Name

I think
enough
Sign
On Date
:
Vessel

Acknowledge
This
Period
: by
:

Husin

NAUTICAL

TECHNICAL

for my monthly
report
this month. Academy
Thanks for your kind attention.
21 December
2012
:
LPG/C GAS KOMODO

Report

Department

NURHADI

Master
1st

1
7

3rd

4th

10

KBA

Manning Agency :

Acknowledge by Chief Enginer

2nd

BP2IP SURABAYA

Supervised by

quarte
r
5

Warsito

12
11

NAUTICAL
1. C/O and
PM
2.C/O and
3/O
3.C/O and
2/O

sincerelyTECHNICAL
yours
1. 2/E and
Oiler1
2.2/E and 4/E
3.2/E and 3/E
Nurhadi
4.C/E and 2/E

To:
huHH
Head of Training Department
In
PT. Gemilang Bina Lintas Tirta Ship Management
Dear Sir
This is my 10th letter during sea project on board, my condition is good and also have with all crews on board.
With all respect,
I want to give you information about my some knowledge about testing prosedure for over speed trip for
Bergen diesel KRG-6.
Testing overspeed trips should only be performed according to recomended routine mantenance, after
overhaul or on request from the classification society.
When overspeed trips are actifated, the control mechanism of the engine is subject to significant forces. In
older installations it is usual that the actuator doesnt receive a stop signal when the pneumatic or mechanic
overspeed trip is activated. The over speed will push the control shaft to zero, while the actuator will try to
counteract this by increasing the admission. Even in installations where the actuator receives a stop signal, the
force from the overspeed trip on the control shaft will be significant. To reduce the effects of this, a spring
loaded claw coupling is fitted to the end of the control shaft, one part of the claw coupling is locked to the
control shaft , while the other is locked to the actuator arm. The control lever for the control shaft is fitted to
the part of the claw coupling that is locked to the control shaft.Damages on this part of the claw coupling are
discovered from time to time. The reason is usually that the procedures for testing the overspeed trips has been
followed. We would therefore like to stress the importance of following the correct procedures.
Testing of set point for ( electro ) pneumatic overspeed trip.
The pneumatic overspeed trip will usually be actifated before the mechanical overspeed trip. Engine for
operation on marine diesel oil or gas oil are equipped with a pneumatic stop cylinder that works on the control
shaft. Engnes operating on heavy fuael oil or intermediate fuel are equiped with one pneumatic stop cylinder
for each fuel injection pump.
Warning !
Always be careful when testing the set point for the overspeed stop.
1. The engine is initially operated at normal speed with no load.
2. Carefully increase the speed to specified set point speed by increasing the admission manually. Use special
tool on the free end the actuator control shaft or alternatively a wrench on the actuator arm.
Note:
The lever on the control shaft should not be use for this purpose.
3. If the ( electro ) Pneumatic overspeed mechanism is not actifated at the specified speed, reduce the speed of
the engine to normal and stop the engine.
The fault must be found and rectified before restarting the engine.