AlarmsReference ME-B 1212 PDF

Alarms Reference
CCUXX
CCUXX_00106 ELFI Valve A->ELFIA Feedback Failure
Description: The position feedback on the specific injection controlling valve has shown movements that are not
physically realistic.
Cause: Typically loose connection in cabling. Malfunction of internal ELFI-feedback electronics can cause out
of range feedback signals.
Effect: When the fault is detected injections are stopped until valve is reactivated via the Engine -> Chief
Limiters MOP screen.
This alarm is a trigger member for the HCU Events screen (Maintaince->TroubleShooting). A log of the
incident has been recorded and can be used to further analyse the alarm.
Sugg. Action: Fuel injection is reactivated by toggling invalidation of CCU channel 30 (Maintenance -> System View
I/O screen), re-enabling fuel injection on the Engine -> Chief Limiters screen, or CCU power off/on.
Before doing any of the above check the following due to danger of Cover Lift:
- Check that Maintenance -> System View I/O -> CCUx-Ch30 -> Electrical Value never is out of range
(3.5-20.5 mA)
- Inspect entire cabling from CCU to ELFI Valve.
- If cabling is OK and reactivation does not solve the problem: Replace CCU,
- If CCU replacement does not solve the problem: Replace ELFI Valve and reactivate as described.
During reactivation: Try to feel the dither on the valve (pressure must be sufficiently high, above
approx. 180 bar.
CCUXX_00114 ELFI Valve A->ELFIA Illegal Position

Description: The ELFI spool position has moved to unexpected position during the „no injection‟ period of the
crankshaft revolution.
Cause: ELFI Valve did not return to specified position in due time because:
- Dirty oil causes valve to stick to fuel port side.
- Parker Valve failure.
- MPC malfunction.
Effect: ELFI Control is stopped and causes fuel injection stop.
(3.5-20.5 mA)
approx. 180 bar.
CCUXX_00115 ELFI Valve A->ELFIA Illegal Set Point

Description: The internal position set point to the ELFI Valve has an unexpected value during the „no injection‟
period of the crankshaft revolution.
Cause: Internal errors on MPC
Sugg. Action: - Contact B&W. Inform Speed, Active Eng Mode, Approximate Load and manoeuvring condition.
- If the alarm appears during normal running: Replace the MPC.
- Fuel-injection is reactivated by MPC power off/on (Reset MPC).
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CCUXX
CCUXX_00206 ELFI Valve B->ELFIB Feedback Failure
Cause: Typically loose connection in cabling. Malfunction of internal ELFI-feedback electronics can cause out
- Check that Maintenance -> System View -> CCUx-Ch33-> Electrical Value never is out of range (3.5-
20.5 mA)
During reactivation: Feel the dither on the valve (pressure must be sufficiently high, above approx. 180
bar.
CCUXX_00214 ELFI Valve B->ELFIB Illegal Position

Description: The ELFI spool position has moved to unexpected position during the „no injection‟ period of the
Cause: ELFI Valve did not return to specified position in due time because:
- MPC malfunction.
- Check that Maintenance -> System View -> CCUx-Ch33-> Electrical Value never is out of range (3.5-
20.5 mA)
During reactivation: Feel the dither on the valve (pressure must be sufficiently high, above approx. 180
bar.
CCUXX_00215 ELFI Valve B->ELFIB Illegal Set Point

Description: The internal position set point to the ELFI Valve has an unexpected value during the „no injection‟
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CCUXX
CCUXX_00306 FIVA Valve->FIVA Feedback Failure
Cause: Typically loose connection in cabling. Malfunction of internal FIVA-feedback electronics can cause out
(3.5-20.5 mA)
- Inspect entire cabling from CCU to FIVA Valve.
- If CCU replacement does not solve the problem: Replace FIVA Valve and reactivate as described.

approx. 180 bar.
CCUXX_00314 FIVA Valve->FIVA Illegal Position

Description: The FIVA spool position has moved to unexpected position during the „no injection‟ period of the
Cause: FIVA Valve did not return to specified position in due time because:
- MPC malfunction.
Effect: FIVA Control is stopped and causes fuel injection stop.
(3.5-20.5 mA)
- Inspect entire cabling from CCU to FIVA Valve.
- If CCU replacement does not solve the problem: Replace FIVA Valve and reactivate as described.

approx. 180 bar.
CCUXX_00315 FIVA Valve->FIVA Illegal Set Point

Description: The internal position set point to the FIVA Valve has an unexpected value during the „no injection‟
Effect: FIVA Control is stopped and causes fuel injection stop.
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CCUXX
CCUXX_007010 Shadow Injection Supervision->ELFIA/B Injections Too Close
Description: Internal ECS fault situation. An internal calculation was completed too late.
Cause: Very uncertain. A partly failing network can cause significantly increased CPU load on the MPCs
leading to unacceptable delays on some calculations.
Effect: Difficult to predict. Often no effect, in other situations unstable operation of fuel injection and lubrication
on some cylinders.
Sugg. Action: Contact MAN B&W. Parameter adjustment may be required.
In the meantime: Monitor exhaust gas temperature:
- If temperature OK: Continue running.
- If temperature not OK: Shut off that cylinder and continue with reduced load and speed.
CCUXX_007020 PSP Too Late Supervision->Too Late PSP Setup

Description: Internal ECS fault situation. An internal calculation was completed too late.
Cause: Very uncertain. A partly failing network can cause significantly increased CPU load on the MPCs
leading to unacceptable delays on some calculations.
Effect: Difficult to predict. Often no effect, in other situations unstable operation of fuel injection and lubrication
on some cylinders.
Sugg. Action: Contact MAN B&W. Parameter adjustment may be required.
In the meantime: Monitor exhaust gas temperature:
- If temperature OK: Continue running.
- If temperature not OK: Shut off that cylinder and continue with reduced load and speed.
CCUXX_007031 ELFIA Feedback Supervision->ELFIA Fault:Main Spool at Drain Pos

Description: ELFI main spool is at Tank position when it should not be.
Cause: Can occur if:
- Loose connection on ELFI pilot valve set point.
- Mechanically stuck ELFI pilot valve.
- ELFI Main Spool is stuck at tank position.
- ELFI pilot valve receives a Shut Down but CCU does not.
- CCU Ch70 (ELFIA) or Ch71 (ELFIB) always has an output less than 12 mA.
Effect: Injection will not occur as long as this situation is present. However injection will automatically start
again when cause of alarm is removed.
Sugg. Action: Check the following:
- Ch 70 Parker pilot Valve cabeling (Cable ID = 4107-A).
- Ch 30 ELFI Spool position is reading out valid mA.
- Check if the ELFI main spool can be moved hydraulically
- Dithering on the ELFI Valve when pressure is sufficiently high to move ELFI Main Spool (make sure
pressure is above 180 bar).
ELFI Valve Test Procedure: (FUEL INJECTION CAN OCCUR)

- Engine stopped
- Hydraulic pressure must be sufficiently high to move ELFI Main Spool.
- Go to MOP: Maintenance -> System View I/O screen.
- Set MPC that reports the problem in test mode.
- Set Ch70 to 20 mA.
- ELFI Main Spool must go to Injection side.
- Set Ch70 to 4 mA.
- ELFI Main Spool must go to Tank position.
If nothing is wrong with the cables try to replace:

- Parker pilot Valve.
- CCU reporting the problem.
- ELFI Valve on affected Cylinder.
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CCUXX
CCUXX_007031 ELFIA Feedback Supervision->ELFIA Fault:Main Spool at Inj. Pos.
Description: ELFI main spool is at Injection position when it should not be.
- ELFI Main Spool is stuck at Injection position.
- CCU Ch70 (ELFIA) or Ch71 (ELFIB) always has an output more than 12 mA.
- Check if the ELFI main spool can be moved when hydraulic pressure is low. If this is the case the
ELFI main spool is NOT Stuck.

- Engine stopped
- Set Ch70 to 4 mA.

CCUXX_007031 ELFIA Feedback Supervision->ELFIA Integrator Saturation

Description: The ELFI controller integrator has compensated more than allowed.
- ELFI Main Spool is stuck at tank or Injection position.
- ELFI pilot valve recieves a Shut Down but CCU does not.
- CCU Ch70 (ELFIA) or Ch71 (ELFIB) always has an output more than 12 mA or always less than 12
mA.
Effect: ELFI Controller on CCU can no longer compensate completely for position errors. This will most likely
affect mean pressure.
Sugg. Action: Most likely the Parker Pilot valve is not calibrated precisely to compensate for zero overlap differences.
Check the following:

- Check that the parker pilot Valve is not stuck or sticking
- Check if the ELFI main spool can be moved hydraulically.
- Testing the pilot valve and ELFI Valve can be checked using Engine stopped procedure, feeling
dithering movement when pressure is above approx. 180 bar.

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CCUXX
CCUXX_007041 ELFIB Feedback Supervision->ELFIB Fault:Main Spool at Drain Pos
Description: ELFI main spool is at Tank position when it should not be.
- ELFI Main Spool is stuck at tank position.
- ELFI pilot valve receives a Shut Down but CCU does not.
- CCU Ch70 (ELFIA) or Ch71 (ELFIB) always has an output less than 12 mA.
- Ch 71 Parker pilot Valve cabling (Cable ID = 4107-B).
- Check if the ELFI main spool can be moved hydraulically

- Engine stopped
- Set Ch71 to 4 mA.

CCUXX_007041 ELFIB Feedback Supervision->ELFIB Fault:Main Spool at Inj. Pos.

Description: ELFI main spool is at Injection position when it should not be.
- ELFI Main Spool is stuck at Injection position.
- CCU Ch70 (ELFIA) or Ch71 (ELFIB) always has an output more than 12 mA.
- Ch 71 Parker pilot Valve cabling (Cable ID = 4107-B).
- Check if the ELFI main spool moves to tank position when hydraulic pressure is lowered. If this is the
case the ELFI main spool is NOT Stuck.

- Engine stopped
- Set Ch71 to 4 mA.
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CCUXX
CCUXX_007041 ELFIB Feedback Supervision->ELFIB Integrator Saturation
Description: The ELFI controller integrator has compensated more than allowed.
- ELFI Main Spool is stuck at tank or Injection position.
- ELFI pilot valve recieves a Shut Down but CCU does not.
- CCU Ch70 (ELFIA) or Ch71 (ELFIB) always has an output more than 12 mA or always less than 12
mA.
Effect: ELFI Controller on CCU can no longer compensate completely for position errors. This will most likely
Sugg. Action: Most likely the Parker Pilot valve is not calibrated precisely enough to compensate for zero overlap
differences or wear in service..

- Ch 71 Parker pilot Valve cabeling (Cable ID = 4107-B).
- Ch33 ELFI Spool position is reading out valid mA.
- Check that the parker pilot Valve is not stuck or sticking.
- Check if the ELFI main spool can be moved hydraulically.
- Testing the pilot valve and ELFI Valve can be checked using Engine stopped procedure, feeling

CCUXX_007051 FIVA Feedback Supervision->FIVA Fault:Main Spool at Drain Pos

Description: FIVA main spool is at Tank position when it should not be.
- Loose connection on FIVA pilot valve set point.
- Mechanically stuck FIVA pilot valve.
- FIVA Main Spool is stuck at tank position.
- FIVA pilot valve receives a Shut Down but CCU does not.
- CCU Ch70 always has an output less than 12 mA.
- Ch 30 FIVA Spool position is reading out valid mA.
- Check if the FIVA main spool can be moved hydraulically
- Dithering on the FIVA Valve when pressure is sufficiently high to move FIVA Main Spool (make sure
FIVA Valve Test Procedure: (FUEL INJECTION CAN OCCUR)

- Engine stopped
- Hydraulic pressure must be sufficiently high to move FIVA Main Spool.
- FIVA Main Spool must go to Injection side.
- Set Ch70 to 4 mA.
-FIVA Main Spool must go to Tank position.

- FIVA Valve on affected Cylinder.
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CCUXX
CCUXX_007051 FIVA Feedback Supervision->FIVA Fault:Main Spool at Inj. Pos.
Description: FIVA main spool is at Injection position when it should not be.
- FIVA Main Spool is stuck at Injection position.
- CCU Ch70 always has an output more than 12 mA.
- Dithering on the FIVA Valve when pressure is sufficiently high to move FIVA Main Spool (make sure
- Check if the FIVA main spool can be moved when hydraulic pressure is low. If this is the case the
FIVA main spool is NOT Stuck.
FIVA Valve Test Procedure: (FUEL INJECTION CAN OCCUR)

- Engine stopped
- Hydraulic pressure must be sufficiently high to move FIVA Main Spool.
- FIVA Main Spool must go to Injection side.
- Set Ch70 to 4 mA.
- FIVA Main Spool must go to Tank position.

CCUXX_007051 FIVA Feedback Supervision->FIVA Integrator Saturation

Description: The FIVA controller integrator has compensated more than allowed.
- Loose connection on FIVA pilot valve set point.
- FIVA Main Spool is stuck at tank or Injection position.
- FIVA pilot valve receives a Shut Down but CCU does not.
- CCU Ch70 always has an output more than 12 mA or always less than 12 mA.
Effect: FIVA Controller on CCU can no longer compensate completely for position errors. This will most likely
Sugg. Action: Most likely the Parker Pilot valve is not calibrated precisely to compensate for zero overlap differences.

