 1:165.082 2:165.080 3:165.068 BB 1:165.058 1:165.060 1:165.060
A4 AA 1:165.136 2:165.128 3:165.078 BB 1:165.086 1:165.108 1:165.080
B1 AA 1:165.058 2:165.038 3:165.048 BB 1:165.058 1:165.060 1:165.058
B2 AA 1:165.084 2:165.082 3:165.076 BB 1:165.064 1:165.068 1:165.078
B3 AA 1:165.078 2:165.078 3:165.074 BB 1:165.066 1:165.072 1:165.074
B4 AA 1:155.110 2:165.106 3:165.068 BB 1:165.082 1:165.096 1:165.080
AA 1: 2: 3: BB 1: 2: 3:
A4 new AA 1: 165.064 2:165.084 3:165.060 BB 1:165.084 1:165.064 1:165.062
B4 new AA 1:165.058 2:165.052 3:165.042 BB 1:165.052 1:165.058 1:165.054
AA 1: 2: 3: BB 1: 2: 3:
AA 1: 2: 3: BB 1: 2: 3:
AA 1: 2: 3: BB 1: 2: 3:
AA 1: 2: 3: BB 1: 2: 3:
AA 1: 2: 3: BB 1: 2: 3:
Out of tolerance
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Test Sheet
Cylinder Liners (Outside Dims)
(Bme018F6B / Issue 1)
Page 72
DATE 18/07/18
JOB NO J14313.01
ENGINEER G. Bushnell
CUSTOMER TAQA
6.4871/ 6.4891/
6.4879 6.4900
LINER NO
A1 AA 1: 6.4870 2: 3: 6.4885 BB 1: 2: 3:
A2 AA 1: 6.4873 2: 3: 6.4890 BB 1: 2: 3:
A3 AA 1: 6.4875 2: 3: 6.4884 BB 1: 2: 3:
A4 AA 1: 6.4867 2: 3: 6.4885 BB 1: 2: 3:
B1 AA 1: 6.4875 2: 3: 6.4891 BB 1: 2: 3:
B2 AA 1: 6.4870 2: 3: 6.4887 BB 1: 2: 3:
B3 AA 1: 6.4870 2: 3: 6.4888 BB 1: 2: 3:
B4 AA 1: 6.4871 2: 3: 6.4889 BB 1: 2: 3:
AA 1: 2: 3: BB 1: 2: 3:
AA 1: 2: 3: BB 1: 2: 3:
AA 1: 2: 3: BB 1: 2: 3:
AA 1: 2: 3: BB 1: 2: 3:
AA 1: 2: 3: BB 1: 2: 3:
AA 1: 2: 3: BB 1: 2: 3:
AA 1: 2: 3: BB 1: 2: 3:
AA 1: 2: 3: BB 1: 2: 3:
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Page 73
Client: TAQA
Date: 01/08/2018
Report No. BMER1038
Bartech Engineer Crispin Richards
Reason & Description of Fully dismantle, inspect and clean exhaust

Planned Work scope: manifolds.
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Introduction

The exhaust manifolds were removed from the engine during the dismantling of the MTU
396 engine returned for overhaul.
Both manifolds needed to be dismantled, cleaned and inspected prior to the rebuild of
the engine in order to determine if any damage had been sustained.
Initial Inspection
The exhaust manifolds were completely dismantled, and all internal components were
inspected. Heavy carbon deposits were found in the outer casings.
Work Carried Out
The manifolds were chemically cleaned in order to remove the paint and carbon
deposits. Once this was completed, the gasket faces were cleaned and the last
remaining carbon was removed.
All of the plugs and bungs were removed and new copper washers were fitted. The O-ring
recesses were thoroughly cleaned due to evidence of corrosion caused by not using anti-
freeze in the cooling system.
The manifolds were then refitted to the engine for testing and painting.
Figure 1. Manifold refitted to B bank Figure 2. Manifold on A bank once overhauled
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Page 75
Client: Taqa
Date: 09/08/2018
Report No. BMER1039
Engine Type MTU 8V396
Equipment Serial Numbers BMSN2863-BMSN2870
Reason & Description of Visually and dimensionally inspect engine set

