Section 11 Factory Acceptance Test and Shipboard Trials of Engines

11.1 Safety

11.1.1 Before any test is carried out, all relevant equipment for the safety of attending personnel is to be made available by the manufacturer/shipyard and is to be operational. This is to include crankcase explosive conditions protection, overspeed protection and any other shutdown function.

11.1.2 The overspeed protective device is to be set to a value which is not higher than the overspeed value that was demonstrated during the type test for that engine. This set point is to be verified by the Surveyor.

11.1.3 The low-pressure gas fuel piping on the engine is to be verified as gastight prior to the engine being started.

11.2 General

11.2.1 Engines which are to be subjected to trials on the test bed at the manufacturer's works and under attendance by the Surveyor(s) are to be tested in accordance with the scope of works trials specified in Pt 5, Ch 2, 11.3 Works trials (factory acceptance test) . The scope of the trials is to be agreed between LR and the manufacturer prior to testing.

11.2.2 Where multiple engines of the same design are manufactured, a quality assurance approach to approval may be applied if the manufacturer meets the requirements of and is registered on the Quality Assurance Scheme for Machinery (QAM). (See Pt 5, Ch 1, 6 Quality Assurance Scheme for Machinery).

11.2.3 Before any official testing the engines are to be run in as prescribed by the engine manufacturer.

11.2.4 Adequate test bed facilities for loads as required in Table 2.11.1 Scope of works trials for engines are to be provided. All fluids used for testing purposes such as fuel, lubrication oil and cooling water are to be suitable for the purpose intended, e.g. they are to be clean, and if necessary pre-heated to achieve the recommended operating temperature. This applies to all fluids used temporarily or repeatedly for testing purposes only.

11.2.5 Survey of the engine is to include:

Jacketing of high-pressure fuel oil lines including the system used for the detection of leakage.
Screening of pipe connections in piping containing flammable liquids.
Insulation of hot surfaces by taking random temperature readings that are to be compared with corresponding readings obtained during the type test. This is to be done while running at the maximum approved rating for the actual application. Use of contact thermometers may be accepted at the discretion of the attending Surveyor. If the insulation is modified subsequently to the Type Approval Test, LR may request more enhanced temperature measurements as required by the LR’s Type Approval Test Specification No. 4, Section 10.2.7 (Fire Protection Measures).

These surveys are normally to be made during the works trials but at the discretion of LR parts of these surveys may be postponed to the shipboard testing.

11.2.6 Where the type test was not carried out on the complete engine, as described in the scope of this chapter, integration tests are to be conducted as part of the works or shipboard trials to confirm satisfactory operation of the complete engine. This includes satisfactory functioning on all fuel types on which the engine is to operate. See also Pt 5, Ch 2, 11.4 Shipboard trials 11.4.6.

11.2.7 For the duration of the acceptance test, no interventions or adjustments will be made to the machinery under test.

11.3 Works trials (factory acceptance test)

11.3.1 The purpose of the works trials is to verify design parameters such as power, fire protection and prevention arrangements, adherence to approved limits (e.g. maximum pressure) and functionality, and to establish reference values or base lines for later reference in the operational phase.

11.3.2 During testing the environmental conditions are to be recorded, including ambient air temperature, ambient air pressure and atmospheric humidity.

11.3.3 For each trial condition the parameters to be recorded include: Power and speed; Fuel index, both gas and fuel oil as applicable (or equivalent reading); Gas pressure and temperature; Maximum combustion pressures; Exhaust gas temperature before turbine and from each cylinder (or from manifold, see Note 5 in Table 2.7.1 Engines for propulsion purposes: Alarms and slow-downs); Charge air temperature and pressure, and turbocharger speed (only for category B and C turbochargers).

11.3.4 For all stages of the works trials the pertaining operation values are to be measured and recorded by the engine manufacturer. All results are to be compiled in an acceptance protocol to be issued by the engine manufacturer. Where the engine designer requires through life monitoring of crankshaft deflections, such measurements are also to be taken before and after works acceptance trials in accordance with the engine designer’s requirements.

11.3.5 In each case given in Table 2.11.1 Scope of works trials for engines, all measurements conducted at the various trial conditions are to be carried out at steady operating conditions. The readings for MCR, i.e. 100 per cent power (rated maximum continuous power at corresponding rpm) are to be taken twice at an interval of at least 30 minutes. For all trial conditions provision should be made for time needed by the Surveyor to carry out visual inspections.