- Check that the parker pilot Valve is not stuck or sticking
- Check if the FIVA main spool can be moved hydraulically.
- Testing the pilot valve and FIVA Valve can be checked using Engine stopped procedure, feeling

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CCUXX
CCUXX_007061 ME-V Piston Supervision->ME-V Piston Feedback Failure
Description: ME-V timing piston not moving
Cause: - Cable failure, or
- ME-V timing piston stuck, or
- FIVA valve failure
Effect: - No exhaust valve timing control.
- Pcomp may increase
- Pmax may increase
Sugg. Action: Check:
- ME-V piston feedback cabling
- FIVA valve
- Pcomp and Pmax
CCUXX_010103 Tacho set A->Tacho set A failure

Description: Faulty or missing Tacho signals.
Cause: - Wiring, sensors or encoders are faulty, or
- Damaged tacho amplifier (loose connections in box, or.
- Loose connections in cable ends, or
- Damaged sensor support console, or
- Damaged teeth on tacho wheel (if fitted) , or
- Power failure (CCU1 powers Tacho Set A and CCU2 powers Tacho Set B).
Effect: The MPC had to change active set of tacho sensors.
If both tacho sensor set A and B fail on one CCU:
- Injection is stopped on one or two cylinders.
- Cylinder lubrication is stopped on affected cylinders!
Sugg. Action: If all CCUs report tacho failure:
- Fault is most likely found in encoder/trigger ring sensors, amplifier or amplifier related cabling.
- If Tacho A reports the problem: Check flywheel sensor.
If only one CCU reports tacho failure:

- Check diode flash pattern (Ch40-Ch47) on MPC and compare to normally working CCU. This will
verify CCU and cable connections.
If both Tacho Set A and B reports tacho failure:

- Backup lubrication cables MUST be mounted on affected cylinders.
If all signals on one tacho stay low:

- Check tacho sensor power.
Hint: All sensor signals toggle between zero and high at least once per revolution.
To troubleshoot the problem: Perform tacho test on MOP:

- Navigate to Maintenance -> Function Test screen.
- Perform Tacho tests and follow instruction.
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CCUXX
CCUXX_010104 Tacho set B->Tacho set B failure
Cause: - Wiring, sensors or encoders are faulty, or
- Damaged tacho amplifier (loose connections in box, or.
- Loose connections in cable ends, or
- Damaged sensor support console, or
- Damaged teeth on tacho wheel (if fitted) , or
- Power failure (CCU1 powers Tacho Set A and CCU2 powers Tacho Set B).
Effect: The MPC had to change active set of tacho sensors.
If both tacho sensor set A and B fail on one CCU:
- Injection is stopped on one or two cylinders.
- Cylinder lubrication is stopped on affected cylinders!




CCUXX_010119 Tacho->Delta Tacho B too big

Description: The two tacho systems are not aligned within allowed tolerance.
Cause: The distance between the tacho marker signals does not correspond to the values set in the ECS
parameters.
Effect: Maximum pressure may vary due to minor mistiming if other events force the ECS to change from
active tacho set (A to input B or vice versa).
Sugg. Action: This alarm is not valid if "Tacho set A failure" or "Tacho set B failure" is present.
If above alarms are not present:
- Check Pmax. Adjust if required. Normal engine operation can be continued without further action.
- Check or correct adjustment of tacho A & B at next engine overhaul or engine stop. Follow by a PMI
measurement to achieve correct engine Pmax balance.
CCUXX_010122 Tacho->Tacho Alignment Err

Description: One or both tachos are out of adjustment.
Cause: Encoder drive slipping or encoder mount out of adjustment.
Effect: Maximum pressure may vary due to minor mistiming if other events force the ECS to change from
active tacho set (A to input B or vice versa).
- Check Pmax. Adjust if required. Normal engine operation can be continued without further action.
- Check or correct adjustment of tacho A & B at next engine overhaul or engine stop. Follow by a PMI
measurement to achieve correct engine Pmax balance.
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CCUXX
CCUXX_010127 Tacho->Tacho Input A slip
Description: Tacho A signal is out of alignment compared to Tacho B and flywheel sensor.
Cause: All signals are turning on/off in the correct sequence, but the position of the tacho does not match the
other tacho and the signal from the turning wheel sensor.
Effect: The ECS system will continue operation on the other Tacho System. Note that tacho redundancy is
lost.
- Stop engine as soon as possible.
- Inspect encoder mounting.
- Verify correct adjustments on MOP: Maintenance-> Function Test screen (Tacho tests).
CCUXX_010128 Tacho->Tacho Input B slip

Description: Tacho B position signal is wrong.
Cause: All signals are turning on/off in the correct sequence, but the position of the tacho does not match the
other tacho and the signal from the turning wheel sensor.
Effect: The ECS system will continue operation on the other Tacho System. Note that tacho redundancy is
lost.
- Stop engine as soon as possible.
- Inspect encoder mounting.
- Verify correct adjustments on MOP: Maintenance-> Function Test screen (Tacho tests).
CCUXX_010129 Tacho->Marker A Input slip

Description: Tacho A Marker Slave signal (flyweel sensor) is out of alignment compared to encoder A and B.
Cause: Marker Slave A signal (flyweel sensor) comes on a crankshaft angle which is different from those
reported by tacho A and tacho B.
Effect: A warning that the marker slave signal from the flyweel sensor is faulty.
Sugg. Action: This alarm is not valid if "Tacho set A failure" or "Tacho set B failure" are present.
- Normal engine operation can be continued without further action.
- Check or correct adjustment of flyweel sensor (Marker Slave A) at next engine overhaul or engine
stop.
CCUXX_010135 Tacho set C->Tacho set C failure

Cause: Defect wiring, sensors, encoders or sensor support console.
Effect: The MPC had to change active set of tacho sensors. If both sensor set C and D fail dual tacho function
will be lost.




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CCUXX
CCUXX_010136 Tacho set D->Tacho set D failure
Cause: Defect wiring, sensors, encoders or sensor support console.
Effect: The MPC had to change active set of tacho sensors. If both sensor set C and D fail dual tacho function
will be lost.




CCUXX_0109A IO Terminals->Shut Down A

Description: Shut down has been ordered from the external safety system.
Cause: See external safety system panel.
Effect: Fuel injections are stopped on cylinders controlled by this CCU.
Sugg. Action: The shut down must be reset via the safety system.
To see which cylinders are controlled by a particular CCU: Check Maintenance -> System View I/O
screen.
Shut down can normally be reset by setting active control station handle in stop position.
CCUXX_0109A IO Terminals->Suprv. Ch31,2002-A,Shut Down

Description: Cable failure.
Note that the shutdown signal is routed through the ELFI pilot valve.
The signal from the switch connected to the specified channel is out of range. The cabling and the
connection to the switch are supervised by an 18 kOhm resistor mounted across the switch in the
safety system (Relay in safety system).
Cause: - Failure in the cabling to the switch, or
- Missing supervision resistor across the switch, or
- MPC input failure
Effect: - No shutdown. ELFI valve will not respond to shut down from safety system.
- If the CCU is controlling 2 cylinders the fuel injection on both cylinders will be stopped when required
as long as it receives correct redundant shut down signal from safety system.
- Note: Stop signals can still be used to stop fuel injection.
Sugg. Action: - Check cabling and 18 kOhm supervision resistor.
- Check ELFI pilot valve.
- Check MPC input.
CCUXX_0109B IO Terminals->Shut Down B

Description: Shut down has been ordered from the external safety system.
Cause: See external safety system panel.
Effect: Fuel injections are stopped on cylinders controlled by this CCU.
Sugg. Action: The shut down must be reset via the safety system.
To see which cylinders are controlled by a particular CCU: Check Maintenance -> System View I/O
screen.
Shut down can normally be reset by setting active control station handle in stop position.
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CCUXX
CCUXX_0109B IO Terminals->Suprv. Ch34,2002-B,Shut Down
- MPC input failure
Effect: - No shutdown. ELFI valve will not respond to shut down from safety system.
- If the CCU is controlling 2 cylinders the fuel injection on both cylinders will be stopped when required
as long as it receives correct redundant shut down signal from safety system.
- Note: Stop signals can still be used to stop fuel injection.
Sugg. Action: - Check cabling and 18 kOhm supervision resistor.
- Check ELFI pilot valve.
- Check MPC input.
CCUXX_011228 EICU Commands->EICU Failed or No Telegram Received

Description: CCU's receive commands from the EICU at regular intervals. The commands have been missing a
number of times.
Cause: If all CCU's report this alarm
- EICU Failure.
If alarm is released randomly from different CCU's:

- Network failure.
Effect: - Engine remains operative. No load reduction required.
- Both ECR and RCS Control stations are no longer available. Only ESC can be used in this situation.
- Loss of remote control will be displayed on the RCS.
- Set point to and supervision of HPS is lost. The HPS will go to failsafe pressure level (if EIUC power
is lost).
- Connection to alarm system is no longer available. Alarms are still displayed on MOP.
- Cylinder lubrication will be set to fail safe amount and lubrication will be speed proportional.
- Several values on the MOP display will be unavailable.
- HPS Slave pump is started (J80 = OFF) regardless of engine load, untill the alarm condition is
removed.
Sugg. Action: If all CCU's permanently report this alarm: Check EICU:
- Check that the EICU is in normal mode (green LED on MPC)
- Replace EICU with new MPC.
If CCU's randomly report this alarm:

- Check network status on MOP maintenance screen.
- Check for ground failure.
- Check all network cabling including terminating resistors.
- Check cable diagram for location of resistors.
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CCUXX
CCUXX_0116 IO Terminals->Inconsistent Stop Signals
Description: The two redundant Stop signals used by the CCU do not have the same value.
Cause: CCU Hard Wired and CCU from control network have transmitted inconsistent stop signals
Effect: Engine remains operative. No load reduction required.
Effects:
- Stop signals redundancy is lost.
Sugg. Action: If Engine Running on Fuel:
- All stop sensors must measure a pressure less than 0.5 bar. This can be checked on the MOP:
Maintenance -> System View I/O screen Ch36 (Cable ID = 1101-x, where x=CCU Number).
If Engine Stopped (No Fuel):

- All stop sensors must measure a pressure above 4 bar. This can be checked on the MOP:
Maintenance -> System View I/O screen Ch36 (Cable ID = 1101-x, where x=CCU Number).
- Cut out faulty sensor.

- Replace faulty sensor
- If pressure level is low near sensors: Check pipes and fittings for leaks
Notice redundant stop sensor arrangement:

CCU1, CCU3, CCU5: Redundant STOP from CCU2 Ch36
CCU2, CCU4, CCU6: Redundant STOP from CCU1 Ch36
CCUXX_013030 ECS Insulation Level Supervision->ECS Insulation level below normal

Description: The ECS electric insulation level is below normal service value
Cause: One or more ECS components have increased electric leakage to ship‟s ground.
Effect: No immediate effect. The alarm can be an indication of beginning deterioration of system components.
- Insulation level by observing the display on the insulation monitor, or
- Insulation level by observing : Maintenance -> Troubleshooting -> Insulation
- Insulation level trend in CoCoS-EDS if applicable
- Individual insulation of ECS components (sensors, controllers, actuators, cabling) to determine the
cause of leakage
- Refer to ECS trouble shooting guide “test for earth failure in ECS system” for further trouble shooting
advise
CCUXX_013031 ECS Insulation Level Supervision->Too low ECS Insulation level

Description: The ECS electric insulation level is too low.
Cause: One or more ECS components have too high electric leakage to ship‟s ground.
Effect: - The system redundancy is reduced
- The system‟s resistance against electrical noise is reduced
- Additional insulation faults on opposite polarity can cause blown fuses or short circuits
NOTE:
Never ignore this alarm. Safety critical issues may arise.
cause of leakage
advise
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CCUXX
CCUXX_013120 Noise Detection Supervision->Electrical noise detected
Description: Electrical noise has been detected in the ECS system
Cause: - One or more ECS components has intermittent and/or oscillating electric leakage to ship‟s ground, or
- ECS system has been subjected to electrical noise from an external source
NOTE:
Unless IRM module is used, the location of a ECS component causing the alarm is NOT limited to the
MPC on which the alarm has appeared.
Effect: No immediate effect
The fault can generate other consequential alarms in the ECS system, e.g.
- Exh. Valve Closed Position Changed
- Exh. Valve closing/opening too fast/slow (4 alarms)
- Illegal ELFI/FIVA Position
- ELFI/FIVA Feedback Signal Failure
NOTE:
- Total noise pulse counter by observing : Maintenance -> Troubleshooting -> Insulation
- Cabling, sensors, actuators, MPCs for loose connections or intermittent and/or oscillating electric
leakages/short circuits to ground.
To locate an intermittent and/or oscillating electric leakage to ship's ground:

1.Stop engine or reduce rpm to slow down level
If the MPC is equipped with IRM Module go to step 7
2. On one MPC: Disconnect power supply Connector J1
3. Observe if increase in total noise pulse counter has stopped
4. If the increase has stopped, the MPC with intermittent and/or oscillating electric leakage to ship's
ground has been found skip step 5 and continue to step 6
5. Reconnect the power supply Connector J1 in order for the MPC to resume normal function and go
back to
step 2, choosing the next MPC
6. Reconnect the power supply Connector J1 the MPC will resume normal function.
7. Set the MPC in TEST MODE by pressing MPC mode button on MOP Maintenance -> System view
I/O. This will stop the MPC's normal function.
8. Disconnect connections one at a time (from J2 to J85, - NOT J1), and after each disconnection
observe if
increase in total noise pulse counter has stopped
9. If increase has stopped, the cable, sensor or actuator with loose connections or intermittent and/or
oscillating electric leakages/short circuits to ground, has been located
10.Revert to basic electrical trouble shooting to repair
11.Set the MPC in NORNAL MODE by pressing MPC mode button on MOP Maintenance -> System
view I/O
NOTE:
If a CCU is disconnected or stopped for more than 20 minutes, establishing of emergency lubrication
to the affected cylinder is recommended, by fitting of backup lubrication cables from ECU.
CCUXX_0304 Cylinder Lubrication->No Cyl. Oil (Tacho) SlowDown Req.

Description: Failure on Tacho A and Tacho B. CCU cannot lubricate affected cylinders
Cause: Failure on Tacho system A and B.
Effect: - No Cylinder lubrication via this CCU.
- Slow down request is ordered.
Sugg. Action: If the engine has to be operated in spite of this failure condition:
- Backup lubricator cables must be mounted on the affected cylinders. See instruction manual for
details.
If engine can be stopped immediately:

- See tacho alarms for details about how to correct failures.
rsn / 11/21/2013 2:07:13 PM Page 15 of 130

CCUXX
CCUXX_039020 Alpha Lubricator A->LubeA: Feedback (SlowDownReq)
Description: The actuator piston is not moving as expected.
Cause: - Lubricator pilot valve failure, or
- Activation signal to solinoide missing, or
- Internal lubricator failure, or
- Feedback sensor not working, or
- Hydraulic pressure lost. Valve(s) 560 are closed.
Effect: - Slowdown request is send from ECS.
- No cylinder lubrication on the affected cylinder.
- ECS will keep attempting to activate the injector electrically.
Sugg. Action: LED in lubricator solinoide plug flashes:
- Check that valve(s) 560 are open.
- Replace lubricator with a spare.
If the problem persists:

- Check cable between lubricator and MPC.
- If cable path OK: Replace MPC.
LED in lubricator solinoide plug don't flash:

- Check cable path from MPC to solinoide plug.
- If cable path OK: Replace MPC
CCUXX_039021 Alpha Lubricator A->LubeA: No Cyl. Oil (SlowDownReq)

Description: Cylinder lubrication no flow sensor reports missing cylinder oil.
Cause: If lubricator actuator piston feedback alarm is present this alarm can be ignored.
Most likely causes:

- Cylinder lubrication oil supply blocked, or
- Sensor malfunction, or
- Electric trace heater off.
Effect: - No cylinder lubrication oil on the affected cylinder.
- Slowdown request is ordered from ECS.
Sugg. Action: - Check that individual shut off valves are not closed.
- Check cylinder lubrication oil tank level.
- Check that heat tracer is on.
- Disassemble pipes and check if cylinder oil still flows.

