River Story: An Engine Crisis
Authored by Tom
Winkle
November 2020
Chief Engineer Tom Winkle spent a 40 year career on the great rivers of the United States, working on massive tugs moving rafts of barges. Retired since 2015, Tom shares stories of life onboard these vessels and their unique trade. He is a skilled photographer, sharing some stunning marine pictures of life on the river in the SeafarerMedia area, and previously contributing anecdotes and stories - look for the "Bilge Rat" attribution. You can reach him at bilgerat4 at Gmail.
So, I'm the chief engineer on Valley Line's M/V Valley Voyager. We're running
hot, straight and normal, northbound to St. Louis with thirty empty barges, not
too far north of Cape Girardeau, Missouri. It's around eight in the evening, I
made my rounds a little while ago checking on everything (Nothing out of the
ordinary), and I'm not expecting any problems with my two twenty cylinder
charges, as they have had a recent overhaul and they've only been run for about
five hundred hours so far.
Wandering forward to the lounge, I snagged a
slice of blueberry pie and a mug of coffee, and carried it back to the
engineer's booth, planning on snacking on my find while I cranked out a few
parts requisitions. Arriving in the booth, I took a quick scan of the engine
gauges (habit; do it all the time without thinking about it.) and came to a halt
on the oil pressure gauge for the port main engine. Damn! It's down five pounds!
Checking the piston cooling oil pressure, it's down about eight pounds from
where it had been when I made my last rounds. What the hell?
Slamming
down the stairs, I yanked the dipstick on the port engine. Last time it was
checked, it was running right on the full mark, now it's way over the full mark!
A quick sniff of the oil on the dipstick confirms it, we have fuel leaking into
the oil!
This is bad news. How bad it is depends on the size of the leak.
A small leak usually shows up on the monthly oil analysis. It may be hard to
find, but you can usually find it by pressurizing the fuel system with the
engine shut down and looking over the top end of the engine with a black light.
The fuel leak shows up gray under the black light.
A big leak, like what
we have here can be catastrophic if not caught in time. If you get enough fuel
in the oil, it thins the oil out to the point where the oil will no longer keep
the crankshaft bearing surfaces from touching the bearings. When this goes far
enough, you destroy the crankshaft and almost certainly do damage to the pistons
and cylinder walls. When the engine is shut down, these gushers are easy to
find, all you need is a flashlight and one functioning eye.
Running back
up the stairs, I grab the phone in the booth and ring the wheelhouse. Not the
usual, one press of the button “Ding”, I keep slamming the button till he
answers. “I need that port engine NOW! We have a huge fuel leak into the lube
oil!” He goes, “Aw, shit! I can't! We're in a tight spot, we'll be going
backward on just one engine!” I ask, “How long till you're in a spot where you
can push it into the bank and hold it on one engine?” “Fifteen minutes tops!
You'll know we're there when the starboard engine throttles back. Can you keep
the port one going till then?” “I'll do my damnedest!”, was my reply.
Running back below, I had a plan in mind. It was going to be expensive, but
nowhere as costly as an engine with a ruined bottom end, and a likely crash.
Arriving in the lower engine room, I reached in near the center inboard side
of the port engine, and spun the oil drain valve open, mentally praying that the
low oil level alarm was working as it should. After all, we're dropping the oil
out of an engine operating at full speed... When the oil level had dropped to
well below the full mark, I lined the valves up and started the pump that would
send clean oil into the engine. Not much later, the hooter went off, and I had
the low oil light for the port engine. Spinning the drain valve closed, the
makeup pump kept running till we were at the full mark again. OK, shut the
makeup pump down, and do this one more time.
After the low oil alarm had
gone off for the second time, I figured I had time enough to look at the lower
engine room gauge panel. Hooray! We're back up to 80 psi on the oil pressure!
Keep filling that engine with clean oil! We're getting ahead of the dilution!
About then, I felt and heard both engines come off of full chat. We made it!
The port engine dropped to idle, and I shut it down. I wasn't going to even
bother talking to the captain yet, more important things to take care of first.
Throwing open all four valve covers, I started looking at the top end. Down the
outboard side (cylinders 11 through 20), and nothing. No leaks. Started looking
at the inboard side, and at #8, AHA! The fuel line going from the fuel manifold
to the injector of #8 was cleanly fractured, and fuel was pouring out of it!
Easy Peasy...
I called the captain, letting him know that we'd made it
with no damage and that the problem had been found and that it would be an easy
fix. We could be moving again in about an hour; it would take about that long to
change the broken fuel jumper and to drain the oil one more time, and refill the
engine with clean oil.
After it was over and we were running again, I
checked the level in the clean lube oil tank against the current total on the
log. Dropping the oil twice while running and then a complete change had used up
about 900 gallons of lube oil at about $2.50 per gallon, so saving the
crankshaft had come in at a cost of about 2,250 dollars worth of oil, plus the
cost of one EMD fuel jumper. All in all, the cheaper of the two possible
outcomes.
The coffee was cold, but the pie was still good... :-) Another
day in the life, finished.