11.3.6 Calibration records for the instrumentation are, upon request, to be presented to the attending Surveyor.

Table 2.11.1 Scope of works trials for engines

Main engines driving propellers and water jets
Trial condition	Duration	Note
100 per cent power (rated power) at rated engine speed, R	≥ 60 minutes	see Note 5
110 per cent power at engine speed corresponding to 1,032R	15 minutes	Or after having reached steady conditions, whichever is shorter, see Notes 1, 4 and 5 For DF engines, this may be demonstrated in diesel mode.
Approved intermittent overload (if applicable)	—	Testing for duration to be agreed with the manufacturer
90 per cent (or normal continuous power), 75 per cent, 50 per cent and 25 per cent power	—	Engine speed in accordance with the nominal propeller curve, sequence to be selected by the manufacturer, see Note 5 For DF engines, the load tests are to be carried out in gas mode at the different percentages of the maximum available power.
Reversing manoeuvres (if applicable)	—	—
Testing of governor and independent overspeed protective device	—	See Pt 5, Ch 2, 7 Control and monitoring of main, auxiliary and emergency engines
Shutdown device	—	See Pt 5, Ch 2, 7 Control and monitoring of main, auxiliary and emergency engines
Engines driving generators for electric propulsion or driving generators for auxiliary purposes
Trial condition	Duration	Note
100 per cent power (rated power) at rated engine speed, R	≥ 60 minutes	see Note 5
110 per cent power	15 minutes	Or after having reached steady conditions, see Note 2. For auxiliary engines, see Notes 1 and 5 For DF engines, this may be demonstrated in diesel mode.
75 per cent, 50 per cent and 25 per cent power and idle run	—	see Notes 2 and 5 For DF engines, the load tests are to be carried out in gas mode at the different percentages of the maximum available power.
Start-up tests	—	—
Testing of governor and independent overspeed protective device	—	See Pt 5, Ch 2, 7.3 Auxiliary and emergency engine governors
Shutdown device	—	See Pt 5, Ch 2, 7.4 Overspeed protective devices
Propulsion engines driving power take off (PTO) generator
Trial condition	Duration	Note
100 per cent power (rated power) at rated engine speed, R	≥ 60 minutes	See Note 5
110 per cent power	15 minutes	Or after having reached steady conditions, see Notes 3 and 5 For DF engines, this may be demonstrated in diesel mode.
Approved intermittent overload (if applicable)	—	Testing for duration to be agreed with the manufacturer
90 per cent (of normal continuous power), 75 per cent, 50 per cent and 25 per cent power	—	Engine speed in accordance with the nominal propeller curve or at constant speed R, sequence to be selected by the manufacturer, see Note 5 For DF engines, the load tests are to be carried out in gas mode at the different percentages of the maximum available power.
Engines driving mechanical auxiliaries
Trial condition	Duration	Note
100 per cent power (rated power) at rated engine speed, R	≥ 30 minutes	For DF engines, this may be demonstrated in diesel mode. See Note 5
110 per cent power	15 minutes	Or after having reached steady conditions, see Notes 1 and 5 For DF engines, this may be demonstrated in diesel mode.
Approved intermittent overload (if applicable)	—	Testing for duration to be agreed with the manufacturer
75 per cent, 50 per cent and 25 per cent power	—	Engine speed in accordance with the nominal power consumption curve, sequence to be selected by the manufacturer, see Note 5 For DF engines, the load tests are to be carried out in gas mode at the different percentages of the maximum available power.
Note 1. After running on the test bed, the fuel delivery system of main and auxiliary engines is normally to be so adjusted that overload power cannot be given in service unless intermittent overload power is approved by LR, in which case the limit is to be adjusted to that power. The setting of the restriction is to be made as applicable to the intended fuel. Any restriction settings, and other changes to the engine’s fuel injection equipment required for operation on special fuels, are to be recorded and included by the engine manufacturer. Note 2. After running on the test bed, the fuel delivery system of diesel engines driving generators is to be adjusted so that full power plus a 10 per cent margin for transient regulation can be given in service after installation on board. The transient overload capability is required so that the required transient governing characteristics are achieved also at 100 per cent loading of the engine, and so that the protection system utilised in the electric distribution system can be activated before the engine stalls. Note 3. After running on the test bed, the fuel delivery system of propulsion engines also driving power take off (PTO) generators is to be adjusted so that full power plus a margin for transient regulation can be given in service after installation on board. The transient overload capability is required so that the electrical protection of downstream system components is activated before the engine stalls. This margin may be 10 per cent of the engine power but at least 10 per cent of the PTO power. Note 4. Only required once for each different engine/turbocharger configuration. Note 5. The gas methane number (where applicable) during the test is to be recorded. The test should demonstrate that the engine reaches the declared power output with the given methane number.

11.3.7 Alternatives to the detailed tests may be agreed between the manufacturer and LR when the overall scope of tests is found to be equivalent. The scope of the trials may be expanded depending on the engine application, service experience, or other relevant reasons. Dual fuel (DF) engines using low pressure methane shall be tested in both fuel oil and gas mode as applicable.

11.3.8 Turbocharger surge margin for propulsion engines is to be demonstrated as required by Pt 5, Ch 2, 12.4 Matching with engine 12.4.2.

11.3.9 For electronically controlled engines:

factory acceptance tests in accordance with Pt 5, Ch 2, 1.4 Submission requirements 1.4.3;
integration tests are to be made to verify that the response of the complete mechanical, hydraulic and electronic system is as predicted for all intended operational modes and the tests considered as a system are to be carried out at the works. If such tests are technically unfeasible at the works, then these tests may be conducted during sea trial; and
verification of engine configuration, see Pt 5, Ch 2, 4.3 Control engineering systems 4.3.2, and that the approved software quality plans, including the software configuration management process, are to be applied.

11.3.10 Gas fuel (GF) only and DF engines using low pressure methane are to undergo integration tests to verify correct operation of the complete mechanical, hydraulic and electronic system for all intended operational modes. The scope of these tests is to be agreed with LR and is to be based on the results of the risk analysis required in Pt 5, Ch 2, 15.3 Risk analysis. Tests are to include, but not be limited to:

failure of ignition (spark ignition or pilot injection systems), for one-cylinder unit;
failure of a cylinder gas supply valve;
failure of the combustion (to be detected by e.g. misfiring, knocking, exhaust temperature deviation, etc.);
abnormal gas pressure;
abnormal gas temperature.

The above tests may be carried out by simulation or other alternative methods subject to special consideration and agreement by LR.

11.3.11 Checks of components to be presented for inspection after the works trials are left to the discretion of the Surveyor.

11.3.12 The testing of exhaust gas emissions is to comply with MARPOL - International Convention for the Prevention of Pollution from Ships as applicable.

11.4 Shipboard trials

11.4.1 The purpose of the shipboard testing is to verify compatibility with power transmission and driven machinery in the system, safety, control and auxiliary systems necessary for the engine and integration of engine/shipboard control systems, as well as other items that had not been dealt with in the FAT (Factory Acceptance Testing).

11.4.2 After installation on board, engines are to undergo shipboard trials as specified in Table 2.11.2 Scope of shipboard trials for engines. The scope of the trials may be expanded depending on the engine application, service experience or other relevant reasons, and is to be agreed between the LR Surveyor and the Shipyard prior to testing.