- Replace lubricator unit.
- Replace lubricator no flow sensor.
CCUXX_0390B Alpha Lubricator A->LubeA: Flow Sensor (SlowDownReq)

Description: No flow sensor has an illegal value when engine is stopped.
Cause: Sensor is broken.
Effect: Supervision of cylinder lubrication oil supply is no longer provided.
Sugg. Action: Replace no flow sensor.
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CCUXX
CCUXX_039120 Alpha Lubricator B->LubeB: Feedback (SlowDownReq)
Description: The actuator piston is not moving as expected.
Cause: - Lubricator pilot valve failure, or
- Activation signal to solinoide missing, or
- Internal lubricator failure, or
- Feedback sensor not working, or
- Hydraulic pressure lost. Valve(s) 560 are closed.
Effect: - Slowdown request is send from ECS.
- No cylinder lubrication on the affected cylinder.
- ECS will keep attempting to activate the injector electrically.
Sugg. Action: LED in lubricator solinoide plug flashes:
- Check that valve(s) 560 are open.
- Replace lubricator with a spare.

- Check cable between lubricator and MPC.
- If cable path OK: Replace MPC.
LED in lubricator solinoide plug don't flash:

- Check cable path from MPC to solinoide plug.
- If cable path OK: Replace MPC
CCUXX_039121 Alpha Lubricator B->LubeB: No Cyl. Oil (SlowDownReq)

Description: Cylinder lubrication no flow sensor reports missing cylinder oil.
Cause: If lubricator actuator piston feedback alarm is present this alarm can be ignored.
Most likely causes:

- Cylinder lubrication oil supply blocked, or
- Sensor malfunction, or
- Electric trace heater off.
Effect: - No cylinder lubrication oil on the affected cylinder.
- Slowdown request is ordered from ECS.
Sugg. Action: - Check that individual shut off valves are not closed.
- Check cylinder lubrication oil tank level.
- Check that heat tracer is on.
- Disassemble pipes and check if cylinder oil still flows.

- Replace lubricator unit.
- Replace lubricator no flow sensor.
CCUXX_0391B Alpha Lubricator B->LubeB: Flow Sensor (SlowDownReq)

Description: No flow sensor has an illegal value when engine is stopped.
Cause: Sensor is broken.
Sugg. Action: Replace no flow sensor.
CCUXX_040138 Speed Controller->Cyl. A Running on Backup Telegram

Description: The Governor is calculating a Fuel Index based on a backup telegram. This will occur in case of CCU
failure.
Cause: The CCU which should send the primary telegram is not on the control network or has stopped
running, or
Control Network problems caused prolonged transfer times.
Effect: No immediate effect, but Mean Indicated Pressure may drift on affected cylinder.
Sugg. Action: - Measure Mean Indicated Pressure using a PMI system to ensure that the cylinders are balanced. If
necessary, adjust mean indicated pressure on MOP.
- Check that all CCUs are running and on the control network. Look for related alarms on MOP.
If the alarm persists during normal running note Engine RPM and direction and contact MAN Diesel
when convenient
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CCUXX
CCUXX_040139 Speed Controller->Cyl. B Running on Backup Telegram
Description: The Governor is calculating a Fuel Index based on a backup telegram. This will occur in case of CCU
failure.
Cause: The CCU which should send the primary telegram is not on the control network or has stopped
running, or
Control Network problems caused prolonged transfer times.
Effect: No immediate effect, but Mean Indicated Pressure may drift on affected cylinder.
Sugg. Action: - Measure Mean Indicated Pressure using a PMI system to ensure that the cylinders are balanced. If
necessary, adjust mean indicated pressure on MOP.
- Check that all CCUs are running and on the control network. Look for related alarms on MOP.
If the alarm persists during normal running note Engine RPM and direction and contact MAN Diesel
when convenient
CCUXX_040207 Hydraulic Supply Pressure Limiter->Low Hydraulic Pressure

Description: The hydraulic supply pressure has dropped. To compensate for insufficient pump flow maximum
allowed fuel index is reduced. Fuel index reduction leads to lower hydraulic oil consumption.
Cause: - Hydraulic supply Pump failure, or
- Hydraulic leakage or failing bypass valves in the hydraulic supply system, or
- One or more hydraulic supply pumps stopped.
Effect: Engine load might be reduced and engine might run with unstable speed and fuel index.
- If the pressure drops below a predefined level fuel injection is stopped.

Sugg. Action: While locating the failure that causes the pressure drop: Reduce engine load to avoid unstable
running.
- Check for hydraulic pump related alarms.

- Check for hydraulic leakages, pressure relief valve and failing bypass valves. Typically a failing
bypass valve increases significantly in temperature.
Engine Stopped:
- Cut out individual HCU's to determine the location of the leakage.
- Check the hydraulic pressure decay times on Auxiliaries -> Hydraulic System screen. Compare to
reference.
CCUXX_0432 Governor->STOP Low While Engine Not Running

Description: Pneumatic STOP signals are off while the engine is stopped.
STOP signals are measured by one pressure sensor on each CCU.
The pressure sensors are activated by control air supply and connected to CCUs Channel 36.
Cause: - Loss of control air pressure, or
- Engine stopped unexpectedly.
Effect: If a start attempt is made while this alarm is present air and fuel may be applied simultaneously. This
might damage the starting air bursting cap. Avoid Engine start.
Sugg. Action: On the Maintenance -> System View I/O screen: Compare pressure measurements on all CCUs
(channel 36).
STOP is on when pressure is above approximately 2 bar.
If only one CCU reports this failure:

- Check for pipe leakages near pressure sensor.
- Check pressure sensor.
If all CCUs reports this failure:

- Check control air supply pressure according to instruction manual.
- Check double non return valve at engine side. This valve is located in Engine Side Console.
- Check for leakages in the control air system.
If engine stopped unexpectedly: Move handle to stop position to clear the alarm.
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CCUXX
CCUXX_060315 Injection Profile 1->Max. Time in Pos. Table Reached
Description: Fuel index ordered has resulted in an ELFI close time that is not supported for the current injection
profile.
Cause: - Engine running excessively heavy.
- Fuel quality is poor
- Profile shaping causing very long delays.
Effect: Maximum time in position table for current injection profile is used. This means that regardless of how
much Fuel index is increased Fuel amount into cylinders does not increase.
Sugg. Action: Contact MAN B&W for the following adjustments:
- Increase maximum time in position table
- Injection Profile is too 'weak'. Make injection profile more aggressive.
- Freeze times are too long resulting in large close times.
CCUXX_060415 Injection Profile 2->Max. Time in Pos. Table Reached

profile.
CCUXX_0623 Fuel Injection->Test Profile Active on Cylinder A

Description: Test Profile active on Cylinder A.
Cause: The parameter for activating the test profile is enabled.
Effect: Engine running mode output is still used based on the active selection on MOP. However test profile is
used instead injection profile normally used for current engine running mode.
Sugg. Action: When test of injection profile is finished set parameter for test profile to off.
CCUXX_0624 Fuel Injection->Test Profile Active on Cylinder B

Description: Test Profile active on Cylinder B.
Cause: The parameter for activating the test profile is enabled.
Effect: Engine running mode output is still used based on the active selection on MOP. However test profile is
used instead injection profile normally used for current engine running mode.
Sugg. Action: When test of injection profile is finished set parameter for test profile to off.
CCUXX_062515 Injection Profile For TEST ONLY->Max. Time in Pos. Table Reached
profile.
rsn / 11/21/2013 2:07:13 PM Page 19 of 130

CCUXX
CCUXX_0901 EngineSide/Remote Control Selection->Inconsistent Control Stat. Request
Description: The Control Station Switch Logic has detected inconsistent control signal requests. Cabling seem to
be ok but values are inconsistent.
Cause: The control station switch logic expected a high/low combination of the control station request signals.
One of two events has occurred:

- Local Control Request and Remote Control Request both low.
- Local Control Request and Remote Control Request both high.
Effect: The ECS retains its manoeuvre place.
Sugg. Action: - Check Ch23 CCU1 (Cable ID = 1118 for Local Control).
- Check Ch23 CCU2 (Cable ID = 1130 for Remote Control).
- Check Pressure Switches to see if sensors are stuck High or Low. Replace faulty switch or cut out
faulty sensor.
- If everything is OK: Replace CCU1 or CCU2.
CCUXX_1041 Power Take Out->Generator clutch signals deviate

Description: Redundant generator clutch state signals deviate.
Cause: - Cabling failure, or
- Clutch sensor failure, or
- MPC input failure
Effect: - If generator is disengaged, no immediate effect.
- If generator is engaged, the governor is forced to „Low gain mode‟ which may cause reduced
governor performance.
Sugg. Action: - Check cabling, or
- Check clutch sensor, or
- If the signal is OK while the alarm is present, the MPC may be damaged and must be replaced.
CCUXX_1042 Power Take Out->Dual tacho signals not valid

Description: Speed measured on tacho C/D is not valid.
Cause: - Tacho C/ D encoder failure, or
- Speed measured by tacho C/D deviates too much from speed measured by tacho A/B.
Effect: - If generator is disengaged, no immediate effect.
- If generator is engaged, the governor is forced to „Low gain mode‟ which may cause reduced
governor performance.
Sugg. Action: - Check tacho C/D sensors, or
- Check tacho C/D cabling
CCUXX_1101-x Ch36,1101-x,STOP (No Fuel) (bar)->Suprv. Ch36,1101-x,STOP (No Fuel) (

Description: Invalid input, so MPC uses the last valid value.
Cause: Wire break.
Effect: Stop signals are evaluated in pairs. This signal is no longer included in the evaluation of Stop Signal
state. ECS uses valid redundant sensor instead via network.
Sugg. Action: - Check cable from CCU Ch36 to stop sensor.
- Replace stop signal sensor.
- Replace MPC.
CCUXX_1118-0 Ch23,1118-,Engine Side Control Acti->Suprv. Ch23,1118-,Engine Side Contr

Description: Channel input is out of range.
Cause: Channel input is out of range.
Effect: Local control station can not be selected by using normal change over procedure.
If active control station is Local control station is locked in last.
Sugg. Action: - Check cable from CCU1 Ch23 to Sensor (Cable ID = 1118).
- Verify that cable is ok and supervision resistor is mounted with 6k8 Ohm.
- If Local Control Station needs to be selected: Pull out Ch23 on CCU2 to force control to ESC.
- Verify speedset before changeover.
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CCUXX
CCUXX_1130-0 Ch23,1130-,Remote Control Active->Suprv. Ch23,1130-,Remote Control Ac
Description: The signal from the switch connected to the specified channel is out of legal range. The cabling and
the connection to the switch are supervised by a 6.8kOhm resistor mounted across the switch.
- MPC input failure
Effect: Lock in last of latest valid value.
Sugg. Action: - Check for fuse alarms on MOP Alarm screen. If no fuse alarms then:
- Check cabling to the sensor, according to the installation drawings.
- Check power supply to the sensor (measure voltage between A (negative) and D (positive)). If voltage
is OK (18-32 Vdc): Replace sensor.
- Try to Invalidate the signal on the MPC that has raised the alarm. This could force the input signal to
obtain a different value if this is needed.
If the problem persists: The MPC may be damaged and must be replaced.
CCUXX_2002-A Ch31,2002-A,Shut Down A->Suprv. Ch31,2002-A,Shut Down A

- MPC input failure
Effect: Shut Down is no longer evaluated on the CCU that reported the supervision failure.
Sugg. Action: Check the Following:
- The cabling and the resistor of the switch.
- Check the current into terminal "C" of the channel. It must be within 0.3 mA and 35 mA. If it is while
the alarm is present, the MPC may be damaged and must be replaced.
CCUXX_2002-B Ch34,2002-B,Shut Down B->Suprv. Ch34,2002-B,Shut Down B

- MPC input failure
Effect: Shut Down is no longer evaluated on the CCU that reported the supervision failure.
Sugg. Action: Check the Following:
- The cabling and the resistor of the switch.
- Check the current into terminal "C" of the channel. It must be within 0.3 mA and 35 mA. If it is while
the alarm is present, the MPC may be damaged and must be replaced.
CCUXX_215004 Ch20,2150,Engine Side Speed Set->Suprv. Ch20,2150,Engine Side Speed

Description: Invalid input, so MPC uses the last valid value.
Cause: Channel input is out of range.
Effect: The input value is fixed to last valid input and ESC is not possible.
Sugg. Action: - Check ESC speed handle cable to CCU1 (Ch20).
- If active control station is ESC: Change control station.
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CCUXX
CCUXX_215204 Ch22,2152,Engine Side Increase Limi->Suprv. Ch22,2152,Engine Side Increa
Cause: - Failure in the cabling to the sensor, or
- Sensor failurer, or missing sensor power supply, or
- MPC input failure, or
- For On/Off type sensors the cause can be a missing or wrong supervision resistor (typically 6.8
kOhm).
Effect: The input value is fixed to last valid input and cannot be changed.
CCUXX_215604 Ch20,2156,Engine Side Speed Increas->Suprv. Ch20,2156,Engine Side Speed

kOhm).
Effect: The input value is fixed to last valid input and ESC is not possible.
CCUXX_215704 Ch21,2157,Engine Side Speed Decreas->Suprv. Ch21,2157,Engine Side Speed

kOhm).
Effect: The input value is fixed to last valid input and may affect the engine running.
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CCUXX
CCUXX_219504 Ch32,2195,Clutch status->Suprv. Ch32,2195,Clutch status
Description: Sensor signal is out of range
- Sensor failure, or
- Supervision resistor across the switch is missing, or
- MPC input channel failure
Effect: If redundant cabling to CCU2 is fitted:
No effect on engine performance.
- Cabling
- Sensor
- Supervision resistor
- MPC input channel: 'Maintenance' -> 'System View I/O Test'
If the problem persists: Replace MPC
CCUXX_303004 Ch35,3030,Noise Detection->Suprv. Ch35,3030,Noise Detection

