Service Report

Service at: Customer: Period: Alternator: Scope of work: Istanbul and Samsun / Turkey Oct 8 to 13, 2008 DIDBN 131 I/10 Number: 8103336 C003 Assembly and start-up of DG I

The passenger vessel ".." in the port of Istanbul on 09/10/2008.

We found the alternator in the following condition on the October 9, 2008: The stator was fixed to the foundation with the pins in place. The rotor was coupled to the drive machine; the bearing and the end shield were mounted.

Since there was no grease on board and the bearing has not yet been greased, the bearing end cover and the grease slinger had to be removed.

An insulation test was performed on the stator winding, and all power and control cables on the stator and rotor sides were connected.

When doing so, we found one of the auxiliary terminal boards to be broken.

The board was fixed temporarily using a cable tie.

We routed and fixed all cables in the alternator and connected both the voltage regulator and the resistor integrated into the excitation.

In the meantime, we installed the PT100 for the bearing temperature monitoring in the alternator and integrated a temperature alarm circuit into the existing alarm control. Furthermore, we installed two reset buttons with signal lamps in the engine control room and the control system in the engine room, in addition to the existing alarm control. We set the warning threshold to 75 C.

When the grease arrived on Friday afternoon, we greased the bearing and tried to assemble the alternator completely. However, since we did not have enough time due to the delay for obtaining of the grease, we discussed the problem with the port agent who then organised a flight to Samsun for Saturday. The alternator was assembled completely on Sunday. We rotated the machine by hand prior to the first start, and three visible damage points were found on the exciter system. They had evidently been caused when the end shield was mounted during the assembly of the alternator.

Insulation tests and resistance measurements were performed for the winding; no abnormal conditions were found. The points mentioned above were coated with insulation paint.

The start-up was performed as follows: Dry run in the excited state for approx. 20 minutes. The bearing temperatures increased to 26 The machine was stopped C. and operated with excitation at 60Hz. I1/K1: 16VDC I2/K2: 141VDC UH1/UH2: 95VAC UH1/UH3: 186VAC WH1/WH2: 99VAC U-V-W: 3x 440VAC The alternator was operated in this state for a longer period until the crew was able to rectify a problem with the motor control. Subsequently, the alternator was synchronised with alternator DG II and subjected to load. Since different currents could be measured at the same load, the no-load voltage was adjusted on alternator DG II. It differed from the voltage measured on alternator DG I by 3V. A loose contact was detected on the setpoint potentiometer of DG II. A jumper was installed on the voltage regulator between "s" and "t", and the voltage was adjusted on the regulator. The next dry runs in parallel operation were completely properly; each alternator was loaded with a little over 300kW at approx. 500A. We shifted the entire load to alternator DG I, opened the drive-end cover of DG II and measured the bearing temperature. This measurement yielded a temperature of 60 C. DG I was operated at a load of more than 600kW for 2 hours, and the temperature was measured cyclically. The last measurement yielded a bearing temperature of 40 C. I1/K1: 24.7VDC I2/K2: 144VDC UH1/UH2: 99VAC UH1/UH3: 196VAC WH1/WH2: 102.5VAC U-V-W: 3x 441VAC Since non-one on board could find the PT100 monitoring unit which was supplied a few years ago after damage to the bearing of DG II, no temperature monitoring could be installed for DG II. We gave instructions to the chief electrician on how to set up such a monitoring unit and how to integrate it into the existing system. A circuit diagram was created and handed over as a PDF file, and is also attached to this report. The following components must be sent to the Island Sky: 1 pc. PT100 tripping device 2 pcs. relays with 2 changeover contacts

We gave one PT100 to the chief electrician and showed him where and how to install it. The defective setpoint potentiometer of DG II must be replaced. After the replacement, the jumper between "s" and "t" on the voltage regulator must be removed again, and the voltage must be set accordingly. There is an option to bring the actual temperature with the 0 10Volt signal of the PT100 tripping device to the engine control room. It would make sense to install a measure instrument like this to give the crew the chance to react as soon as possible if there is a problem on the bearings. Best regards Daniel Patzek, service engineer. Oliver Wanka, service engineer.