Table 2.11.2 Scope of shipboard trials for engines

Main engines driving fixed-pitch propeller or water jet (see Note 1)
Trial condition	Duration	Note
At rated engine speed, R	≥ 4 hours	– see Note 6
At engine speed corresponding to 1,032R	30 minutes	Where the engine adjustment permits, see Pt 5, Ch 2, 11.2 General 11.2.7, see Note 6 For DF engines, this may be demonstrated in diesel mode
Approved intermittent overload (if applicable)	-	Testing for duration as agreed with the manufacturer
Minimum engine speed to be determined	–	–
Starting and reversing manoeuvres	–	See Pt 5, Ch 2, 9 Starting arrangements and Pt 5, Ch 2, 13 Air compressors (see Note 5)
Reverse direction of propeller rotation is to be demonstrated (during the dock or sea trials)	10 minutes	See also Pt 5, Ch 2, 11.4 Shipboard trials 11.4.7 and Pt 5, Ch 2, 11.4 Shipboard trials 11.4.8
Control, monitoring, alarms and safety systems	–	Operation to be demonstrated
Where imposed, test to ensure engine can pass safely through barred speed range	–	See Pt 5, Ch 2, 11.4 Shipboard trials 11.4.7 and Pt 5, Ch 2, 11.4 Shipboard trials 11.4.8 for additional requirements in the case of a barred speed range
Main engines driving controllable pitch propellers
Trial condition	Duration	Note
At 100 per cent power	≥ 4 hours	See Notes 2 and 6
Approved intermittent overload (if applicable)	–	Testing for duration as agreed with the manufacturer
With reverse pitch suitable for manoeuvring	–	See Pt 5, Ch 2, 11.4 Shipboard trials 11.4.7 and Pt 5, Ch 2, 11.4 Shipboard trials 11.4.8 for additional requirements in the case of a barred speed range
Control, monitoring, alarm and safety systems	–	Operation to be demonstrated
Engine(s) driving generator(s) for electrical propulsion and/or main power supply
Trial condition	Duration	Note
100 per cent power (rated electrical power of generator)	≥ 60 minutes	See Notes 3, 4 and 6
110 per cent power (rated electrical power of generator)	≥ 10 minutes	See Notes 4 and 6 For DF engines, this may be demonstrated in diesel mode
Starting manoeuvres	–	See Note 5
Control, monitoring, alarm and safety systems	–	Operation to be demonstrated
Demonstration of the generator prime movers’ and governors’ ability to handle load steps	–	See Pt 5, Ch 2, 7.3 Auxiliary and emergency engine governors
Propulsion engines driving power take off (PTO) generator
Trial condition	Duration	Note
100 per cent engine power (MCR) at corresponding speed, R	≥ 4 hour	See Note 6
100 per cent propeller branch power at engine speed, R (unless already covered above)	2 hours	See Note 6
100 per cent PTO branch power at engine speed, R	≥ 1 hour	See Note 6
Control, monitoring, alarm and safety systems	-	Operation to be demonstrated
Engines driving mechanical auxiliaries
Trial condition	Duration	Note
100 per cent engine power (MCR) at corresponding speed, R	≥ 30 minutes	See Note 6
Approved intermittent overload (if applicable)	–	Testing for duration as approved
Control, monitoring, alarm and safety systems	–	Operation to be demonstrated
Note 1. For main propulsion engines driving reversing gears, the tests for main engines driving fixed-pitch propellers apply as appropriate. Note 2. Controllable pitch propellers are to be tested with various propeller pitches. The 100 per cent power test is to be conducted at rated engine speed R with a propeller pitch set of MCR (or to the maximum achievable power if 100 per cent cannot be reached). Note 3. The tests are to be performed at rated speed with a constant governor setting. Note 4. Tests are to be based on the rated electrical powers of the electric propulsion motors. Note 5. Starting manoeuvres are to be carried out in order to verify the capacity of the starting media. The ability of reversible engines to be operated in the reverse direction is to be demonstrated. See Pt 5, Ch 1, 3.9 Astern power. Note 6. Gas methane number during the test is to be recorded. The test should demonstrate that the engine reaches the declared power output with the given methane number.

11.4.3 Engines driving electrical generators are to be tested either:

at 100 per cent electrical power for at least 60 minutes and 110 per cent of rated electrical power of the generator for at least 10 minutes; or
During the electrical propulsion plant test which requires testing with 100 per cent propulsion power (i.e. total electric motor capacity for propulsion) by distributing the power on as few generators as possible. The duration of this test is to be sufficient to reach stable operating temperatures of all rotating machines or for at least 4 hours.

11.4.4 Trials are to include demonstration of engine control, monitoring, alarm and safety system operation to confirm that they have been provided, installed and configured as intended and in accordance with the relevant requirements for main, auxiliary or emergency engines except items already verified during the works trials.

11.4.5 For electronically controlled engines:

shipboard tests in accordance with the approved schedule, see also Pt 5, Ch 2, 1.4 Submission requirements 1.4.3; and
verification of engine configuration, see Pt 5, Ch 2, 4.3 Control engineering systems 4.3.2 and Pt 5, Ch 2, 1.4 Submission requirements 1.4.3 (a), and that the approved software quality plans, including the software configuration management process, are to be applied.

11.4.6 The suitability of an engine to burn residual or other special fuels is to be demonstrated, where the machinery installation is arranged to burn such fuels in service. DF or multi-fuel engines are to be tested on all fuels that the engine is specified to use. Where engines operate on a mix of different fuels then this is to be demonstrated. See also Pt 6, Ch 1, 7.2 Unattended machinery space operation - UMS notation 7.2.1.

11.4.7 For both manual and automatic engine control systems, acceleration and deceleration through any barred speed range, is to be demonstrated. The transit times are to be equal or less than the times stated in the approved documentation and are to be recorded. This also applies when passing through the barred speed range in reverse rotational direction, especially during the stopping test. The ship’s draft and speed during all these demonstrations are to be recorded. Where a controllable pitch propeller is fitted, the pitch is also to be recorded.

11.4.8 The engine is to be checked for stable running (steady fuel index) at both upper and lower borders of the barred speed range. Steady fuel index means an oscillation range less than five per cent of the effective stroke (idle to full index).

11.4.9 In addition to the tests listed in Table 2.11.2 Scope of shipboard trials for engines, other tests may also be required by statutory regulations (e.g. the testing of exhaust gas emissions is to comply with MARPOL - International Convention for the Prevention of Pollution from Ships as applicable)