- Supervision resistor across the switch is missing, or
- MPC input channel failure
Effect: No Electrical Noise Detection available.
- Cabling
- Sensor
- Supervision resistor
- MPC input channel: 'Maintenance' -> 'System View I/O Test'
If the problem persists: Replace MPC
CCUXX_303504 Ch35,3035,Insulation/Noise [kohm]->Suprv. Ch35,3035,Insulation/Noise [

kOhm).
Effect: Supervision failure for the insulation detection unit will stop all insulation detection.
cause of leakage
advise
rsn / 11/21/2013 2:07:13 PM Page 23 of 130

CCUXX
CCUXX_4102-A Ch30,4102-A,ELFI/FIVA A Spool Posit->Suprv. Ch30,4102-A,ELFI/FIVA A Spoo
Description: The signal from the sensor connected to the specified channel is out of range. The sensor should give
a signal between 4 mA to 20 mA.
kOhm).
Effect: Valve control is stopped, causing no injections to the cylinder.
CCUXX_4102-B Ch33,4102-B,ELFI/FIVA B Spool Posit->Suprv. Ch33,4102-B,ELFI/FIVA B Spoo

kOhm).
Effect: Valve control is stopped, causing no injections to the cylinder.
CCUXX_8283-A Ch26,8283-A,Lub. A Flow Missing->Suprv. Ch26,8283-A,Lub. A Flow Miss

- MPC input failure
Sugg. Action: - Check the cabling and the resistor of the switch.
- Check the voltage between terminal B and C on the MPC plug. It must be above 1.6 Vdc.
If the signal is ok while the alarm is present, the MPC may be damaged and must be replaced.
CCUXX_8283-B Ch27,8283-B,Lub. B Flow Missing->Suprv. Ch27,8283-B,Lub. B Flow Miss

- MPC input failure
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CCUXX
CCUXX_8285-A Ch26,8285-A,Lube A Oil Supply Missi->Suprv. Ch26,8285-A,Lube A Oil Suppl
- MPC input failure
CCUXX_8285-B Ch27,8285-B,Lube B Oil Supply Missi->Suprv. Ch27,8285-B,Lube B Oil Suppl

- MPC input failure
CCUXX_860104 Ch24,8601,Scavenge Air Pressure->Suprv. Ch24,8601,Scavenge Air Press

kOhm).
Effect: Scavenge air pressure signal is no longer available.
- Fuel injection timing is now based on a predefined angle.
Sugg. Action: Use PMI equipment to verify compression and maximum pressure while running on fixed angle.
CCUXX_badBa System->Non standard baud rate

Description: Baud rate for service terminal is not 9600 Bd.
Cause: Non standard rate selected.
Effect: No, or unreadable output to service terminal.
Sugg. Action: Reset blue DIP, and reboot MPC when appropriate.
CCUXX_IDKEY System->ID Key corrupt

Description: At system in operation an ongoing ID-key test is made.
The alarm is set when a read byte in the ID-key is not equal to the corresponding value saved in the
CPU-RAM.
The alarm is reset as soon a read byte in the ID-key is equal to the corresponding value saved in the
CPU-RAM.
I. e. a problem also exists with the ID-key when the alarm are not set while it has not been
acknowledged.
One byte is tested for each second. If the alarm does not reappear in a test cycle of 256 seconds, the
fail on the ID-key is not steady.
Cause: The ID-key is defect, is not plugged correct or is missing.
Effect: No operational effect until the next restart.
If the ID-key is plugged correct, the persistent data is lost.
Sugg. Action: Ensure the ID-key is plugged correct in the system.
If plugged correctly and a system restart fails because of problems with the ID-key, replace the ID-key
with a new.
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CCUXX
CCUXX_SBAT System->Battery Level Low
Description: MPC battery level low.
Cause: Battery discharged.
Effect: If MPC remains switched on, there is no effect. If the MPC is switched off or power is lost, the MPC will
loose its time settings. Time settings will be automatically retrieved at next power on.
Sugg. Action: At next engine stop:
1) Remove power supply on MPC.
2) Replace battery.
3) Reconnect power supply.
CCUXX_SFuse 24V power supervision->Fuse F12 failure

Description: Fuse 12 is blown. Fuse 12 protects the sensor power supply, terminal "D", of the analogue inputs,
channels 20 to 37, of the MPC.
Cause: Electrical overload or wear of the fuse.
Effect: A number of the sensors and signals connected to channels 20 to 37 may give wrong values, and a
number of supervision alarms may occur simultaneously.
Sugg. Action: Check for failures in the external cabling to channels 20 to 37. Replace the fuse.

Description: Fuse 13 is blown. Fuse 13 protects the power outlets of:
channels 40 to 47, terminal "D",
channels 48 to 53, terminal "E",
channels 60 and 61, terminal "H".
Effect: A number of the signals related to channels 40 to 61 may be wrong. Effect on engine behaviour is
unknown.
Sugg. Action: Check for possible failures in the external cabling to channels 40 to 61. Replace the fuse.

Description: Fuse 14 is blown. Fuse 14 protects the power supply for the analog output, channels 70 and 71, of the
MPC.
Effect: Injections will not occur on cylinders controlled by this MPC.
Sugg. Action: Check for failures in the external cabling to channels 70 and 71. Replace the fuse. If the fuse blows
again: Replaced the MPC.

Description: Fuse 9 is blown. Fuse 9 protects power supply connector 9 of the MPC.
Effect: Injections will not occur on cylinders controlled by this MPC.
Sugg. Action: Check for failures in the external cabling to connector 9. Replace the fuse.
CCUXX_SInvPa System->Invalid parameters

Description: Invalid MPC parameters. The MPC cannot start with incorrect parameters.
Cause: The alarm appears when the MPC automatically loads the wrong parameter set after MPC
replacement.
Effect: The behaviour of the application in the MPC is not correct. The exact effect is unknown and care
should be taken.
Sugg. Action: If the MPC has just been replaced: Wait for automatic software download to complete.
Check MPC power supply and fuse.
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CCUXX
CCUXX_SInvS System->Invalid software
Description: The MPC is running an incorrect application program
Cause: MPC is replaced while both MOP A and MOP B are unavailable.
Effect: The ECS may be seriously affected if MPC is runs incorrect software. The exact behaviour is unknown
since it also depends on which MPC is involved.
Sugg. Action: Switch off MPC immediately. When either MOP A or MOP B is operating again, the MPC can be
switched on again. When the automatic preparation of the MPC is finished the MPC will operate
correctly again.
CCUXX_SIPF System->Invalid Parameter Flash

Description: The Parameter flash is corrupt.
Cause: The CRC check when reading the parameters from flash failed.
Effect: Parameters from flash cannot be used.
Sugg. Action: Write a new parameter set to flash. If problem persist, the unit may be defect.
CCUXX_SPow2 24V power supervision->24V power A failure, connector 1B

Description: No power on the MPC power inlet, connector J1, terminal B.
Cause: - The breaker of power supply A for the specified MPC is turned off.
- 24V power supply A is turned off.
- Power cabling is faulty.
Effect: No immediate effect, as the MPC is supplied by power supply B.
Sugg. Action: Check for the causes.
CCUXX_SPow2 24V power supervision->24V power B failure, connector 1C

Description: No power on theMPC power inlet, connector J1, terminal C.
Cause: - The breaker of power supply B for the specified MPC is turned off.
- 24V power supply B is turned off.
Effect: No immediate effect, as the MPC is supplied by power supply A.
CCUXX_SWDo System->Watchdogs deactivated

Description: The watchdog on the MPC has been disabled.
Cause: Wrong setting of the orange DIP-switch on the MPC.
Effect: No immediate effect, but with watchdogs disabled the MPC may not respond correctly to software and
hardware failures.
Sugg. Action: Check that MPC DIP-switch is enabled (orange switch must be ON).
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EICUXX
EICUXX_01010 Governor Mode Selector->ECS Speed Mode Command
Description: ECS has overruled the active governor mode (Fixed Index) selected on MOP.
Cause: The speed set point and the actual speed does not follow.
E.g. due to load variations.
Effect: The ECS has selected Speed Mode automatically
Sugg. Action: No Action
EICUXX_01033 ECS Insulation Level Supervision->ECS Insulation level below normal

cause of leakage
advise
EICUXX_01033 ECS Insulation Level Supervision->Too low ECS Insulation level

NOTE:
cause of leakage
advise
EICUXX_0201X Sensor Supervision->Sensor Values from PMI not Valid

Description: Sensor values received from PMI Auto-tuning are not valid.
Cause: Could be caused by:
- PMI Pressure Sensor error
- PMI Auto-tuning Program is not running
- MOPB is not running
- The program for transferring values from the PMI Auto-tuning program to MOPB has stopped running
- PMI Auto-tuning PC has lost network connection to MOPB
Effect: Auto Tuning is no longer available. Continuous Auto Tuning has been disabled.
ECS alarms for too high Pmax, too high Prise and alarm for Cylinder pressure deviation are no longer
available.
Engine balancing and load distribution might be effected.
Sugg. Action: Check that the PMI Auto-tuning program is running.
In the PMI Auto-tuning program, check that the sensors are ok.
Restart MOPB.
Check the network connection to MOPB.
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EICUXX
EICUXX_0201X Sensor Supervision->Cylinder pressure deviation
Description: Cylinder pressure measurement deviates more from average value than alarm limit.
Cause: Could be caused by malfunctioning of:
- PMI Pressure Sensor
- Fuel valves
- Exhaust valve
- Suction valve
- Exhaust valve actuator
- FIVA valve
- Fuel booster
- HCU Accumulators
Effect: Auto Tuning is no longer available. Continuous Auto Tuning has been disabled.
ECS alarms for too high Pmax, too high Prise and alarm for Cylinder pressure deviation are no longer
available.
Engine balancing and load distribution might be effected.
Sugg. Action: Carry out troubleshooting on above mentioned equipment.
EICUXX_0201X Prise Supervision->Average Prise above allowed value

Description: Average Prise has exceeded Pmax-Pcomp alarm limit.
Cause: Too low Compression Pressure or too high Maximum Pressure
Effect: - Increased wear of cylinder liners
- Risk of breakage of piston rings
- Too high load on crosshead bearings
Sugg. Action: Immediate Action:
Reduce "Pmax Offset All" to lower average Prise below alarm limit.
Troubleshooting:
1.Check that "Estimated Engine Load" (as shown on MOP) is correct by comparing with PMI
equipment and/or torquemeter.
If incorrect then utilize Fuel Quality feature for adjusting estimated engine load.
2.Check that average "Current Pcomp" and "Ordered Pcomp" are equal (within tolerances).
If necessary then carry out adjustments by changing "Pcomp/Pscav Offset All" manually or via Auto
Tuning (Pcomp mean value).
3.Check that average "Current Pmax" and "Ordered Pmax" are equal (within tolerances).
If necessary then carry out adjustments by changing Pmax Offset All manually or via Auto Tuning
(Pmax mean value).
If unable to achieve correct Pcomp (in step 2) then Pscav might be too low. This could be due to
severe ambient conditions or malfunctioning of exhaust gas bypass etc. Please do not use Auto
Tuning functionality and keep "Pmax Offset All" reduced manually below alarm limit.
EICUXX_0201X Prise Supervision->Cyl 1. Prise above allowed value

Description: Prise has exceeded Pmax-Pcomp alarm limit.
Reduce "Pmax Offset" on actual cylinder unit to lower Prise below alarm limit.
Troubleshooting:
1.Check that current Pcomp "Deviation" for the actual cylinder unit is within tolerances.
If necessary then carry out adjustments by changing "Pcomp/Pscav Offset" on the actual cylinder unit
manually or via Auto Tuning (Pcomp Deviation ->Pcomp).
2.Check that current Pmax "Deviation" for the actual cylinder unit is within tolerances.
If necessary then carry out adjustments by changing "Pmax Offset" for the actual cylinder unit
manually or via Auto Tuning (Pmax Deviation ->Pmax).
If unable to achieve correct Pcomp (in step 2) then please do not use Auto Tuning functionality and
keep "Pmax Offset" reduced manually on actual cylinder unit below alarm limit.
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EICUXX
Troubleshooting:

Troubleshooting:

Troubleshooting:
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EICUXX
Troubleshooting:

Troubleshooting:

Troubleshooting:
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EICUXX
Troubleshooting:

Troubleshooting:

Troubleshooting:
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EICUXX
Troubleshooting:

Troubleshooting:
EICUXX_0201X Pmax Supervision->Average Pmax above allowed value

Description: Average Pmax has exceeded Pmax alarm limit.
Cause: Too high Maximum Pressure
Reduce "Pmax Offset All" to lower average Pmax below alarm limit.
Troubleshooting:
1.Check that "Estimated Engine Load" (as shown on MOP) is correct by comparing with PMI
equipment and/or torquemeter.
If incorrect then utilize Fuel Quality feature for adjusting estimated engine load.
2.Check that average "Current Pcomp" and "Ordered Pcomp" are equal (within tolerances).
If necessary then carry out adjustments by changing "Pcomp/Pscav Offset All" manually or via Auto
Tuning (Pcomp mean value).
3.Check that average "Current Pmax" and "Ordered Pmax" are equal (within tolerances).
If necessary then carry out adjustments by changing "Pmax Offset All" manually or via Auto Tuning
(Pmax mean value).
If unable to achieve correct Pcomp (in step 2) then Pscav might be too high. This could be due to
severe ambient conditions or malfunctioning of exhaust gas bypass etc. Please do not use Auto
Tuning functionality and keep "Pmax Offset All" reduced manually below alarm limit.
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EICUXX
EICUXX_0201X Pmax Supervision->Cyl 1. Pmax above allowed value
Description: Pmax has exceeded alarm limit.
Reduce "Pmax Offset" on actual cylinder unit to lower Pmax below alarm limit.
Troubleshooting:

Troubleshooting:

Troubleshooting:
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EICUXX
Troubleshooting:

Troubleshooting:

Troubleshooting:
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EICUXX
Troubleshooting:

Troubleshooting:

Troubleshooting:
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EICUXX
Troubleshooting:

Troubleshooting:

Troubleshooting:
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EICUXX
EICUXX_0201X ContinuousTuning PI (online FQA)->Online FQA exeeds limits
Description: The difference between ordered Govenor Index and estimated Index (from PMI system) has exceeded
the allowed limit.
Cause: Fuel quality has changed since last manual adjustment of Fuel Quality.
- If WIF(Water In Fuel) is applied to engine the Water content may have changed.
Effect: The Engine load estimation is not fully correct anymore – this may give problems with fuel limiters.
Sugg. Action: - Manual adjustment of Fuel Quality is correct (MOP->Engine->Process Adjustment->Fuel Quality
Adjustment)
- PI values on PMI system.
If problem is not solved by this:

- Note down difference in Engine load for later trouble-shooting (PMI system and ME-ECS (MOP-
>Engine->Process values->Running Mode)).
- Adjust “applied fuel quality offset” manually (hand tuning) until online correction is in range
- OR
- Disable Online correction on MOP (MOP->Engine->Process Adjustment->Fuel Quality Adjustment)
EICUXX_02J Cylinder Lubrication->Nominel Parameterset not Valid

Cause: The combination of S%, FeedRateFactor and Adjust factor is too high, or the lubricator(s) are too small
for the engine.
Effect: The cylinder lubricator will be activated with the highest frequency possible (once per revolution).
Sugg. Action: Check that the parameter is set (S%, FeedRateFactor and Adjustfactor) according to MAN B&W
specification. Check that lubricator size is according to specification and that the parameter
"Mass/Injection per Cylinder" is correct.
EICUXX_02K Cylinder Lubrication->Max Limiter Parameterset not Valid

Cause: The parameter for normal max level is too high or the lubricators are too small for the engine.
Sugg. Action: Check that the parameter for max is according to MBD specification. Check that lubricator size is
according to specification and that the parameter "Mass/Injection per Cylinder" is correct.
EICUXX_02L Cylinder Lubrication->Run In Parameterset not Valid

Cause: The parameter for run in max level is too high or the lubricators are too small for the engine.
Sugg. Action: Check if the parameter for run in max is according to MBD specification. Check that lubricator size is
according to specification and that the parameter "Mass/Injection per Cylinder" is correct.
EICUXX_0345 Hydraulic Power Supply->Hydraulic Pressure fell too quickly

Description: Hydraulic pressure fell too quickly after all pumps were stopped.
Cause: Hydraulic leakage or failing accumulator(s).
Effect: Hydraulic leakage or failing accumulators may cause problems when the engine is started again.
Correct these failures before attempting normal running.
Sugg. Action: Check for Hydraulic leakage and check accumulator pressure.
- Investigate all HCU's by cutting off relevant valves. Do this one HCU at a time and evaluate leakage
result.
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EICUXX
EICUXX_0347 Hydraulic Power Supply->Hydr. Press. Regulator High Fail
Description: The automatic pressure control could not achieve correct pressure. Hydraulic pressure lower than
desired.
Cause: HPS pumps do not deliver as high pressure as expected or leakage has increased or electrical
connection to HPS is failing.
Effect: Too low pressure may reduce injections and slow down the engine - in extreme cases stop the engine.
Sugg. Action: Check cabling to HPS (e.g. using manual control).
Check pressure sensor.
Check for hydraulic leakages.
Check Swash Plate Indicators.
Check that there are no other alarms for Pumps missing.
Check switch settings on HPS starter cabinets are in normal position.
Check EICU J80 relay:
a) Off then "Slave" pump should be running.
b) ON then "Slave" pump should be stopped.
If all checks above are ok, the HPS proportional valve may need to be recalibrated.
NOTE:
The HPS switch setting on starter cabinet should be set to "Pump 1 Master" or "Pump 2 Master". If the
switch is in "Pump 1 & 2" then both HPS pumps should run.
EICUXX_0348 Hydraulic Power Supply->Hydr. Press. Regulator Low Fail

Description: The automatic pressure control could not achieve correct pressure. Hydraulic pressure higher than
desired.
Cause: - HPS pumps deliver higher pressure than expected, or
- Leakage has decreased.
Effect: Too high pressure can result in excessive electrical power consumption.
NOTE:
EICUXX_0353 Hydraulic Power Supply->Hydr. Press. too high

Description: Hydraulic pressure is higher than alarm limit.
Cause: HPS oil flow too high resulting in too high pressure.
Effect: Too high pressure can result in excessive electrical power consumption.
Check position of manual override valve on the HPS.
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EICUXX
EICUXX_0354 Hydraulic Power Supply->Hydr. Press. too low
Description: Hydraulic pressure is lower than alarm limit.
Cause: - Hydraulic supply Pump failure, or
- Hydraulic leakage or failing bypass valves in the hydraulic supply system, or
- One or more hydraulic supply pumps stopped.
Effect: Too low pressure may reduce injections and slow down the engine - in extreme cases stop the engine.
NOTE:
EICUXX_0361 Hydraulic Power Supply->Pump 1 not Running

Description: The hydraulic pump should run because the engine is running.
Cause: The pump does not give a "Running" signal.
Effect: - Maximum engine load is limited if pump is not running.
- The Engine Control System (ECS) have ordered the HPS slave pump to start (J80 = OFF). The slave
pump will be running until both Pump running signals have been detected On.
Sugg. Action: - Check if the pump is running.
- if it is running check the cable giving a "Running" signal to ECS.
- In case the Pump running signal turns On/Off and triggers the slave pump to start/stop go to the HPS
starter cabinets and move switch to "Pump 1 & 2". This will disable control of the slave pump by the
ECS. Move the switch to "Pump 1 Master" or "Pump 2 Master" after the problem has been solved.
EICUXX_0362 Hydraulic Power Supply->Pump 2 not Running

Description: The hydraulic pump should run because the engine is running.
Cause: The pump does not give a "Running" signal.
Effect: - Maximum engine load is limited if pump is not running.
- The Engine Control System (ECS) have ordered the HPS slave pump to start (J80 = OFF). The slave
pump will be running until both Pump running signals have been detected On.
Sugg. Action: - Check if the pump is running.
- if it is running check the cable giving a "Running" signal to ECS.
- In case the Pump running signal turns On/Off and triggers the slave pump to start/stop go to the HPS
starter cabinets and move switch to "Pump 1 & 2". This will disable control of the slave pump by the
ECS. Move the switch to "Pump 1 Master" or "Pump 2 Master" after the problem has been solved.
EICUXX_0370 Hydraulic Power Supply->Manual Hydr. Press Control

Description: HPS pressure control is manual
Cause: Manual Activated
Effect: The HPS will "bumpless" change to Manual operation. The pressure setpoint can be overruled by the
operator by manually altering the pressure setpoint. The new pressure setpoint will be used until the
operator either selects a new setpoint, or returns to Automatic mode.
NOTE:
A large increase in setpoint could trigger the HPS slave pump to start. Therefore it is recommended to
limit the steps to about 20 bar.
Sugg. Action: Switch to Automatic operation when manual operation is ended.
NOTE:
In case the ECS setpoint in automatic operation is more than 20 bar above the manual setpoint,
increase the manual pressure setpoint, before switching out of manual operation.
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EICUXX
EICUXX_03810 Slave Pump Run/Stop->Master/Slave Pump Not Running
Description: The Engine Control System (ECS) expects more pumps to run but only zero or one "Running" signal is
currently present.
Cause: - Could be caused by wrong running signal or failed pump(s).
- Could be wrong switch settings on the HPS starter cabinet.
Effect: - No effect if both HPS pumps are running.
- If only one pump is running the maximum obtainable load will be limited depending on engine
configuration. Normally minimum 55% engine load should be possible.
- If no pumps are running the engine will stop.
Sugg. Action: - Move the HPS Slave pump control switch to "Pump 1 & 2" on the HPS starter cabinet, while
troubleshooting. This will prevent the ECS from starting/stopping the slave pump untill the error has
been identified and corrected. In case this is not desirable repeated start/stop of the slave pump can
be expected.
- Check switch settings on HPS starter cabinets are in normal position. Position are either
1) Pump 1 Master (Pump 2 controlled by EICU J80 On = STOP)
2) Pump 1 & 2 (Both Pumps running)
- Check the HPS pumps and verify that both pumps are not running. If they are both running a failure in
one of the running signal is present. Check cabling to Pump 1 and Pump 2 running signals.
(EICU J31 Pump 1 Running signal)
(EICU J34 Pump 2 Running signal).
- Check cabling for EICU J80 relay:

NOTE:
The HPS switch setting on starter cabinet should be set to Pump 1 Master or Pump 2 Master. If the
switch is in "Pump 1 & 2" position then both HPS pumps should always run.
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EICUXX
EICUXX_03810 Slave Pump Run/Stop->Slave Pump Started Due to Error(s)
Description: Normally the ECS only starts the Slave pump when the engine load is above a certain limit. In case of
certain errors the Slave pump is ordered started (EICU J80 Off)
Cause: - Hydraulic Pressure is not valid
- Internal load calculation is not valid (CCU1 failure?).
- Setpoint too high compared to actual pressure (Alarm for "Hydr. Press. Regulator High Fail" could
also be present!)
- Missing Pump (Master/Slave pump switched off or missing valid running signals.)
Effect: - No effect if both HPS pumps are running.
- If only one pump is running the maximum obtainable load will be limited depending on engine
configuration. Normally minimum 55% engine load should be possible.
- If no pumps are running the engine will stop.
Sugg. Action: - Move the HPS Slave pump control switch to "Pump 1 & 2" on the HPS starter cabinet, while
troubleshooting. This will prevent the ECS from starting/stopping the slave pump untill the error has
been identified and corrected. In case this is not desirable repeated start/stop of the slave pump can
be expected.
- Check switch settings on HPS starter cabinets are in normal position. Position are either
2) Pump1 & 2 (Both Pumps running)
- Depending on the type of error that caused this alarm to be raised check the following:
a) Cabling to Hydraulic pressure sensor EICU J30.
b) Network or tacho alarms on MOP from CCU1.
c) Hydraulic Pressure Setpoint deviation too large compared to measured pressure.
d) Missing pump running signals.
- Check the HPS pumps and verify that both pumps are not running. If they are both running a failure in
one or both running signals ares present. Check cabeling to Pump 1 and Pump 2 running signals.
(EICU J31 Pump 1 Running signal)
(EICU J34 Pump 2 Running signal).
- Check cabling for EICU J80 relay:

NOTE:
The HPS switch setting on starter cabinet should be set to Pump 1 as slave or Pump 2 as slave. If the
switch is in No Slave position then both HPS pumps should always run.
EICUXX_0601 ECR/RCS Control Selection->Inconsistent Control Stat. Request

Description: The Control Station Switch Logic has detected inconsistent control signal requests. Cabling seem to
be ok but values are inconsistent.
Cause: The control station switch logic expected a high/low combination of the control station request signals.
One of two events has occurred:

- ECR Request and RCS Request both low.
- ECR Request and RCS Request both high.
Effect: The ECS retains its manoeuvre place.
Sugg. Action: Check cabling between EICU and manoeuvre places.
- Ch22 on EICU is ECR Control (Cable ID = 2121)
- Ch25 on EICU is RCS Control (Cable ID = 2122)
- Replace faulty switch or cut out faulty sensor.
If the problem persists: Replace EICU.
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EICUXX
EICUXX_0704 ECS Slow Down Request->No Cyl. Lube Oil due to CCU Failure
Description: No cylinder lubrication for the affected cylinder(s).
Cause: - The Cylinder Control Unit is not in normal running mode.
- The ECS control networks are not connected properly or not working.
Effect: - Probably no cylinder lubrication oil is injected to the cylinder(s).
- Slow Down request is send from ECS to the slow down system.
Sugg. Action: Check that the LED is green on affected CCU.
- If the LED is NOT green: Rreboot the CCU.
If the problem persists: Replace the MPC.
- If the LED IS green: Use MOP Network status screen to check for network status. Often the only way
to find and correct network problems is to inspect entire network cabling and check for ground failure
on ECS power supply.
EICUXX_0705 ECS Slow Down Request->Slow Down Request

Description: Slow Down Request
Cause: ECS requested Slow Down due to failing cylinder oil lubrication or VT/Bypass problems.
Effect: - No cylinder lubricator oil injected. This will lead to excessive liner wear.
- Too High Pscav can damage Engine or Turbocharger.
Sugg. Action: Check alarm list and follow suggested action.
EICUXX_0709 ECS Slow Down Request->No Exh. timing due to CCU Failure
Description: No exhaustvalve close timing for the affected cylinder(s).
Cause: - The ECS Control networks are not connected properly
- The Cylinder Control Unit is not in normal running mode
- MPC failure
Effect: - No exhaust valve timing control.
- Pcomp may increase
- Pmax may increase
Sugg. Action: Check that the LED is green on affected CCU.
- If the LED is NOT green: Rreboot the CCU.
If the problem persists: Replace the MPC.
- If the LED IS green: Use MOP Network status screen to check for network status. Often the only way
to find and correct network problems is to inspect entire network cabling and check for ground failure
on ECS power supply.
EICUXX_0941 Engine Running Mode->ME-V Commissioning Mode Active

Description: ME-V Commissioning Mode is active.
Cause: The ME-V Commissioning Mode has been activated.
Effect: The desired ME-V effect is determined by the ME-V Commissioning Mode parameter and thus, not the
ME-V Effect table.
Furthermore the Pcomp/Pscav Ratio Adjustment is disabled.

Sugg. Action: This alarm is allowed to be active during commissioning of ME-V.
After finishing the commissioning of ME-V, deactivate the ME-V Commissioning Mode.
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EICUXX
EICUXX_1201-1 Ch30,1201-1,P2-A Pressure->Suprv. Ch30,1201-1,P2-A Pressure
kOhm).
Effect: - In case engine load changes significantly hydraulic pressure may deviate from setpoint.
- Supervision of hydraulic pressure is no longer possible.
- HPS Slave pump is automatically orderd started (J80 = OFF). The pump is not stopped before the
Hydraulic pressure sensor has ok status (except engine stopped or shutdown).
EICUXX_1210 Load Reduction SuperVision->Cyl 1. Engine LoadReduction

Description: CCU 1 not in Normal mode or not on the network
Cause: - CCU not in normal mode
- CCU power supply error.
- Network A & B caballing failure
Effect: - The limiter “Compression pres.” will be activated
- It will not be possibly to run the engine with scavenge air pressure above the safe limit for running
with exhaust valve closed.
- Running with PTO the limiter might be delayed.
Sugg. Action: - Check MPC is in Normal mode
- Check cabling, fuses and power
- If the problem persists: Replace CCU


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EICUXX


EICUXX_1219-1 Ch31,1219-1,Pump 1 Running->Suprv. Ch31,1219-1,Pump 1 Running

kOhm).
Effect: The Engine Control System uses the latest valid value.
Any changes of the input will have no effect while this alarm is active.
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EICUXX
EICUXX_1219-2 Ch34,1219-2,Pump 2 Running->Suprv. Ch34,1219-2,Pump 2 Running
kOhm).