Planned Work scope: of pistons and gudgeon pins
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Introduction

After the connecting rod/piston assemblies were removed from the engine the pistons
were then removed from the connecting rods. The crowns were separated from the skirts,
carbon stripped, chemically cleaned and laid out on a pallet ready for visual and
dimensional inspection. (Figure 1)
Figure 1. Pistons dismantled and cleaned Figure 2. Inspection of crown bolts
Work Carried Out

Before the pistons were inspected the crown/skirt bolts were measured for length to make
sure they were suitable for further service, all were found to be within OEM spec. (Figure 2)
The pistons were then visually inspected. The skirts had some light scoring which had
taken off some of the phosphate coating. The skirts were then dimensionally inspected at
the two points stated in the OEM manual and all were found to be within OEM
specification so were deemed fit for continued service (Figures 3 & 4).
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Figure. 3. Light scoring to skirt Figure 4. Dimensional inspection of skirt
Figure 5. Inspection of ring grooves Figure 6. Inspection of gudgeon pins
The crowns were then visually inspected and all were in very good condition. The piston
ring grooves were then dimensionally inspected using slip gauges, all were found to be
within OEM specification (Figure 5).
The gudgeon pins were lightly polished and dimensionally inspected and were also found
to be within OEM specification. (Figure 6)
Piston crowns and bolts were then crack tested by MPI method and no issues were
identified.
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Test Sheet
Piston Ring Groove/Gap Dimensions
(Bme018F7 / Issue 1)
Page 78
4.11.1 Groove Gap Dimensions

ENGINEER Gary Bushnell VESSEL NAME Cormorant Alpha
PORT / STARBOARD SIDE ENGINE NO 5565832
INDICATE IF MEASUREMENTS ARE *RING GROOVES *RING GAPS * DELETE AS APPROPRIATE
.1415/ .1423 .1402/ .1409 .2378/ .2386

PISTON TOP SECOND THIRD FOURTH FIFTH
A1 .1415 .1405 .2385
A2 .1415 .1405 .2385
A3 .1415 .1405 .2385
A4 .1415 .1405 .2385
B1 .1415 .1405 .2385
B2 .1415 .1405 .2385
B3 .1415 .1405 .2385
B4 .1415 .1405 .2385
COMMENTS
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Test Sheet
Piston Bore
(Bme018F8 / Issue 1)
Page 79
4.11.2 Piston Bore Dimensions

ENGINEER G. Bushnell VESSEL NAME
PORT / STARBOARD SIDE ENGINE NO
1 2
PISTON AA BB AA BB
A1 2.3633 2.3633 2.3633 2.3635
A2 2.3633 2.3633 2.3633 2.3634
A3 2.3634 2.3634 2.3634 2.3635
A4 2.3633 2.3634 2.3633 2.3634
B1 2.3634 2.3634 2.3634 2.3634
B2 2.3631 2.3633 2.3631 2.3633
B3 2.3633 2.3635 2.3633 2.3634
B4 2.3633 2.3634 2.3634 2.3634
1 2
A
B
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Page 80
Client: TAQA
Date: 09/08/2018
Report No. BMER1040
Bartech Engineer Andrew Luckman
Equipment Serial Numbers 5100204305 & 5100204405
Fully dismantle, clean, inspect and rebuild

turbochargers.
Planned Work scope:
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Introduction

