Professional Documents
Culture Documents
Wear on the main bearings. Over all wear on the main bearings would lower the crank shaft and would thus
lower the piston and increase the bumping clearances.
IMPORTANT.bump clearance or squish is most definitely done with the head gasket installed between
head and cylinder.
Use 2 pieces of lead. Put one piece of lead directly over each end of the wrist pin out near the edge of the
piston but not under a valve. This will give you 2 measurements. 1. piston clearance or squish. 2.
Piston/cylinder angle relative to crank. This angle is important as it shows the cylinders relationship to the
crankshaft. If the pieces of lead are too different in thickness, the piston can run out of available ring
compression and wrist pin end travel and contact the cylinder(scuff) at top and bottom.
differential squish is how the Indians measure and determine the sum of machine errors and the need for
half gaskets under the cylinder base on engines that have alignment issues.
#4 lead shot is perfect for this measurement as it is a uniform size and crushes very consistently. A little
dab of grease or drop of oil will hold them where you put them on top of the piston during the
measurement.
Q. Relief v/v n fusible plug- setting (10% above stage pressure), Reason for lifting of relief v/v of LP
stage and HP stage, where fitted? Why fusible plug is fitted, its material (tin, antimony, bismuth), what
temp blows(121*C)?how to test relief v/v( by normal hydraulic p/p)?
Reasons of LP stage relief v/v lifting- HP stage suction v/v or discharge v/v leaking, 2nd
stage suction n discharge v/v interchanged after overhl.
Reasons of HP stage relief v/v lifting- delivery v/v shut, setting error of pressure switch,
delivery v/v which is SDNR type is fitted inverted.
Lubrication- how it takes place in main/brg, crankpin bearing, upper n lower cyl. In case of tandem type,
how piston gets cooled? Pressure value n alarm value(2-4 bar, alarm at 2 bar)? Reasons.pressure suddenly
drops, pressure drops slowly (increase in clearance of main brg or crankpin brg), increased oil consumption?
Why Breather is provided in lub. Oil filling line? Is crankcase pressurized during running condition?
For main brg n crankpin brg. Lubrication normally thr is a shaft driven gear p/p.
For lower cyl. In tandem type- its by splash. For upper cylinder in tandem type thr is a supply line from the
gear p/p going to suction side of air which supplies small amount of oil mist with air n that mist lubricates the
upper cyl. Sometimes the supply is from drilled hole in con. Rod like we have in A/E.
Reasons oil pressure not rising- motor rotation direction reverse, oil line block due to rag, no oil in sump,
filter clogged, worn metal so increase of clearance.
Increased oil consumption- too much oil in sump( above level H), oil scraper ring wear out, worn piston and
liner.
Breather- it is used so that pressure or vacuum is not created inside crankcase. It has filter so moisture and dirt
dont go inside and also has metallic plate on the inner side which dont allow lub. Oil to come out.
Cooling line- pressure( 0.2-2 bar), alarms(90*c), why bursting disc, its material( copper), action if it bursts
during maneuvering, at what pressure it bursts, why we prefer bursting disc over relief valve( no chance of
getting reset), purpose of intercooler n aftercooler, What if Main air compressor runs without cooling
water(may cause explosion)? Auto drain trap working?
ANS. If bursting disc bursts during maneuvering- Inform the bridge about the problem and to give lesser kicks,
Start the stand by compressor, Isolate the compressor whose bursting disc is damaged, Change the bursting
disc, if available onboard, If Not available, then let the S.W go into the E/room bilges, otherwise Fresh water
cooled, then join a flexible hose and put into the expansion tank.
Suction n delivery v/v- how u will come to know they r leaking( temp. increase of air, relief v/v lift),
its affects, What would be the consequences of too high valve lift in an air compressor( chances of damage
due to impact, decrease in vol. efficiency)? What would be the consequences of a high spring constant of
spring plates in an air compressor(open late n sit with higher impact which may cause damage)? Can we
interchange spring of suction n delivery v/v( no, delivery v/v spring stiffness is more)? parts of
v/v(remember,the suction n delivery v/v for first stage r in single set but for 2nd stage they r different, the
v/v parts for both suction n discharge of 2nd stage r same but arranged in opposite order)?
air.