EICUXX_20100 Ch36,2010,Slow Down Command->Suprv. Ch36,2010,Slow Down Command

kOhm).
Effect: - The input value is fixed to last valid input.
- Automatic slow down will not occur while this signal is bad.
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EICUXX
EICUXX_21030 Ch27,2103,Pitch Actual->Suprv. Ch27,2103,Pitch Actual
kOhm).
Effect: In case of fast pitch changes the governors ability to maintain constant speed will be reduced.
EICUXX_21210 Ch25,2121,RCS Control->Suprv. Ch25,2121,RCS Control

kOhm).
Effect: Detection of inconsistent control station selection (ECR and RCS) is no longer possible.
Normal engine operation is still possible.
Switching between ECR and RCS control is still possible.
EICUXX_21400 Ch20,2140,ECR Speed Set Point->Suprv. Ch20,2140,ECR Speed Set Poin

kOhm).
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EICUXX
EICUXX_21420 Ch21,2142,ECR Increase Limit->Suprv. Ch21,2142,ECR Increase Limit
kOhm).
EICUXX_21430 Ch22,2143,ECR Control->Suprv. Ch22,2143,ECR Control

kOhm).
Effect: Detection of inconsistent control station selection (ECR and RCS) is no longer possible.
Normal engine operation is still possible.
Switching between ECR and RCS control is still possible.
EICUXX_21480 Ch26,2148,Pitch Set Point->Suprv. Ch26,2148,Pitch Set Point

kOhm).
Effect: LCD (Load Change Dependent Lubrication) is now only based on Speed Set Point.
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EICUXX
EICUXX_21600 Ch23,2160,RCS Speed Set Point->Suprv. Ch23,2160,RCS Speed Set Poin
kOhm).
Effect: Speed set point from this control station is now fixed to last valid value. In case this is the currently
active control station modification of engine speed is no longer possible. To change engine speed
setpoint switch to another control station.
EICUXX_21620 Ch24,2162,RCS Increase Limit->Suprv. Ch24,2162,RCS Increase Limit

kOhm).
EICUXX_30350 Ch35,3035,ECS Insulation (kOhm)->Suprv. Ch35,3035,ECS Insulation (kO

kOhm).
cause of leakage
advise
EICUXX_badBa System->Non standard baud rate

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EICUXX
EICUXX_IDKEY System->ID Key corrupt
CPU-RAM.
CPU-RAM.
acknowledged.
with a new.
EICUXX_SAR-C System Status->App. not running on CCU1

Description: The MPC is not in normal running mode. The EICU monitors all MPCs.
Cause: Power loss or MPC reboot.
The alarm appears shortly after MPC power up. It disappears automatically when MPC is in normal
mode.
Effect: Slow down is requested.
Fuel and cylinder lubrication injections are lost on 1 or 2 cylinders.
When running longer periods with faulty CCU backup activation signals for cylinder lubricators are
available on the other CCU‟s.
On some engines start performance might be reduced due to loss of injections on 1 or 2 cylinders.
Tacho signal set A unavailable in case of power failure.
ESC control station unavailable.
Scavenge Air pressure sensor signal unavailable which can cause change in injection timing.
Several values on the MOP display unavailable.

mode.
Fuel and cylinder lubrication injections are lost on 2 cylinders.
On some engines start performance might be reduced due to loss of injections on 2 cylinders.

mode.
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EICUXX
mode.

mode.
Tacho signal set B unavailable in case of power failure.

mode.

mode.
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mode.

mode.

mode.

mode.
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mode.
EICUXX_SAR-E System Status->App. not running on EICU

mode.
Effect: Ch70:
- Missing HPS Pressure Setpoint (4-20mA). Control of Hydraulic High Pressure is now only possible
manually at the Pump station.
Ch71:
- Missing Fuel Index or Fuel Index Margain output (4-20 mA). FPP plants use Fuel Index and CPP
plants use Fuel Index Margain to the Pitch Contol system.
EICUXX_SAR-E System Status->App. not running on ESU

mode.
EICUXX_SAR-H System Status->App. not running on HSU1

mode.
Effect: - Unable to simulate feedback for ELFIA and ELFIB
- Unable to simulate feedbacksignals for Lubricator A and B
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EICUXX
mode.

mode.

mode.

mode.

mode.
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EICUXX
EICUXX_SAR-S System Status->App. not running on SCU1
mode.
Effect: Control of the following functions are lost (based on configuration):
- On off bypass control failure
- Variable bypass control failure
- VT actuator control failure
EICUXX_SBAT System->Battery Level Low

2) Replace battery.
EICUXX_SEICU System->Global Params. inconsist

Description: The ECS consists of multiple parameters some of which normally needs to be identical. If these
parameters are not identical this alarm is given.
Cause: Changes in ECS parameters have not been updated on all units. This might happen if an MPC was
unavailable during parameter adjustments.
Effect: The ECS might not function optimally.
Sugg. Action: - Readjust the parameter that caused the trouble if possible.
- Check that the EICU and CCU units are running in normal mode. Check this on MOP screen:
Maintenance->System View I/O Test.
- Use ArcEdit-> Analyse Globals to locate parameter inconsistencies.
- Cut Out the alarm and report the problem whenever convenient.
EICUXX_SFuse 24V power supervision->Fuse F12 failure


unknown.
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EICUXX
MPC.
Effect: Ch70:
- Missing HPS Pressure Setpoint (4-20mA). Control of Hydraulic High Pressure is now only possible
manually at the Pump station.
Ch71:
- Missing Fuel Index or Fuel Index Margain output (4-20 mA). FPP plants use Fuel Index and CPP
plants use Fuel Index Margain to the Pitch Contol system.

Effect: Loss of Hydraulic Pressure Setpoint.
EICUXX_SInvP System->Invalid parameters

replacement.
should be taken.
EICUXX_SInvS System->Invalid software

correctly again.
EICUXX_SIPF System->Invalid Parameter Flash

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EICUXX
EICUXX_SN0-C System Status->Net A not connected to CCU1
Description: Controlling unit not connected to network segment A.
Cause: Network cabling problems.
Effect: If only one network segment alarm is raised: No change in engine behaviour.
If both network segment A and B are affected: No or faulty MPC operation.
Sugg. Action: If alarm(s) indicates missing connection to one network segment on one MPC:
1) Check that network connector is mounted on the unit.
2) Replace the network connector.
3) If no problems found in the network connection: Replace the unit.
If alarms indicate missing connection on both network segments on the same MPC:
1) Check if the unit is turned on:
1.A) MPC: Indicator LED lamp is illuminated.
1.B) MOP: Graphic application pictures on the screen.
If the unit is turned off: Check for power failure. Otherwise:

MPC related:
1) If the indicator LED lamp of the MPC is green: Check the network connections and connectors of
the unit for cabling failures.
2) Restart the controller, e.g. by turn off – turn on power.
3) If the controller does not start up, indicated by the LED changing from red to yellow and to green,
and the network alarms does not disappear: Replace MPC.
MOP Related:
1) If the display of the MOP is active with normal application pictures, but process values are missing:
Check the network connections and connectors of the unit for cabling failures.
2) Restart the MOP (Ctrl Esc, then press Stop MOP and Quit. Wait a bit and press Ctrl Ecs, then Start
MOP). If the MOP does not show application pictures, and the network alarm persists: Repair MOP.
If alarms indicate that several units are not connected on one network segment: Inspect the cabling
and all connectors of the specified network segment.The fault is likely related to:
1) A loose wire in a connector
2) A short circuit between the 2 wires, or between a wire and the cable screen.
3) In each end of the network line a resistor shall be mounted in the network connector. One of them
may be loose or missing.
4) Short circuit between a network wire and ship ground - any metal parts.
5) Network cable damaged.
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EICUXX

MPC related:
MOP Related:
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EICUXX

MPC related:
MOP Related:
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EICUXX

MPC related:
MOP Related:
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EICUXX

MPC related:
MOP Related:
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EICUXX

MPC related:
MOP Related:
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EICUXX

MPC related:
MOP Related:
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EICUXX

MPC related:
MOP Related:
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EICUXX

MPC related:
MOP Related:
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EICUXX

MPC related:
MOP Related:
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EICUXX

MPC related:
MOP Related:
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EICUXX

MPC related:
MOP Related:
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EICUXX_SN0-EI System Status->Net A not connected to EICU

MPC related:
MOP Related:
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EICUXX
EICUXX_SN0-E System Status->Net A not connected to ESU

MPC related:
MOP Related:
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EICUXX
EICUXX_SN0-H System Status->Net A not connected to HSU1

MPC related:
MOP Related:
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EICUXX

MPC related:
MOP Related:
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EICUXX

MPC related:
MOP Related:
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EICUXX

MPC related:
MOP Related:
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EICUXX

MPC related:
MOP Related:
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EICUXX

MPC related:
MOP Related:
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EICUXX
EICUXX_SN0-M System Status->Net A not connected to MOPA

MPC related:
MOP Related:
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EICUXX
EICUXX_SN0-M System Status->Net A not connected to MOPB

MPC related:
MOP Related:
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EICUXX
EICUXX_SN0-S System Status->Net A not connected to SCU1

MPC related:
MOP Related:
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EICUXX
EICUXX_SN1-C System Status->Net B not connected to CCU1
Description: The controlling unit is not connected to network segment B.

MPC related:
MOP Related:
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EICUXX

MPC related:
MOP Related:
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EICUXX

MPC related:
MOP Related:
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EICUXX

MPC related:
MOP Related:
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EICUXX

MPC related:
MOP Related:
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EICUXX

MPC related:
MOP Related:
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EICUXX

MPC related:
MOP Related:
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EICUXX

MPC related:
MOP Related:
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EICUXX

MPC related:
MOP Related:
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EICUXX

MPC related:
MOP Related:
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EICUXX

MPC related:
MOP Related:
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EICUXX

MPC related:
MOP Related:
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EICUXX
EICUXX_SN1-EI System Status->Net B not connected to EICU

MPC related:
MOP Related:
rsn / 11/21/2013 2:07:13 PM Page 93 of 130

EICUXX
EICUXX_SN1-E System Status->Net B not connected to ESU

MPC related:
MOP Related:
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EICUXX
EICUXX_SN1-H System Status->Net B not connected to HSU1

MPC related:
MOP Related:
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EICUXX

MPC related:
MOP Related:
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EICUXX

MPC related:
MOP Related:
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EICUXX

MPC related:
MOP Related:
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EICUXX

MPC related:
MOP Related:
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EICUXX

MPC related:
MOP Related:
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EICUXX
EICUXX_SN1-M System Status->Net B not connected to MOPA

MPC related:
MOP Related:
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EICUXX
EICUXX_SN1-M System Status->Net B not connected to MOPB

MPC related:
MOP Related:
rsn / 11/21/2013 2:07:13 PM Page 102 of 130

EICUXX
EICUXX_SN1-S System Status->Net B not connected to SCU1

MPC related:
MOP Related:
EICUXX_SNA-C System Status->CCU1 unavailable

Description: EICU cannot detect unit on either of the networks (segment A and B).
Cause: - No power to the unit, or
- Network cables are disconnected from the unit, or
- Network cables to the unit are damaged, or
- Terminating resistor missing.
Sugg. Action: MOPA and/or MOPB:
- Check that the unit(s) are turned on and that the control network is properly connected.
MPC (EICU, SCU or CCU's):

- Check that the LED indication on MPC is on and NOT Red. If LED is Red: Reset MPC.
- Check that the control network is properly connected and cables not damaged.
rsn / 11/21/2013 2:07:13 PM Page 103 of 130

EICUXX





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EICUXX
Tacho signal set B unavailable in case of power failure.





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EICUXX





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EICUXX



EICUXX_SNA-E System Status->EICU unavailable

Effect: MOPA and/or MOPB:
- If either MOPA or MOPB are missing on the network it will not affect the running of the engine.
CCU's:
- If a CCU is disconnected from the network:
Fuel injection is stopped immediately.
EICU:
- Loss of Remote Control.
- Speed set command is only possible from ESC (Engine Side Console).
- MOP display limited and unable to request engine running mode and performance adjustments.

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EICUXX
EICUXX_SNA-E System Status->ESU unavailable
Effect: MOPA and/or MOPB:
- If either MOPA or MOPB are missing on the network it will not affect the running of the engine.
CCU's:
- If a CCU is disconnected from the network:
Fuel injection is stopped immediately.
EICU:
- Loss of Remote Control.
- Speed set command is only possible from ESC (Engine Side Console).
- MOP display limited and unable to request engine running mode and performance adjustments.

EICUXX_SNA-H System Status->HSU1 unavailable

Effect: No effect.


Effect: No effect.

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EICUXX
Effect: No effect.


Effect: No effect.


Effect: No effect.


Effect: No effect.

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EICUXX
EICUXX_SNA-M System Status->MOPA unavailable
Effect: No effect on engine operation and load.
No MOP adjustments, commands and alarms available from that MOP. General M/E alarm signal
available.

EICUXX_SNA-M System Status->MOPB unavailable

Effect: No effect on engine operation and load.
No MOP adjustments, commands and alarms available from that MOP. General M/E alarm signal
available.

