Carlin Failure Report

Engine Family Carlin Technical Report Report Distribution

91623-7000
ESN Title This Failure Report aims to investigate and
16E-5877 analyze the catastrophic failure that (1) Eng. Hesham Sedki
Left side occurred on a 16V – 149 Detroit Engine (2) Eng. Mohamed
Rebuilt Family 91623-7000, ESN 16E-5877 that was Fathy
engine installed in a tugboat.
Engine Km’s Author: Mohamed Fathy Ziada
N/A
Job Nr Date: 12/2/2023

Dept Dept. Tech support

SUMMARY

Purpose –

This Failure Report aims to investigate and analyze the catastrophic failure that occurred on a 16V –
149 Detroit Engine Family 91623-7000, ESN 16E-5877 that was installed in a tugboat. The report will
assess the cause of the failure and identify any contributing factors in order to prevent similar incidents
from occurring in the future. The findings of the investigation will be documented and analyzed to
provide recommendations for future maintenance and operation of this type of engine. This report will
play an important role in ensuring the safety and reliability of tugboat operations and the longevity of
the engine.

Conclusions –

It is the author’s opinion that the origin of the failure lies in the crack in connecting rod journal number
8, which led to the subsequent failure of the connecting rod bearing, connecting rod, piston, liners
number 8, oil pump, and cylinder block. The crack in the connecting rod journal may have been caused
by a combination of the following factors:
 1. Drive line misalignment, estimated to contribute between 50% to 60% to the failure.
2. Operating conditions that were not adequately protected, such as overload or overspeed,
estimated to contribute between 25% to 35% to the failure.
3. Fatigue on used crankshaft due to life time operation, estimated to contribute between 10% to
20% to the failure. However, this contribution cannot be proven without a proper analysis of
driveline alignments and review operation records.

Action -

• The damaged components must be replaced with new ones in order to rebuild the engine.

• The drive line alignment must be thoroughly reviewed after the completion of engine repair and
prior to putting the engine back into service.

• The engine protection system must be activated to prevent future catastrophic failures.

General information

On December 16th, 2022, the engine underwent repair and was fitted with a customer-supplied used
crankshaft that was machined according to manufacture specifications to fit main and connecting rod
010 bearings, New main and connecting rod bearings were installed, as well as a customer-supplied
used vibration damper, flywheel, and flywheel housing, due to import restrictions & international
supply chain issues.

However, on December 31st, 2022, after 14 trip which equal approximately 180 hours of operation, a
complaint of engine damage was received. A technician was dispatched to the site, and upon removal
of the sump, significant damage was discovered at cylinders 8R and 8L. The damaged components
were removed and shipped to the Carlin workshop on February 5th, 2023 for investigation.
Observations

Section 1 - Cylinder Block - Group 01

Bearings,
All bearings, excluding those on cylinders 8R and 8L, were in good condition with no indications of oil
starvation or incorrect clearance.
Cylinder Liner
All Liners except 8R & 8L in good conditions without any signs of cracks or abnormal pitting
Pistons & Rings
All piston crowns and skirts, excluding those on cylinders 8R and 8L, were in good condition with no
evidence of misfire or valve knocking.
 Section 2 - Cylinder Head
Cylinder Head
The condition of all cylinder heads, excluding cylinder 8R, was found to be good, with no evidence of
misfiring, bent valves, or breakage.
 Section 5 - Fuel System - Group 05

Injectors
An examination of the injectors revealed that they were in good condition and did not exhibit any signs of
misfiring. This suggests that the injectors were functioning optimally and were capable of delivering fuel
efficiently to the engine.
 Section 8 – Failed Components

Crankshaft
A torsional fracture was identified at the 45-degree throw oil hole on connecting rod journal number
8. This type of fracture is a result of torsional stress, which is stress caused by twisting forces applied to
the material. The torsional fracture at the oil hole of connecting rod journal number 8 is a significant
finding, as it suggests that the engine was subjected to high levels of torsional stress that exceeded its
capacity to withstand it. the eye seen observation showed that the crack initiation started on the fillet
of the crankpin by rotary bending and the propagation was a combination of cyclic bending and steady
torsion. The presence of this fracture is indicative of a potential failure mechanism that needs to be
addressed in order to prevent similar failures from occurring in the future.
Connecting rod & Piston No # 8

Complete damage of connecting rod with bearing rotate

Oil Pump & Engine Block
 Oil pump broken & block damage at water passes

Discussion

The investigation into the catastrophic failure of the Engine has led to the identification of a torsional
fracture at the 45-degree throw oil hole on the connecting rod journal number 8. This type of fracture
is caused by torsional stress, which is the stress generated by the twisting forces applied to the material.
The torsional fracture at the oil hole of the connecting rod journal number 8 indicates that the engine
was subjected to high levels of torsional stress that exceeded its capacity to withstand it.

The presence of this fracture is a key finding in understanding the potential failure mechanism and
determining measures that need to be taken to prevent similar failures from occurring in the future.
The origin of the failure is traced back to a crack in the connecting rod journal number 8, which led to
the subsequent failure of the connecting rod bearings, connecting rod, piston, liners number 8, oil
pump, and cylinder block. The crack in the connecting rod journal may have been caused by a
combination of factors, the drive line misalignment is believed to have played a significant role in the
failure, estimated to contribute between 50% to 60% to the failure. Furthermore, operating conditions
such as overload or overspeed, which were not adequately protected, are also suspected to have
contributed between 25% to 35% to the failure, Finally Fatigue on used crankshaft due to life time
operation, estimated to contribute between 10% to 20% to the failure However, a proper analysis of
driveline alignments and review of operation records are required to confirm these contributions.

Signature

Mohamed fathy ziada

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