If the valve has too much lift then the valve closes late and reduce volumetric efficiency and
also its causes valve to close with greater impact and hence liable to break.
Why 2 stage- first, bcoz we cant give a pressure of 30 bars in single stage as the lub.oil will
start burning.
PURIFIER
Why we need to heat oil, purifier formula, why we need disc stack, use of gravity disc,
position of e-line?
ANS. For ans see mcgeorge mar. aux. pg-58-62.
Q. what to do if u want to change DO purifier for HFO purifier?
ANS. adjust temp.(around 95*C),adjust feed rate(reduce), adjust desludge time(increase
desludge time as DO dont have so much of impurities).NOW FOR GRAVITY DISC,SINCE
DENSITY IN DECREASING, so increase size of gravity disc.
Q. Purifier Starting n disludging ? Small fire in purifier trays...wt's ur action?? pairing disc?
(SEE MM,OM2)
Back Pressure: The back pressure should be adjusted after the purifier is started. The back pressure varies as
the temperature, density, viscosity of feed oil inlet varies. The back pressure ensures that the oil paring disc is
immersed in the clean oil on the way of pumping to the clean oil tank.
.
Throughput of oil feed: Throughput means the quantity of oil pumped into the purifier/hr. In order to optimize
the purification, the throughput must be minimum.
Pre-checks before starting a Purifier
1. If the Purifier is started after a overhaul, then check all fittings are fiited in right manner. The bowl frame
hood locked with hinges.
2. Check the Oil level in the gear case. Ensure that it is exactly half in the sight glass. Also ensure the sight
glass is in vertical position, as there is a common mistake of fixing it in horizontal position.
3. check the direction of rotation of the seperator, by just starting and stopping the purifier motor. 4. Check
whether the brake is in released position.
3. Open the steam to the heater slightly ensuring the drains are open so that the condensate drains. close the drains once
steam appears.
4. Start the Purifier. 5. Check for vibrations, check the gear case for noise and abnormal heating.
6. Note the current (amps) during starting. It goes high during starting and then when the purifier bowl picks-up speed and
when it reaches the rated speed, the current drawn drops to normal value.
7. Ensure the feed inlet temperature has reached optimum temperature for separation as stated in the Bunker delivery note
and nomogram (can get the separation temperature and gravity disc size from the nomogram)
8. Now check whether the bowl has reached the rated speed by looking at the revolution counter. The revolution counter
gives the scaled down speed of the bowl. The ratio for calculation can be obtained from the manual.
9. Now, after the bowl reaching the rated RPM, check for the current attaining its normal value.
De-sludge Procedure
10. Open the bowl closing water/operating water, which closes the bowl. (Ensure sufficient water is present in the
operating water tank)
11. Now after 10 seconds, open the sealing water to the bowl.
12. The sealing water should be kept open till the water comes out of the waste water outlet.
13. Once the water overflows through the waste water outlet, stop the sealing water.
14. Now open the bowl opening water. (This is done to ensure the bowl has closed properly). During de-sludge we can
hear a characteristic sound at the opening of the bowl.
15. Repeat the steps 10, 11 ,12 & 13.
16. Open the 3-way re-circulation valve such that the dirty oil feed is fed into the purifier.
17. Wait for the back pressure to build up.
18. Check for overflowing of dirty-oil through waste water outlet & sludge port.
19. Now adjust the throughput to a value specified in the manual. Correspondingly adjust the back pressure, too.
20. Now the purifier is put into operation. Change over the clean-oil filling valve to service tank.
Q. purifier rpm not coming, reasons, Explain about purifier drive mechanism.how you will
check that ?when you will change it(see MM p4-12,change spiral gear if wear down is more
than 3mm,change friction block lining if wear is 3mm,change pulley if wear is 1mm,change
brake lining if wear is 5 mm). When d motor attains full speed does d horizontal shaft rotates
at d same speed of motor?
Q. why frictional clutch in purifier??
ANS. 1.it gives less staring current for motor, also
2.worm and worm wheel arrangement will break due to high starting torque.
REFRIGIRATION SYSTEM
TROUBLE
HIGH CONDENSING PRESSURE .