EICUXX_SNA-S System Status->SCU1 unavailable

Effect: In case any of the following systems are present scavenging air control will be limited.
- On off bypass valve

- Variable bypass
- VT turbocharger

EICUXX_SNET System Status->Controlnetwork is crossconnected

Description: The network is cross-connected on one or more Multi Purpose Controllers (MPC's) or the Main
Operating Panel(s) (MOP)
Cause: One or both of the following two events have occurred:
1) Network cable A has been connected to network channel B.
2) Network cable B has been connected to network channel A.
Effect: No effect.
Sugg. Action: Go to the Network Status screen on the MOP-A or MOP-B (Maintenance -> Network Status)
Cross-connected nodes can be viewed on Network Status screen. Check cabling to MPC's and MOP's.
MPC's Network Cable A should be connected to terminal J65. Network Cable B should be connected
to terminal J66.
MOP the connectors are marked A and B.
rsn / 11/21/2013 2:07:13 PM Page 110 of 130

EICUXX
EICUXX_SPow 24V power supervision->24V power A failure, connector 1B
EICUXX_SPow 24V power supervision->24V power B failure, connector 1C

EICUXX_SWDo System->Watchdogs deactivated

hardware failures.
rsn / 11/21/2013 2:07:13 PM Page 111 of 130

SCUXX
SCUXX_110120 ECS Commands->No Commands Received from EICU
Description: No control values received from EICU
Cause: - EICU failure, or
- Network failure
Effect: SCU does not receive a set point. Last valid value will be used.
Sugg. Action: Switch to manual scavenging air pressure control
SCUXX_110121 ECS Commands->No Commands Received from EICU

Description: No control values received from EICU
Cause: - EICU failure, or
- Network failure
Effect: SCU does not receive a set point. Last valid value will be used.
Sugg. Action: Switch to manual scavenging air pressure control
SCUXX_110330 ECS Insulation Level Supervision->ECS Insulation level below normal

cause of leakage
advise
SCUXX_110331 ECS Insulation Level Supervision->Too low ECS Insulation level

NOTE:
cause of leakage
advise
SCUXX_1180 IO Terminals->Slow Down Request (TC Overspeed)

Description: Turbocharger speed is too high
Cause: - Variable turbocharger/ bypass valve is closed AND current engine load is high, or
- Measurement equipment failure
Effect: Slowdown request is issued to the safety system.
Sugg. Action: 1. Keep engine load below 75%
2. Reset slowdown
3. Set the variable turbocharger/bypass valve to fully open (MOP: Auxiliaries -> Scavenge Air and
select Manual control, requires chief level)
4. Resume normal engine operation.
If the problem persists, check actual variable turbocharger/bypass valve position
If the problem persists, open variable turbocharger/bypass valve by local control or mechanically (refer
to actuator manual).
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SCUXX
SCUXX_1181 IO Terminals->Slow Down Request (high Pscav)
Description: Scavenging air pressure (Pscav) is too high
- Measurement equipment failure
Effect: Slowdown request is issued to the safety system.
Sugg. Action: 1. Keep engine load below 75%
2. Reset slowdown
3. Set the variable turbocharger/bypass valve to fully open (MOP: Auxiliaries -> Scavenge Air and
select Manual control, requires chief level)
4. Resume normal engine operation.
If the problem persists, check:

- Pscav measurement equipment. Compare to other Pscav measurements.
- Mechanical position of variable turbocharger/bypass valve

Open variable turbocharger/bypass valve by local control or mechanically (refer to actuator manual).
SCUXX_120201 Amplifier->Bypass Amp. Current Supervision

Description: Amplifier current deviates from set point
Cause: - Bypass valve failure, or
- Amplifier failure, or
- MPC failure, or
- Cable failure
Effect: Exhaust bypass valve cannot be controlled by engine control system.
Engine performance may be affected.
- Bypass valve
- Amplifier
- MPC, including MPC fuse for amplifier
Reset amplifier (switch MPC power off and on)
If the problem persists replace, one unit at a time :

- Amplifier
- MPC
SCUXX_120201 Amplifier->Bypass Amp. thermal protect. act.

Description: Actuator failure. Amplifier has shut down.
Cause: - Sensor cable failure, or
- No power supply to sensor, or
- Amplifier failure, or
- Amplifier power supply failure
Effect: The amplifier automatically resets. Bypass control is disabled for 5 seconds.
- Cabling
- Amplifier fuse
If fuse and cabling is OK: Replace amplifier
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SCUXX
SCUXX_120281 Controllable Variable Bypass->Var. Byp. Position ctrl. fail
Description: No or insufficient bypass valve movement
Cause: - Bypass valve is stuck, or
- Valve position feedback signal failure
Effect: Bypass will move to failsafe position (open (most likely), closed or last valid position)
- Cabling
- Position feedback signal
- Bypass valve movement
If valve movement is ok:

1. Switch to manual bypass valve control to reset the alarm (MOP: Auxiliaries -> Scavenging Air. Chief
mode required)
2. Switch back to automatic control
SCUXX_120282 Controllable Variable Bypass->Var. Byp. Pot. signal failed

Description: Actuator position feedback failure
- Potentiometer failure
Effect: Bypass valve moves to failsafe position
- Cabling
- Potentiometer. MPC must receive 4-20mA signal from potentiometer
- Bypass valve movement
If valve movement is ok:

1. Switch to manual bypass valve control to reset the alarm (MOP: Auxiliaries -> Scavenging Air. Chief
mode required)
SCUXX_120283 Controllable Variable Bypass->Var. Byp. Open switch failed

Description: Bypass valve open switch signal and valve position feedback signal do not match.
- Switch failure, or
- Switches and/or potentiometer are misaligned, or
Effect: Position feedback signal control has switched to failsafe mode.
- Cabling
- Switch
- Potentiometer
If all is ok:
1. Switch to manual mode to reset alarm
SCUXX_120284 Controllable Variable Bypass->Var. Byp. Closed switch failed

Description: Bypass close switch signal and valve position feedback signal do not match.
- Switch failure, or
- Switches and/or potentiometer are misaligned, or
Effect: Position feedback signal control has switched to failsafe mode.
- Cabling
- Switch
- Potentiometer
If all is ok:
1. Switch to manual mode to reset alarm
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SCUXX
SCUXX_120380 On/Off Bypass->On/Off Bypass Control Failure
Description: On/off bypass valve position control failure
Cause: - On/off bypass valve is stuck, or
- End stop switch failure
Effect: If only feedback is damaged, the valve will continue to function. Else the valve will have no or limited
movement, and be in an undefined position.
Sugg. Action: If on/off bypass valve is stuck:
Keep engine load below 75% until the problem is solved or it is verified that the valve is in the correct
position.
Check:
- Actuator cabling
- If bypass valve can move
- Actuator end stop switches
SCUXX_120381 On/Off Bypass->No Air for On/Off Bypass Actuator

Description: Insufficient control air pressure to actuate on/off exhaust gas bypass
Cause: - Control air pressure is being vented, or
- Air control system failure
Effect: On/off bypass valve is forced open
- Air pressure sensors
- Control air system
SCUXX_120680 Selfcontr. Manual Control->Local Control (service term.)

Description: MPC Service Terminal controls bypass valve (local control)
Cause: User has enabled service terminal control
Effect: No automatic bypass valve control.
No MOP control.
Sugg. Action: Disable service terminal control as soon as service terminal operation is completed.
SCUXX_120681 Selfcontr. Manual Control->Selfcontr. Manual Bypass Control

Description: Main Operating Panel (MOP) controls the bypass valve
Cause: Manual control has been activated on MOP: Auxiliaries -> Scavenging Air screen.
Effect: No automatic scavenging air pressure control
Sugg. Action: Switch back to automatic mode when manual operation is completed: Auxiliaries -> Scavenging Air
(Chief level access required)
SCUXX_120780 Selfcontr. Setpoint Deviation->Position deviates from Setp.

Description: Bypass valve position deviates from the set point
Cause: - Bypass valve stiction, or
- Bypass actuator failure, or
- Cable failure, or
- MPC failure
Effect: No bypass valve control.
Last valid bypass valve position set point is used.
NOTE
If bypass valve is stuck in closed or partly closed position, keep the engine load below 75%
Sugg. Action: 1. Reset bypass valve control on MOP: Auxiliaries -> Scavenging Air -> Variable bypass (requires chief
level and manual control)
2. Reset actuator on MOP
3. Power bypass valve off and on.

- Check cabling and mechanics
- Recalibrate bypass valve
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SCUXX
SCUXX_120880 Var. Valve Overspeed Handling->TC Overspeed
Cause: - Bypass valve is too open for the current engine load, or
- Measurement equipment failure, or
- Mechanical turbocharger failure
Effect: Bypass valve automatically attempts to open fully to reduce the turbocharger speed.
If this attempt reduces the speed sufficiently, the alarm is cancelled, bypass valve control will switch
back to normal control.
Sugg. Action: Reduce engine load to below 75%
If engine load above 75% is required, open bypass valve mechanically or via MOP.
SCUXX_120980 Selfcontr. Actuator Fail. Handl.->Actuator Reports Fault

Description: Bypass valve actuator is not ready
Cause: - Actuator power failure, or
- Cabling failure (ch 21), or
- Control air failure, or
- Actuator control failure, or
- Bypass valve stiction
Effect: Bypass valve does not move.
If the valve is closed or partially closed, keep engine load below 75%.
Sugg. Action: Reset the bypass valve control on MOP: Auxiliaries -> Scavenging Air -> Variable bypass (requires
chief level and manual control)

- Control air pressure
- Actuator power
- Cabling
- If bypass valve is stuck
If engine load above 75% is required, move bypass valve to fully open position.
SCUXX_1280 Exhaustgas Bypass->Variable Bypass Command Failed

Description: No valid bypass valve set point
Cause: - No connection to engine control system (ECS), or
- Scavenging air pressure measurement failure, or
- Load estimation failure.
Effect: No automatic scavenge air control.
Switch to manual control, MOP: Auxiliaries -> Scavenging Air
- Network connection to SCU on MOP: Maintenance -> Network Status
- Scavenging air pressure cabling, signal must be within range (4-20mA)
SCUXX_1281 Exhaustgas Bypass->On/Off Bypass Command Failed

Description: No valid on/off bypass input
SCUXX_1283 Exhaustgas Bypass->Bypass Manual

Description: Bypass valve control has switched to manual
Cause: User has switched to manual control on MOP
Effect: No automatic bypass valve position control
Sugg. Action: Switch back to automatic control as soon as manual operation is completed.
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SCUXX
SCUXX_1450 Load Estimation->Torque/Index meas. Deviates
Description: Measured Torque (from torquemeter or PMI system) and Measured Fuel Index deviates more than
allowed.
Cause: Torque Measurement or fuel index measurement are faullty
Effect: Deviation is limited to a parametervalue and this alarm is raised after a defined time period.
Sugg. Action: Check Fuel Index and Torque values on MOP screen: Engine->Process Information->Load Estimation.
Check them against an external reference source.
Re-calibrate the source that is found faulty.
SCUXX_1452 Load Estimation->PMI Torque Signal Failure

Description: PMI Torque signal is not available or Torque signal is faulty.
Cause: PMI system is not sending values, or…
One of the cylinder measurements are faulty, meaning that there is a sensor error, or that the PI
measurement deviates too much.
Effect: The PMI system is not used as torque source to adjust the fuel index signal.
Sugg. Action: Check PMI system
Fix failing sensors, if any.
SCUXX_1690 Scavenge Air Controller->Too High Pscav

Description: Scavenging air pressure (Pscav) is too high
- Pscav measurement failure
Effect: Variable turbocharger / bypass valve automatically moves to open position until pressure is reduced.
Sugg. Action: Switch to manual control.
NOTE
If engine load above 75% is required, open variable turbocharger/bypass valve mechanically or via
MOP.
SCUXX_1691 Scavenge Air Controller->Automatic control not possible

Description: No automatic scavenge air control
SCUXX_170104 Manual Control->Local Control (service term.)

Description: MPC Service Terminal controls variable turbocharger (Local control)
Cause: User has enabled service terminal control
Effect: No automatic variable turbocharger control.
No MOP control.
Sugg. Action: Disable service terminal control as soon as service terminal operation is completed.
SCUXX_170104 Manual Control->Manual VT Control

Description: Main Operating Panel (MOP) controls the variable turbocharger
Cause: Manual control has been activated on MOP: Auxiliaries -> Scavenging Air screen.
Effect: No automatic scavenging air pressure control
Sugg. Action: Switch back to automatic control when manual operation is completed. Auxiliaries -> Scavenging Air
(Chief level access required)
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SCUXX
SCUXX_170201 Setpoint Deviation->Position deviates from Setp.
Description: Variable turbocharger position deviates from the set point
Cause: - Mechanical failure, or
- Actuator calibration failure, or
- Electrical failure, or
- Actuator failure, or
- Cable failure
Effect: No variable turbocharger control.
Last valid variable turbocharger set point is used.
NOTE
If variable turbocharger is stuck in closed or partly closed position, keep the engine load below 75%
Sugg. Action: 1. Reset variable turbocharger control on MOP: Auxiliaries -> Scavenging Air -> TC (requires chief
3. Power variable turbocharger cabinet off and on.

Check cabling and mechanics.
Recalibrate variable turbocharger
SCUXX_170202 Overspeed Handling->TC Overspeed

Cause: - Variable turbocharger is closed AND current engine load is high, or
- Mechanical turbocharger failure
Effect: Variable turbocharger automatically attempts to open fully to reduce the turbocharger speed.
If this reduces the speed sufficiently, the alarm is cancelled, and variable turbocharger control will
switch back to normal control.
NOTE
If engine load above 75% is required, move variable turbocharger to fully open position
SCUXX_170203 Torque Limits->VT actuator torque high

Description: Actuator torque is too high
- Insufficient variable turbocharger actuator scaling
Effect: SCU attempts full variable turbocharger opening (failsafe position)
Sugg. Action: Reset unit
Check variable turbocharger
SCUXX_170203 Torque Limits->VT actuator torque high high

- Variable turbocharger
- Actuator temperature
If the problem persist and continued operation is necessary:

Reset actuator on MOP: Auxiliaries -> Scavenge Air or power off/on variable turbocharge.
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SCUXX
SCUXX_170204 Actuator Failure Handling->Actuator Reports Fault
Description: Variable turbocharger is not ready
Cause: - No power on actuator/control cabinet, or
- Control cabinet fuse is blown, or
- Cable failure (MPC ch. 40), or
- Torque too high
Effect: Variable turbocharger does not move.
Sugg. Action: If the variable turbocharger is closed or partially closed, keep engine load below 75%. If engine load
above 75% is required, move variable turbocharger to fully open position.
Reset actuator (on MOP or power variable turbocharger off and on).

- Cabling
- Actuator power

- Cable failure
NOTE
Sugg. Action: 1. Reset variable turbocharger control on MOP, 'Auxiliaries' -> 'Scavenge Air' -> 'Main' (requires chief
3. Power variable turbocharger cabinet off and on


Cause: - Variable turbocharger is too open for the current engine load, or
- Turbocharger failure
NOTE

Sugg. Action: - Reset unit
- Check variable turbocharger
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SCUXX

Reset actuator on MOP or power off/on variable turbocharger.