The turbochargers were removed and inspected prior to dismantling. It was evident that
these were both in extremely poor condition. There were no signs of damage to the
turbine blades. (Figure 1).
The units were marked prior to dismantling for identification purposes during the rebuild
process.
Initial Inspection
The exhaust outlet was removed followed by the air side turbine housing was removed
(Figure 2). No damage or unusual makings were discovered.
Figure 1. Turbocharger dismantled Figure 2. Turbine dismantled
The rotor assemblies were dismantled in accordance with the instructions shown in
the MTU workshop manual. All parts were found to be within manufacturers
tolerances.
The rotor was then sent for balancing. (Figure 3.).
All the main castings were air lined and oil passages blown through. All the main castings
were painted externally with Matt black high-temperature paint.
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New bearing sleeves were fitted to both the main bodies. The turbocharger was
reassembled in accordance with the workshop manual using all new gaskets and
seals (Figure 4.).
Full rotation at each section of the build was confirmed.
The casting orientation was replaced to the original markings made upon
dismantle and the compressor wheels were fitted using the appropriate bespoke
hydraulic tools.
Following rebuild, the thrust was found to be within manufacturer’s instructions.
The turbochargers were then rebuilt (Figure 5).
Figure 3. Rotor Balancing Figure 4. Ready to be rebuilt
Figure 5. Complete turbochargers
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Figure 5. Complete turbochargers
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Page 84
Client: TAQA
Date: 09/08/2018
Report No. BMER1042
Reason & Description of Dismantle, inspect and report on condition of

Planned Work scope: the water pump.
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Introduction

After the water pump was removal from the engine it was evident that it was in good
condition with little corrosion damage, or rust deposits (Figures 1 & 2). There was also no
visible damage to the impeller (Figure 3).
Figure 1. Coolant pump before dismantling Figure 2. Coolant pump
Figure 3. No damage to impeller
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Initial Inspection
The connector ring was removed from the main pump casing with the aid of a heat being
applied.
This allowed for a full inspection of the impellers (Figure 5). No damage was found
including the three connecting ring retaining lugs (figure 4).
Figure 4. Retaining ring lug Figure 5. Impellor blades
Rebuild
Following cleaning the pump was rebuilt using new gaskets and seals.
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Appendix 1
Page 87
Saturday 02 December 2017
10:00 P-7250 P-7250 ran up for 2 weekly ops check. Ran fine but fuel pressure was flagged up on the log sheet as it was 3.6Bar (3.5Bar max). Production: Gas
e-mail sent to PTL for passing on to the TA as stated on the log sheet.
Pump ran for the 1 hour, shut back down and now on s/by.
Diesel day tank topped up.
Sunday 03 December 2017
12:15 P-7230 ops check run P-7230 ran up for ops check and con mon. No issues. Production: Gas
Pump left s/by with P-7250 as lead.
Monday 04 December 2017
P-7250 gearbox oil has burnt out again. Checking gearbox temps through the morning and the thermostat/heater appear to be
10:30 P-7250 gearbox oil controlling fine. Production: Gas
14:49 P-7250 gearbox W/O 3056465 raised to change P-7250 gearbox oil and inspect the cooler and pipework again. Production: Gas
Tuesday 05 December 2017
14:30 P-7250 Jkt htr P-7250 jacket heater and circulating pump reset. Production: Gas
Thursday 07 December 2017
09:50 P-7250 Online P-7250 started for maintenance. Production: Gas
Wednesday 13 December 2017
P-7250 2 weekly operational check carried out to test functionality of SCE CAPS-F017-02-01. Start mechanism used was pressure
01:00 P-7250 transmitter PEA-66165. Flow rate of 1229m3/hr recorded at 10barg. WO 2989718 signed off. Production: Gas Operational Action
P-7250 2 weekly operational check carried out to test functionality of SCE CAPS-F017-02-01. Start mechanism used was pressure
01:00 P-7250 transmitter PEA-66165. Flow rate of 1229m3/hr recorded at 10barg. WO 2989718 signed off. Production: Gas Operational Action
08:00 P7250 P7250 Seawater Cooling strainers cleaned, very little debris present Production: Gas Operational Action
Started and shutdown P7250 for conmon. Noted gearbox oil has turned black again and smells rancid. Took temp readings of gearbox
using gun. Highest temp on gearbox was 60 degrees Celsius. Inlet to gearbox cooler is 50 degrees Celsius and out outlet is 30 degrees
11:29 P7250 Celsius. Cooler does seem to be working, likely the heater element which is causing issues again. Production: Gas Operational Action
14:00 P7250 P7250 sea water strainers changed out under WCC and personal isolation. Awaiting P1 test run due to wind direction. Production: Gas
17:43 P7250 Unable to test run P7250 due to wind direction throughout the day. Production: Gas
Fire pumps can be run up tonight to complete P1 routine as advised by Mech dept. Con Mon can be carried out later this week.
Wednesday 03 January 2018