POSSIBLE CAUSE
CORRECTIVE MEASURE
VALVES
DEAD OR WEAK
ELEMENT.
a. DIRTY STRAINERS.
a. CLEAN STRAINERS.
SHORTAGE OF REFRIGERANT.
SEIZED COMPRESSOR.
1 .DEFECTIVE SWITCH.
3.CLOSE SWITCHES.
4. FUSES BLOWN.
5. OVER-LOAD RELAYS TRIPPED.
6. LOW VOLTAGE.
CONTROL CIRCUIT.
REPAIR LEAK.
1 TON REFRIGERATION CAPACITY= RATE OF HEAT TRANSFER IN FORMING I TON OF ICE AT 0*C FROM WATER AT 0*C.
ADVANTAGE OF UNDERCOOLING = INCREASE REFRIGERATION EFFECT BY REDUCING AMOUNT OF FLASH OFF AT EXP. V/ V.
ST
NAMING OF REFRIGERENT- 1 DIGIT FROM LEFT IS ONE LESS THEN NUMBER OF C ATOMS.
Q.PURPOSE F BACK PRESSURE V/V IN REFER OF REFRIGRENT JUST AFTER EAVPORATER. HOW DIFFERENT ROOM TEMP R MAINTAINED
IN REFRERATION SYSTEM ?
ANS. BACK PRESSURE V/V- TO KEEP DIFFERENT TEMP OF DIFFERENT ROOMS. WE USE IT IN VEG. ROOM. WE SET BACK PRESSURE, SO
IT INCREASE THE BACK PRESSURE IN VEG ROOM LINE. AND SO THE SATURATION TEMP. INCREASE . SITUATED AT VEG ROOM DICHARGE .
back pressure valve is fitted at the outlet of veg room. the reason being that the veg room is maintained at a
temperature of +4 -5 degress while fish room is at about -12 to -15 degrees and the flow and amount of
refrigerant at fish room and meat room is greater as compared to that of veg room. hence if back pressure
valve is not fitted then when refrigerants will come at the outlet of all the three rooms then the refrigerant will
tend to flow towards veg room. hence to avoid it a back pressure valve is fitted which will allow refrigerant to
flow out only if the pressure inside the veg room outlet will be greater than the outlet from the main line.
Q: WHAT IS THE DIFFERENCE BETWEEN THE "AUTOMATIC EXPANSION VALVE" AND THE " THERMOSTATIC EXPANSION VALVE"?
THE AUTOMATIC EXPANSION VALVE WAS THE FIRST VALVE DEVELOPED TO PREVENT MANUAL ADJUSTMENT OF THE FLUID METER,
THEN USED AS EXPANSION VALVE . T HE VALVE IS DESIGNED TO KEEP CONSTANT PRESSURE IN THE EXPANSION VALVE OUTLET. ON
KEEPING CONSTANT PRESSURE , IT ALSO INDIRECTLY CONTROLS THE TEMPERATURE , HOWEVER, IT DOES NOT ASSURE OVERHEATING,
WHICH WILL PROTECT THE COMPRESSOR.A S THE EVAPORATOR CAPACITY IS REDUCED, THERE IS LESS FLUID EVAPORATION, ON THE
OTHER HAND, BECAUSE THE VALVE MAINTAINS THE PRESSURE, IT ALSO MAINTAINS THE VALUE OF THIS FLOW. ON DOING SO ,
HOWEVER, EXCESS REFRIGERANT STILL IN LIQUID STATE IS FED INTO THE EVAPORATOR, WHICH RESULTS IN ITS RETURN TO THE
COMPRESSOR, WITH HUGE MECHANICAL LOSS. A LTERNATIVELY, IF THERE IS INCREASE IN LOAD, THERE WILL BE GREATER
FLUID VAPORIZATION AND IF THE VALVE MAINTAINS THE FLOW, IT WILL INCREASE OVERHEATING OF THE GAS AND LITTLE USE OF THE
HEAT EXCHANGE SURFACE . UNFORTUNATELY, THIS RESULTS IN OPERATION OF THE EVAPORATOR CONTRARY TO THE PRODUCTION OF
COLD, WHEN ITS LOAD IS HIGHER.T HESE COUNTERPARTS RESULTED IN REPLACEMENT OF THE AUTOMATIC EXPANSION VALVE BY
THE T HERMOSTATIC EXPANSION VALVE IN MOST APPLICATIONS. T HE T HERMOSTATIC EXPANSION V ALVE CORRESPONDS TO THE
OVERHEATING AT THE EVAPORATOR OUTLET AND, AS A RESULT, THIS RESPONDS BETTER TO THE ACTUAL LOAD, RESULTING IN A MORE
EFFICIENT SYSTEM .