- Torque too high
NOTE

- Cabling
- Actuator power

- Cable failure
NOTE

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SCUXX
NOTE




- Torque too high
NOTE

- Cabling
- Actuator power
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SCUXX
- Cable failure
NOTE


NOTE



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SCUXX
- Torque too high
NOTE

- Cabling
- Actuator power
SCUXX_170604 TC speed balance supervision->TC Speed Deviation

Description: Turbochargers are running at different speeds
Cause: - T/C Nozzle Position Offset adjustment not ok, or
- Turbocharger wear
- Position control failure, or
- Turbocharger speed sensor failure
Effect: Risk of T/C surging/stalling or T/C overspeed if the T/C speed deviation becomes too large.
Sugg. Action: -Adjust the T/C Nozzle Position Offset on MOP, 'Auxiliaries' -> 'Scavenge Air' -> 'TC Speed Balancing'

- Sensors
- Mechanics
If the problem persists and T/C is surging/overspeeding:

- Adjust all T/C's mechanically to same position (may require engine stop). See T/C instructions for
details.
SCUXX_1950 Waste Heat Recovery 2->PT flow area above max. allowed
Description: Power Turbine control valve exceeds the Allowed Level for too long time.
Cause: Power Turbine has not reduced opening of the control valve to allowed level.
Signals -allowed and actual Power Turbine have wrong values.
The signal "PT Valve Actual Position" signal has a value above the signal "Available Exh. Energy"
Effect: Low scavenging air pressure - leading to low efficiency.
High exhaust and combustion chamber temperatures leading to increased wear on components.
- WHR/PMS system.
- signal levels on WHR and ECS systems.
Reduce Power Turbine control valve opening if possible.
If Power turbine control valve continues to operate significantly above allowed level, Power Turbine
should be disabled in the load ranges where it operates above limit
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SCUXX
SCUXX_2030 EGR Interface->EGR Mode Request Inconsistency
Description: Mode request signals from EGR system are invalid.
Cause: Either:
A: More than one of the request signals 'No EGR', 'low EGR' and 'high EGR' are set.
B: None of the request signals 'No EGR', 'low EGR' and 'high EGR' are set
C: 'EGR allowed' signal is and 'low EGR' or 'high EGR' are set.
Effect: Running with EGR not possible
Engine speed may be reduced
'non EGR' running mode is chosen in ME system (for multi TC plant, 'TC cut out mode' is chosen).
Sugg. Action: Check signal values in EGR and ME system.
B: If no signals are active: Check cabling.
A,C: If more than one signal is active: contact MAN Diesel
SCUXX_2031 EGR Interface->MANUAL EGR Mode Requests

Description: EGR mode Manual Request control has been enabled by parameter in SCU. While this function is
active signals "Mode requests for EGR low" and "Mode requests for EGR high" and "EGR allowed" in
ME-ECS system are controlled by parameters in SCU/EGR interface.
Function is related to tests.

Cause: Parameter SCU1/EGR interface/"Manual EGR signal mode" has been set to 'yes'
Effect: Mode requests from EGR system are over-written.
Sugg. Action: Set parameter SCU1/EGR interface/"Manual EGR signal mode" to 'no'.
Contact MAN Diesel & Turbo.
SCUXX_2130 Trip Handler->Power Turbine Tripped

Description: WHR power turbine trip signal has been activated
Cause: Internal trip in Power turbine, generator or cable failure.
Effect: Exhaust bypass (or VT) is opened instantaneously, to avoid high T/C speed. Normal control after 5- 30
seconds.
- WHR/PMS system.
If alarm continues with no indication on PMS/WHR system:
- Check Cabling.
SCUXX_2141 Trip Handler->EGR System Tripped

Description: EGR system trip signal has been activated
Cause: Internal trip in EGR system or cable failure.
Effect: -Engine speed may be reduced for Engines with more than one Turbocharger to avoid TC overspeed.
-T/C cut out mode is selected for Engines with more than one Turbocharger.
-Exhaust bypass is opened instantaneously, to avoid high T/C speed. Normal control after 5- 30
seconds.
- EGR system.
If alarm continues with no indication on EGR system:
- Check Cabling.
SCUXX_300604 Ch30,3006,Engine Speed->Suprv. Ch30,3006,Engine Speed

Description: Engine speed input signal is out of range (4-20mA)
- Sensor failure
Effect: Alarm: 'Automatic control not possible'
SCU will order actuator to lock in last position
Sugg. Action: Switch to manual variable turbocharger/bypass valve position control until the problem is solved.
Check:
- Cabling
- Sensor
NOTE
If engine load above 75% is required, move variable turbocharger/bypass valve to fully open position.
rsn / 11/21/2013 2:07:14 PM Page 124 of 130

SCUXX
SCUXX_303504 Ch37,3035,ECS Insulation (kOhm)->Suprv. Ch37,3035,ECS Insulation (kO
kOhm).
cause of leakage
advise
SCUXX_8601-A Ch32,8601-A,PscavSensor #1 (bar)->Suprv. Ch32,8601-A,PscavSensor #1 (

Description: Pscav input signal is out of range (4-20mA)
- Sensor failure
Effect: Alarm: „Automatic control not possible‟
If only one Pscav sensor is used, or if both Pscav sensors are failing: Variable turbocharger will use
last valid control value.
Otherwise: Redundancy reduced

Check:
- Cabling
- Sensor
NOTE
SCUXX_8601-B Ch33,8601-B,PscavSensor #2 (bar)->Suprv. Ch33,8601-B,PscavSensor #2 (

Description: Pscav sensor is out of range (4-20mA)
- Sensor failure
Effect: If only one Pscav sensor is used, or if both Pscav sensors are failing, variable turbocharger will use
last valid control value.
Otherwise: Redundancy reduced

Check:
- Cabling
- Sensor
NOTE
SCUXX_870104 Ch22,8701,TC Turb Inlet Temp (WHR2)->Suprv. Ch22,8701,TC Turb Inlet Temp
Description: Turbo Charger Turbine Inlet Temperature sensor signal is out o range (4-20mA)
- Sensor failure
Effect: Temperature measurement is lost.
Sugg. Action: Check cabling
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SCUXX
SCUXX_870704 Ch23,8707,TC Turb Outlet Temp(WHR2)->Suprv. Ch23,8707,TC Turb Outlet Tem
Description: Turbo Charger Turbine Outlet Temperature sensor signal is out o range (4-20mA)
- Sensor failure
Effect: Temperature measurement is lost.
SCUXX_872104 Ch21,8721,Var. Bypass Position->Suprv. Ch21,8721,Var. Bypass Positi

Description: Pscav sensor is out of range (4-20mA)
Cause: - Cabling failure
- Sensor/actuator failure
Effect: Bypass valve moves to failsafe position
Sugg. Action: Switch to manual bypass valve position control until the problem is solved.
Check:
- Cabling
- Position measurement.
NOTE
If engine load above 75% is required, move bypass valve to fully open position
SCUXX_875104 Ch21,8751,Var. Bypass Position->Suprv. Ch21,8751,Var. Bypass Positi

Description: Bypass valve position signal is out of range (4-20mA)
- Sensor failure
Effect: Bypass valve will use last valid value
Sugg. Action: Switch to manual bypass valve position control until the problem is solved.
Check:
- Cabling
- Sensor
NOTE
If engine load above 75% is required, move bypass valve to fully open position
SCUXX_877204 Ch26,8772,Incr. Exh. Energy (WHR)->Suprv. Ch26,8772,Incr. Exh. Energy

Description: Increase Exhaust energy signal is out of range (4-20mA)
- Sensor failure
Effect: Increase Exhaust energy function will not work -> reference Pscav curve will be used (max Pscav)
- WHR System Condition and output channel.
- Cabling
SCUXX_877304 Ch27,8773,PT Valve Actual Pos(WHR2)->Suprv. Ch27,8773,PT Valve Actual Po

Description: Position feedback signal from Power Turbine Control Valve is out of range (4-20mA)
- Sensor failure
Effect: "Available Energy" signal to Power Turbine is set to zero, meaning that Power Turbine should not be
operated.
rsn / 11/21/2013 2:07:14 PM Page 126 of 130

SCUXX
SCUXX_8784-1 Ch34,8784-1,VT1 Pos. (Ext. Format)->Suprv. Ch34,8784-1,VT1 Pos. (Ext. F
Description: Variable turbocharger position signal is out of range (4-20mA)
- Sensor failure
Effect: Variable turbocharger will use last valid value.
Sugg. Action: Switch to manual variable turbocharger position control until the problem is solved.
Check:
- Cabling
- Sensor
NOTE
SCUXX_8784-2 Ch22,8784-2,VT2 Pos. (Ext. Format)->Suprv. Ch22,8784-2,VT2 Pos. (Ext. F

Description: Variable turbocharger position signal is out of range (4-20mA)
- Sensor failure
Effect: Variable turbocharger will use last valid value.
Sugg. Action: Switch to manual variable turbocharger position control until the problem is solved.
Check:
- Cabling
- Sensor
NOTE
SCUXX_8801-1 Ch35,8801-1,TC Speed #1->Suprv. Ch35,8801-1,TC Speed #1

Description: Turbocharger speed signal is out of range (4-20mA)
- Sensor failure
Effect: No turbocharger speed supervision
- Cabling
- Sensor
Redundancy reduced.
SCUXX_8801-2 Ch23,8801-2,TC Speed #2->Suprv. Ch23,8801-2,TC Speed #2

Description: Turbocharger speed signal is out of range (4-20mA)
- Sensor failure
Effect: No turbocharger speed supervision
- Cabling
- Sensor
Redundancy reduced.
SCUXX_881104 Ch37,8811,Measured Torque (mA)->Suprv. Ch37,8811,Measured Torque (m

Description: Measured torque signal is out of range (4-20mA)
- Sensor failure
Effect: Engine torque estimate will be based on fuel index only.
- Cabling
- Sensor
rsn / 11/21/2013 2:07:14 PM Page 127 of 130

SCUXX
SCUXX_883004 Ch31,8830,Fuel Index->Suprv. Ch31,8830,Fuel Index
Description: Fuel index input signal is out of range (4-20mA)
- Sensor failure
Effect: If no torquemeter is applied, the variable turbocharger/bypass valve will stay in last valid position.
Alarm: 'Automatic control not possible'

Check:
- Cabling
- Sensor
NOTE
SCUXX_badBa System->Non standard baud rate

SCUXX_IDKEY System->ID Key corrupt

CPU-RAM.
CPU-RAM.
acknowledged.
with a new.
SCUXX_SBAT System->Battery Level Low

2) Replace battery.
SCUXX_SFuse 24V power supervision->Fuse F12 failure

rsn / 11/21/2013 2:07:14 PM Page 128 of 130

SCUXX
unknown.

MPC.
Effect: Unable to control VT and Bypass valves.

Effect: No effect.
SCUXX_SInvPa System->Invalid parameters

replacement.
should be taken.
SCUXX_SInvS System->Invalid software

correctly again.
SCUXX_SIPF System->Invalid Parameter Flash

SCUXX_SPow2 24V power supervision->24V power A failure, connector 1B

rsn / 11/21/2013 2:07:14 PM Page 129 of 130

SCUXX
SCUXX_SPow2 24V power supervision->24V power B failure, connector 1C
SCUXX_SWDo System->Watchdogs deactivated

hardware failures.
rsn / 11/21/2013 2:07:14 PM Page 130 of 130

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CCUXX_00114 ELFI Valve A->ELFIA Illegal Position

CCUXX_00115 ELFI Valve A->ELFIA Illegal Set Point

rsn / 11/21/2013 2:07:12 PM Page 1 of 130

CCUXX_00214 ELFI Valve B->ELFIB Illegal Position

CCUXX_00215 ELFI Valve B->ELFIB Illegal Set Point

rsn / 11/21/2013 2:07:12 PM Page 2 of 130

CCUXX_00314 FIVA Valve->FIVA Illegal Position

CCUXX_00315 FIVA Valve->FIVA Illegal Set Point

rsn / 11/21/2013 2:07:12 PM Page 3 of 130

CCUXX_007020 PSP Too Late Supervision->Too Late PSP Setup

CCUXX_007031 ELFIA Feedback Supervision->ELFIA Fault:Main Spool at Drain Pos

ELFI Valve Test Procedure: (FUEL INJECTION CAN OCCUR)

If nothing is wrong with the cables try to replace:

rsn / 11/21/2013 2:07:12 PM Page 4 of 130

ELFI Valve Test Procedure: (FUEL INJECTION CAN OCCUR)

If nothing is wrong with the cables try to replace:

CCUXX_007031 ELFIA Feedback Supervision->ELFIA Integrator Saturation

Check the following:

If nothing is wrong with the cables try to replace:

rsn / 11/21/2013 2:07:12 PM Page 5 of 130

ELFI Valve Test Procedure: (FUEL INJECTION CAN OCCUR)

If nothing is wrong with the cables try to replace:

CCUXX_007041 ELFIB Feedback Supervision->ELFIB Fault:Main Spool at Inj. Pos.

ELFI Valve Test Procedure: (FUEL INJECTION CAN OCCUR)

rsn / 11/21/2013 2:07:12 PM Page 6 of 130

Check the following:

If nothing is wrong with the cables try to replace:

CCUXX_007051 FIVA Feedback Supervision->FIVA Fault:Main Spool at Drain Pos

FIVA Valve Test Procedure: (FUEL INJECTION CAN OCCUR)

If nothing is wrong with the cables try to replace:

rsn / 11/21/2013 2:07:12 PM Page 7 of 130

FIVA Valve Test Procedure: (FUEL INJECTION CAN OCCUR)

If nothing is wrong with the cables try to replace:

CCUXX_007051 FIVA Feedback Supervision->FIVA Integrator Saturation

Check the following:

If nothing is wrong with the cables try to replace:

rsn / 11/21/2013 2:07:12 PM Page 8 of 130

CCUXX_010103 Tacho set A->Tacho set A failure

If only one CCU reports tacho failure:

If both Tacho Set A and B reports tacho failure:

If all signals on one tacho stay low:

To troubleshoot the problem: Perform tacho test on MOP:

rsn / 11/21/2013 2:07:13 PM Page 9 of 130

If only one CCU reports tacho failure:

If both Tacho Set A and B reports tacho failure:

If all signals on one tacho stay low:

To troubleshoot the problem: Perform tacho test on MOP:

CCUXX_010119 Tacho->Delta Tacho B too big

CCUXX_010122 Tacho->Tacho Alignment Err

rsn / 11/21/2013 2:07:13 PM Page 10 of 130

CCUXX_010128 Tacho->Tacho Input B slip

CCUXX_010129 Tacho->Marker A Input slip

CCUXX_010135 Tacho set C->Tacho set C failure

If only one CCU reports tacho failure:

If both Tacho Set A and B reports tacho failure:

If all signals on one tacho stay low:

To troubleshoot the problem: Perform tacho test on MOP:

rsn / 11/21/2013 2:07:13 PM Page 11 of 130

If only one CCU reports tacho failure:

If both Tacho Set A and B reports tacho failure:

If all signals on one tacho stay low:

To troubleshoot the problem: Perform tacho test on MOP: