Our report gives you a graphical and detailed understanding of what is happening in the engines of your fleet; if anything is wrong we tell you what to do about it. We also provide summarised reports for Environment, Fuel, Performance, Drain Oil.

The Flame Diagnostic report is a comprehensive insight into the functioning of your engine. It covers analysis of the combustion process, cylinder oil feed rates, fuel bunkered as well as identification of potential issues such as piston and liner wear, incomplete combustion, piston misalignment, reliability of the assessments as well as the Fuel System and crankcase System Oil. A sample report is also available from the downloads page.

Below are a series of example extracts of sections from reports to give a flavour of the detail that you might expect to see.

Extracts of Sections from a Typical Report

Findings and Recommendations

The Findings and Recommendations section is a summary of all the observations made in a report together with a series of recommendations for actions to be taken with the engine. For example, it is here that you will find any recommendation to reduce the cylinder oil feed rate and the reason why it can be reduced safely. Also in here will be recommendations on the engine settings, combustion characteristics and other vital information.

Cylinder Lubricator Settings and Feed Rate

Feed Rate
Above are typical graphs used in the analysis of the Cylinder Lubricator Settings and Feed Rate. These are used to substantiate current lubricator settings and to calculate the feed rate and to ensure that the lubricators are set optimally.

Fuel Oil

Fuel Temperature

  • Fuel Oil Temperature at 121OC before Main Engine is within recommended range for current 189cst fuel oil in use.
  • We suggest that fuel temperature at inlet to the fuel pump be maintained at higher end of the range recommended in DnVPS bunker analysis report, to allow for heat loss between measuring point and inlet to main engine injection pumps.

Ambient Condition

  • Variations in atmospheric humidity and temperature influence the amount of Water entering the turbo-chargers with the mass of air required for given engine load.
  • Current high scavenge air temperature after air coolers of 52OC will reduce the efficiency of water condensation. Maintenance below 40OC after cooler should allow satisfactory condensation at the air-cooler.
  • Eventual amount of water entrained in the scavenge air will depend on efficiency of the water separators and drainage arrangements.
  • The high scavenge air temperature at 52OC in the air receiver may have an adverse effect on quality of combustion.
  • We suggest that scavenge air temperature in the air receiver is maintained close to 40OC as recommended by engine makers.
In the Ambient Condition section, we are reporting on the effect of humidity, temperature and other environmental conditions on the operation of the engine. The extract above is noting that the scavenge air temperature is too high.

Performance and Combustion

Performance Evaluation
An example of a more complex analysis, the Performance Evaluation graph looks at a number of performance characteristics and compares them over a number of reports. These figures are compared with a number of other parameters and empirical data collected for this type of engine to assess the performance of the engine and compile the Performance and Combustion results for the Findings and Recommendations Section.

Cylinder Drain Oil Analysis Trends

Performance Evaluation
  • The same acid condensation as 14 Dec 06 is expected with current sulphur and reported engine load.
  • Higher TBN of the CDO than 14th Dec 2006 is expected with current acid condensation and increased lubricant consumption.
  • Variation in TBN between Units is due to dilution by fuel and system oil contamination.
  • Units 5 and 7 have more contamination than other Units.
  • Unit 4 has less contamination than other Units.
  • Alkaline reserve appears to be adequate for current fuel and engine load when account is taken of greater contamination of Unit 5 by Fuel and System Oil.

CDO Trends look in detail at the anticipated results for CDO elements, in this case TBN, and are used to predict what should happen. The reality of the situation is compared to the projected results and historical results for the engine. These can then be used to indicate engine malfunctions and potential issues such as wear, poor combustion and over-lubrication.

By adding in Fuel Oil analysis from two points in the fuel flow to the engine and System Oil analysis, the Flame Diagnostic report offers 'end to end' reporting identifying several key areas:

  • Excess contamination of the bunker; including sea water ingress
  • Excess cat-fines in bunker
  • Inefficient purification
  • Contamination in the purifier and/or settling tanks
  • Fuel pump pressure loss
  • Fuel trend analysis
  • Fuel Temperature monitoring

The Flame Marine Diagnostic Report
Flame Diagnostic reports give you a graphical interpretation of what is happening in your engine and actions for rectifying any problems, which are all supported by explanations of the measurements.