Q.REFER COMPRESSOR CHARGING LIQUID AND GAS ? WHERE U CONNECT THE CHARGING CONNECTION? WHY WE TAKE PURGE AIR IN
A SEALED CONTAINER? N HOW U WL COME TO KNOW DAT SYSTEM IS ENOUGH CHARGED WITHOUT WEIGHING BOTTLE ( SEE IN GAUGE
GLASS)...
ANS. LIQUID CHARGE- CONNECTION IS B/W CONDENSER AND DRIER. BEFORE DRIER BCOZ MOISTURE MAY ENTER DURING CHARGING,
SO IT WILL BE ABSORBED . AFTER CONDENSER BCOZ BEFORE CONDENSER ALL IS GAS. FOR CHARGING CONNECT CYL . T O A BOTTLE ,
PURGE , THEN CONNECT TO CHARGING POINT.
WG AS CHARGING - CONNECTION IS IN SUCTION SIDE , JUST LITTLE BEFORE SUCTION LINE .
REMEMBER, REFRIGERANT COMES TO CRANKCASE FIRST THEN IT GOES TO SUCTION SIDE OF 1ST CYL.
CHARGING CYL. HAS 2 V/V- ONE RED IS CONNECTED TO DIP TUBE AND IS FOR LIQUID CHARGING. AND A BLUE V/V IS FROM TOP AND
DON T HAVE DIP TUBE AND IT IS FOR GAS CHARING. IN BOTH CONDITION CYL . WE KEEP CYL. UPRIGHT.
IF ONLY ONE V/V THEN WE NORMALLY WE DONT HAVE DIP TUBE AND IN THIS WHEN LIQUID THEN TURN DOWN BY HEAD.
2. THE DISCHARGE OF THE VACUUM PUMP IS TO BE CONNECTED IN THE EMPTY RECOVERY BOTTLE
3. FIRST OPEN THE VALVE BETWEEN VACUUM PUMP AND CHARGING BOTTLE LOCATED IN THE VALVE
BLOCK WITHOUT OPENING THE MAIN VALVE OF THE CHARGING CYLINDER. T HIS WILL REMOVE ALL THE
AIR INSIDE THE PIPE . ONCE VACUUM IS REACHED, CLOSE THE VALVE OF CHARGE CYLINDER IN THE
VALVE BLOCK
4. NOW OPEN THE VALVE OF THE CHARGING POINT PIPE IN THE VALVE BLOCK AND RUN THE VACUUM
PUMP UNTIL THE VACUUM IS REACHED. T HIS WILL REMOVE THE TRAPPED AIR FROM THIS PIPE . T HEN
SHUT THE VALVE IN THE VALVE BLOCK
5. NOW KEEP THE SYSTEM IDLE FOR 5 MINUTES TO CHECK THERE IS NO PRESSURE DROP. T HIS WILL
ENSURE THERE ARE NO LEAKAGES IN THE SYSTEM
6. NOW OPEN CHARGING BOTTLE PIPE VALVE AND THE CHARGING POINT PIPE VALVE LOCATED IN THE
VALVE BLOCK. T HIS WILL SET THE LINE FOR CHARGING. E NSURE THAT THE VACUUM PUMP VALVE IS
SHUT
7. NOW OPEN THE MAIN VALVES IN THE CHARGING CYLINDER AND CHARGING POINT OF THE REEFER
SYSTEM
8. DO NOT OVERFILL THE SYSTEM. MAKE SURE THE RECEIVER HAS 5 % SPACE FOR EXPANSION
ENSURE THAT NO REFRIGERANT IS LEAKED OUT IN THE ENVIRONMENT AS THESE EFFECTS THE OZONE
LAYER IN THE ATMOSPHERE .