17:30 P-7250 Wind in the wrong sector all day for a test run of P-7250 Production: Gas
23:00 Fire Pump P7250 Routine test run of P7250 carried out by local start battery bank 1. WO 2997787 signed off Production: Gas
Thursday 04 January 2018
13:00 P-7250 P-7250 ran up for mechies con-mon Production: Gas
16:00 P4010 P4010 stopped and restarted to allow debris in T4000 to settle after. P7250 test run Production: Water
20:00 P-7250 diesel top up P-7250 diesel day tank topped back up. Production: Gas
Saturday 06 January 2018
P-7250 jacket heater does not appear to be functioning correctly; while it is indicating that it is online and there are no trips present, the
20:00 P-7250 Jacket Htr coolant and heater are cool and the low temp alarm will not reset. Production: Gas
W/O 3075017 raised to have this checked.
Friday 12 January 2018
05:02 P-7250 Isolated P-7250 isolated for gearbox oil change on ICC 92478. Production: Gas
14:20 P-7250 P-7250 de-isolated following gearbox oil maintenance. ICC - 92478 Production: Gas Operational Action
16:30 P-7250 Carried out operational check of P-7250. WO 3005091 signed off. Production: Gas Operational Action
Sunday 14 January 2018
23:00 Fire Pumps After service water issues, P-7230 & P-7250 kicked in. Pumps shut down and P-7250 diesel day tank topped back up. Production: Gas
P-7230 engine oil topped up from 20% to 40%. Seems to be burning around 20% of the oil over a 1hr test run.
Friday 19 January 2018
14:30 P-7250 Isolation applied to P-7250 hydraulic starter accumulators. LVR updated. ICC - 92918 Production: Gas Operational Action
1
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Page 88
08:15 Fire pumps P7250 switched to manual whilst service water strainers were inspected and cleaned by Mechanical Production: Gas
P7250 started using low pressure auto start method. Condition monitoring carried out by mechanical department. Work order 3013556
11:00 Fire pumps signed off. Production: Gas
11:00 Fire pumps Operational LVR completed for valves operated when test running P7250 Production: Gas
Monday 29 January 2018
The process has been shut down due to a leak/crack on service water supply tank T-4000 in leg C3 which takes out P-4010/20/30 and P-
05:28 Process shutdown 7250. All chokes & flow wing valves have been closed in. All chemical injection pumps have been closed in. Production: Oil
Produced water flash drum block valve in CD1 has been closed in.
The hydrocyclone oil reject manual block valves have been closed in.
Both test and production UMC XCVs have also been closed in.
Tuesday 30 January 2018
Noted P7250 gearbox oil has degraded again and smells foul after being changed out in January. Raised a Work Order WO3088443 to
04:54 P7250 change oil and fault find on heater Production: Gas Operational Action
Thursday 01 February 2018
16:30 P7250 Service water tank T4000 repairs/inspection. Isolation made up for fire p/p P7250 (ICC93125). Production: Utilities / Power Operational Action
Friday 02 February 2018
16:35 P7250 Fire pump P7250 isolated (ICC93125). Production: Utilities / Power Operational Action
Monday 12 February 2018
13:15 Fire Pump Cut In test Fire Pump cut in test carried out for W/O 3026020. Production: Gas
P-7250 isolated at time of test. Pump sequence P-7250, 30, 40 selected. Pressure vented down at PT66825 (CD11). The available pumps
started within the allowable time but unable to confirm any start signal for P-7250 due to the isolation.
P-7240 shutdown and P-7230 selected as lead again.
Monday 26 February 2018
13:00 ICC 93466 P7250 Spec Blind Swing ICC 93466 created forP7250 Spec Blind Swinging. Production: Water Operational Action
Currently at requested.
16:30 ICC 93466 P7250 Spec Blind Swing ICC 93466 created for P7250 Spec Blind Swinging Production: Gas Operational Action
Tuesday 27 February 2018
10:00 P7250 Put ICC00093472 in place to allow swinging of spec blind on P7250 discharge for T4000 vessel entry Production: Gas Operational Action
Raised Work Order WO3105174 for stripping P7250 fuel injection leakage pump discharge pipework and checking nrv as the sump is
15:00 P7250 overflowing and weeping from seal. Isolation will require pumping out diesel day tank into barrels Production: Gas Operational Action
17:32 P7250 Spec Blind swung into closed position on P7250 discharge for vessel entry on T4000 Production: Gas Operational Action
Thursday 01 March 2018
12:00 P-7250 P-7250 de-isolation carried out. Production: Utilities / Power Operational Action
Tuesday 13 March 2018
Diesel leak cleaned up. Weeping fitting looked at my Mechies but will require a permit to remove the lid and tighten up the t hrough tank
22:00 P-7250 fire pump connector. They will pass on to dayshift Production: Gas
Friday 30 March 2018
07:15 Fire Pumps Looked over P-7230 and P-7250 with Bartech vendor and took pictures for his report. Production: Gas Operational Action
Friday 06 April 2018
02:00 P7250 Created and put in place ICC93990 to allow mechanical maintenance to replace diesel filters on engine Production: Gas Operational Action
Tuesday 17 April 2018
04:00 P-7250 Isolation applied ICC 006 Production: Utilities / Power Operational Action
Sunday 22 April 2018
17:00 Diesel Samples P-7230 diesel sample (x2) collected and taken to lab. P-7250 diesel outlet isolated, no sample taken. Production: Gas
Tuesday 01 May 2018
15:00 P-7250 diesel de-isolated P-7250 diesel supply valve de-isolated. Production: Gas
Sunday 13 May 2018
12:00 P7250 De-isolated ICC00093472 on P7250 and updated LVR to reflect valve positions Production: Gas Operational Action
14:00 P-7250 Firepump P-7250 Firepump De-Isolated Under ICC 94006 Production: Utilities / Power Operational Action
Attended P7250 go/no go meeting. Currently waiting on P7250 engine oil heating up before going for a start, emergency fuel valve shut
15:00 P7250 off test and performance test Production: Gas Operational Action
17:29 T-4000 Got confirmation from the DSV that hydraulic XCVs-4010 & XCV-4011 are in the open position. Production: Water
2
Appendix 1
Page 89
Went down C3 and opened XZV-4014 & 4015 to test the caps which have been in place where P-4010/20/30 normally sit. No leaks were
found and the JIMS tags have been updated.
Carries out seat leakage tests on VBU23&24. Both were 1.5 LITRES/MIN. A lot more than was expected, these readings have been
recorded and handed into maintenance supervisor.
T-4000 is now in a position for fire pump P-7250 to run. VBU23,VBU24,XCV-4014 & XCV-4015 are all in the open position allowing a path
from the sea to T-4000.
Control start initiated to run P-7250. Pump isolated from the main and routed overboard. Pump started but then the discharge pressure
and flow soon began to drop off. Inspection of the overboard flow confirmed there was reduced flow. It was also noted that the water
was very dirty. Suspect the pump had picked up debris into the suction basket. Pump manually shutdown. The engine coolant then began
to overflow as the coolant temperature was hot. Pump left in manual and valves routed back into the system. Awaiting discussions and
19:40 Fire Pump P7250 future test run on dayshift. Production: Gas
Monday 14 May 2018
04:10 Fire Pump P-7250 Operation LVR event created with new tag numbers following test run Production: Gas
17:04 P-7250 Assisted gas tech with P-7250 firepump workscopes. Production: Utilities / Power Operational Action
Line walked and lined up for test.
Jacket water heaters reset a couple of times.
Test run commenced & currently ongoing.
Tuesday 15 May 2018 20:30 Fire Pum P-7250 Operation LVR event created with new tag numbers following test run Production: Gas
01:00 P7250 P7250 fire pump heater checked all ok. Production: Utilities / Power Operational Action
Carried out test run overboard of P7250. Pump pressure and flow looked fine whilst attaining around 1150m3/hr at 10bar. Engine
parameters where okay although air charge coolant temp was slightly high. Noticed gearbox bearing smoking and shutdown pump
08:00 P7250 immediately Production: Gas Operational Action
11:00 P-7250 P-7250 heater reset and powered back up ok, now back online showing around 40 deg C. Production: Utilities / Power Operational Action
14:00 P-7250 Firepump P-7250 Firepump Test Runs carried out throughout the day. Readings taken and logged. Production: Utilities / Power Operational Action
Greased P7250 gearbox bearing and ran up engine for a performance test. Test data with prodsupv. Lined up P7250 into firemain, in
Wednesday 16 May 2018 14:00 P7250 auto. Re-locked all valves into the correct locked positions and updated LVR Production: Gas Operational Action
P-7250 started locally on battery 1. Pump set up to carry out performance test. Pump flows were down from where they should be. Flow
transmitter blown through but only getting 1076 m3/hr at 100%. Also at higher flow rates the coolant temperature was rising. large
amounts of smoke was noticed coming from the gearbox at the top of C3 leg. Pump shutdown. Lined up back into the fire main but
22:00 Fire Pump P-7250 selected to manual to prevent automatic start. Production: Gas
Thursday 17 May 2018 22:50 Fire Pump P-7250 WO 3054749 signed off following local start from battery bank 1 Production: Gas
01:40 Fire Pump P-7250 Operational LVR event submitted for valves operated during test run Production: Gas
10:00 P-7250 Firepump P-7250 Firepump Isolated under ICC 94667. Production: Utilities / Power Operational Action
AC & DC Supplies Isolated.
11:00 P-7250 Created ICC for P-7250 gearbox inspection and LVR Production: Gas
13:00 P-7250 P-7250 isolated for gearbox bearing inspection Production: Gas
Friday 18 May 2018 15:00 P-7250 Attended P-7250 TBT with Mech Dept Production: Gas
04:00 Fire Pump P-7250 JIMS tag updated following blind removal Production: Gas
08:02 P-7250 Firepump P-7250 Firepump DFT carried out under ICC 94667 Production: Utilities / Power Operational Action
Jacket water heater reset and now back online.
Started up P-7250 for test run and gearbox inspection. Stated up on Bat1 (CRO) no issues and ran for 20 mins overboard @10b
1260m3/hr . No signs of bearing or packing being damaged but had to button the engine to too Exhaust / Lube oil temps over temp. So
much so plate pack cooler vapour vent lifted. Suspect cooling water circulation problems . 8Bar delivery of cooling water so maybe
11:00 P-7250 thermostat. Production: Gas
17:03 P-7250 P-7250 Re-Isolated for Thermostat inspection and plate cooler drain. Production: Gas
22:00 P7250 P7250 fire pump Isolated for Mech work scopes. (ICC94667). Production: Utilities / Power Operational Action
Saturday 19 May 2018
19:30 P7250 Fire pump P7250 DFT'd. Jacket water heater reset and back on line. To be monitored during the shift. Production: Utilities / Power Operational Action
19:40 P-7250 fire pump P-7250 de-isolated ICC 94667 Jacket water heater on. Production: Gas
Sunday 20 May 2018
3
Appendix 1
Page 90
Started up P-7250 (Bank 2 CRO) no issues at first . After a few minutes of mechys adjusting thermostat engine temps were steady (bit
low) but engine rand fine for and hour @ 10bar . Completed Operations WO then began the Performance Test .3/4 way through tes t
sparks were noticed on the Hydraulic pump motor on the side of the engine and a part dislodged so shut down an isolated for inspection
08:00 P-7250 . Performance test = Pump @ 12.4bar 1090m3/hr (PT66165) Production: Gas
10bar 1248m3/hr
9bar 1344m3/hr
8.5bar 1410m3/hr
08:05 Fire pumps P-7250 Diesel fire pump started Production: Control Room Operational Action
10:00 Fire pumps P-7250 Diesel fire pump shutdown due to issues with module hydraulic cooling fan. Production: Control Room Operational Action
13:00 P-7250 Reisolated P-7250 for inspection Production: Gas
15:05 P-7250 Firepump Isolation P-7250 Firepump isolated under ICC 94667. Production: Utilities / Power Operational Action
Monday 21 May 2018
22:00 ISSOW P4240 DFT (ICC94723) P4250 DFT (ICC94725) P7250 Fire pump Isolated. Disconnected relays and cable (ICC94743) Production: Utilities / Power Operational Action
Wednesday 23 May 2018

12:56 COA Weekly Report - Mechanical P-7250 Onshore: Mechanical Weekly Report
Damage to gear train due to potential bearing failure. Bartech mobilising 23/05 to assess potential to facilitate repair offs hore. Significant
scope required to bring pump back into service
P-4250
Pump tripped on high vibrations and significant vibrations noted by PAM. Looking to mob PAM to undertake detailed sweep of machine
as vibrations are not recognised in failure modes by Solar
SD Prep
G-1070 final scope exclusions confirmend
N/C defect repair, additional options being reviewed to provide the best overall solution for the asset.
Other
Plumbers mobilised to assist with leaks in accommodation
Stork mobilising to assist with cleaning of hydrocyclones
Wednesday 20 June 2018
14:00 P-7250 fire pump P-7250 sprinkler system isolated for ICC95163 Production: Gas
Monday 25 June 2018
Open hazardous drain spool removed from above P-7250 and replaced with a temporary hose. This is to allow for the installation of a
10:00 Open Hazardous Drains lifting beam. Production: Gas
Thursday 28 June 2018
14:00 P-7250 Single point ICC created for the pump discharge spec blind. Isolation now in place to allow pipework removal from & around the gearbox. Production: Gas
Friday 29 June 2018
Stand alone isolation applied for the removal of ducting at the top of C3 to allow the removal of P7250's gearbox. Isolation will be
08:00 HVAC removed once a blank has been put in place to restore extract to C3 Production: Utilities / Power Operational Action