Q.AIR,MOISTURE,OIL,OVERCHARGING,UNDERCHARGING?INDICATION,HARMS,ACTIONS?
OIL IN THE REFRIGERATION SYSTEM
INDICATION:
TEMPERATURE IS NOT DROPPING IN THE COLD ROOMS AS NORMAL, DUE TO FACT THAT OIL ACT AS INSULATION IN THE
EVAPORATOR.
IT MAY CAUSE EXCESSIVE FROST ON THE SUCTION LINE.
REFRIGERANT COMPRESSOR RUNS FOR THE EXTENDED PERIOD OF TIME.
LUBRICATING OIL LEVEL IN THE COMPRESSOR WILL DROP.
REFRIGERANT LEVEL WILL FALL IF OIL HAS CAUSED BLOCKAGE.
CAUSES:
ACTION :
INDICATION:
THIS MAY CAUSE THE REFRIGERATION COMPRESSOR TO OVERHEAT, WITH A HIGH DISCHARGE PRESSURE AND NORMAL
CONDENSING TEMPERATURE .
THERE ARE POSSIBILITIES OF SMALL AIR BUBBLES IN THE LIQUID SIGHT GLASS OF THE CONDENSER.
CONDENSING PRESSURE OF THE REFRIGERANT IN THE CONDENSER MAY BE HIGH.
IF THERE IS EXCESSIVE AIR, IT MAY REDUCE THE COOLING CAPACITY OF THE SYSTEM, MAKING THE COMPRESSOR TO RUN FOR THE
EXTENDED PERIOD OF TIME .
IT MAY CAUSE THE GAUGE POINTER OF THE CONDENSER TO JUMP INDEFINITELY.
CAUSES:
ACTION :
AIR IN THE SYSTEM CAN BE REMOVED BY COLLECTING THE SYSTEM GAS IN THE CONDENSER, LEAVING THE CONDENSER COOLING
WATER ON AND VENTING OUT THE AIR FROM THE TOP OF THE CONDENSER BECAUSE AIR WILL NOT BE CONDENSED IN THE
CONDENSER BUT REMAINS ON TOP OF THE CONDENSER ABOVE THE LIQUID REFRIGERANT.
CONNECT THE COLLECTING CYLINDER TO THE PURGING LINE OF THE CONDENSER, OPEN THE VALVE, AND COLLECT AIR IN THE
CYLINDER.
AFTER PURGING THE AIR FROM THE SYSTEM DONT FORGET TO SHUT THE PURGING VALVE.
PUMPING DOWN, CLOSE CONDENSER INLET VALVE , COOLING WATER AT FULL FLOW, WHEN CW INLET AND OUTLET TEMP BECOME
EQUAL , SEE WHAT IS THE CONDENSING PRESSURE AND FROM COMPRESSOR SUCTION GAUGE FIND OUT SATURATION TEMP AT
THAT CORRESPONDING CONDENSING PRESSURE , IF IT IS EQUAL TO CW TEMP THEN IT MEANS AIR HAS BEEN REMOVED. R ESTART
THE COMPRESSOR WITH ALL SAFETY PRECAUTIONS.
INDICATION:
COMPRESSOR IS RUNNING HOT AND PERFORMANCE OF THE COMPRESSOR FALLS OFF DUE TO HIGH SUPERHEAT TEMPERATURE AT
THE SUCTION SIDE OF COMPRESSOR.
SUCTION AND DISCHARGE PRESSURE OF THE COMPRESSOR IS LOW.
LARGE VAPOR BUBBLES IN THE LIQUID SIGHT GLASS.
LOW GAUGE READINGS IN THE CONDENSER.
AMMETER READING FOR THE COMPRESSOR MOTOR IS LOWER THAN NORMAL.
RISE IN ROOM TEMPERATURE WHICH IS TO BE COOLED.
COMPRESSOR IS RUNNING FOR EXTENDED PERIOD OF TIME.
CAUSES:
LEAKAGE OF REFRIGERANT AT THE SHAFT SEAL, FLANGE COUPLINGS, VALVE GLAND ETC.
EXPANSION VALVE MAY BE BLOCKED AT THE STRAINER.