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Engineer’s Report

Providing safety through mechanical excellence

Installation: Cormorant Alpha

BME Job No. BMER1039

Report No. J14313.01

Bartech Engineer Gary Bushnell

Engine Type MTU 8V 396

Equipment Serial Numbers BMSN2863-BMSN2870

• Platform Dismantle & Extraction

Vat No: GB 4635797 08

Providing safety through mechanical excellence

1.0 Project Overview Page 3

Vat No: GB 4635797 08

Providing safety through mechanical excellence

P-7250 engine details:

Installation: Cormorant Alpha

A Overall Length approx. 2133 mm

Vat No: GB 4635797 08

Providing safety through mechanical excellence

2.0 Stage 1: Mobilisation & dismantle.

Work carried out:

1) Remove any auxiliary equipment

Vat No: GB 4635797 08

Providing safety through mechanical excellence

2.1 Engineers Report

BME Job No.

Engine Type MTU 8V396TE34 (Fire Pump P-7250)

Equipment Serial Numbers

Engine Hours 1149hrs (from control panel)

Survey engine to advise on the best method

Vat No: GB 4635797 08

Providing safety through mechanical excellence

Work Carried Out

Vat No: GB 4635797 08

Providing safety through mechanical excellence

Vat No: GB 4635797 08

Providing safety through mechanical excellence

Following on from the survey, three options were formulated:

Vat No: GB 4635797 08

Providing safety through mechanical excellence

Bartech would recommend that Option 3 is carried out.

Vat No: GB 4635797 08

Providing safety through mechanical excellence

Root Cause Analysis (RCA) Report

Timeline leading up to the event

Vat No: GB 4635797 08

Providing safety through mechanical excellence

Investigative Team Methods Used

Figure 1: Engine in Bartech workshop before work

Vat No: GB 4635797 08

Providing safety through mechanical excellence

Figure 2: Showing excessing carbon build

5. Top rocker cover removed – ok

Vat No: GB 4635797 08

Providing safety through mechanical excellence

Vat No: GB 4635797 08

Providing safety through mechanical excellence

Figure 5. Sump Figure 6. Showing debris in sump

24. Removed water pump drive gear - ok