PARTIAL BLOCKAGE OF REFRIGERANT AT THE FILTER OR DRIER OR EVAPORATOR MAY CAUSE UNDERCHARGING.
ACTION :
INDICATION:
THE LIQUID LEVEL IN THE CONDENSER IS TOO HIGH (HIGH CONDENSER GAUGE READING). THIS WILL REDUCE THE AVAILABLE
CONDENSING SURFACE , WITH CORRESPONDING INCREASE IN THE SATURATION TEMPERATURE AND PRESSURE .
HIGH PRESSURE SWITCH OF THE REFRIGERANT COMPRESSOR ACTIVATES AND STOPS THE COMPRESSOR.
THE SUCTION AND THE DISCHARGE PRESSURES ARE HIGH.
CAUSES:
IT MAY BE DUE TO THE REASON THAT EXCESSIVE REFRIGERANT HAS BEEN CHARGED IN THE SYSTEM.
AIR IN THE SYSTEM MAY ALSO CAUSE OVER CHARGING INDICATION.
IT MAY ALSO BE DUE TO THE FORMATION OFFICE ON THE REGULATOR.
ACTION :
REMOVE THE REFRIGERANT FROM THE SYSTEM. THIS IS DONE BY CONNECTING A CYLINDER TO THE LIQUID LINE CHARGING VALVE,
STARTING THE COMPRESSOR, AND THEN OPERATING THE CHARGING VALVE .
PURGE THE AIR FROM THE SYSTEM AND MAINTAIN EFFECTIVE COOLING.
REMOVE ICE FROM THE REGULATOR BY USING ANY OF THE DEFROSTING METHODS.
THIS NORMALLY COMES WITH THE INGRESS OF AIR IN THE SYSTEM. MOISTURE MAY FREEZE AT THE
EXPANSION VALVE , GIVING SOME OF THE INDICATION OF UNDER CHARGING . IT WILL CONTRIBUTE TO
THE CORROSION IN THE SYSTEM . IT MAY CAUSE LUBRICATION PROBLEMS AND BREAKDOWN OF THE
LUBRICATING OIL IN THE REFRIGERANT COMPRESSOR.
ACTION :
Q. bulb in thermostatic exp v/v has come off...what will be the effect??reasons 4 icing on
expansion v/v?
Q.what is short cycling OF REFRIGIRATION, reasons and what u will do?
Refrigration system LO
comp?
ANS. For changing filter drier. We can do this when plant is running. Open bypass v/v. close
inlet outlet of drier. Change drier. open inlet outlet n close bypass.
Q. Tev equalising connection. Why?
ANS. We use where evaporator is large. So we have different pressure at inlet and outlet. Act as
second line of defense. That is if bulb comes out then.
Q. Did refrgrtn compressor have relief door?(NO) Why not?(crankcase doesnt have o2,so
chances of fire is very less.temp. so less bcoz of cool refrigerant .and. also vol. of crankcase is
less so no need as per regulation)
Q. refrigeration oil separator working, type complete...why required?
ANS. Impingement type- fitted in discharge line. Its a closed container fitted with a series of
baffle. As vapour enters the oil separator, there is reduction in velocity due to larger area of
separator. Since oil particles have greater momentum, they impinge on the baffles. And later
gets drained to crankcase through a float valve.
3. What is suc. Press. of refer and AC plant....is thr any diff ..if yes y?
AIR. CONDITIONING
WHAT IS SPECIFIC HUMIDITY, RELATIVE HUMIDITY, SENSIBLE HEAT, WET BULB TEMP, PSYCHOMETRIC CHART,
HOW TEMP. IS CONTROLLED IN AIR CON. SYSTEM, LIGIONILA BACTERIA,
Speed Engine)
11. Crash-Stop
(FPP-Plants and Reversible CPP-Plants)
The procedure is valid for:
! Control Room Control. See Items 8.2, 9.2 and 10.2.
! Control from Engine Side. See Items 8.4, 9.2 and 10.4.
Regarding crash-stop during Bridge Control,see the special instruction book for the Bridge Control System.
1. Acknowledge the telegraph.
2. Give the engine a STOP order.
The engine will continue to rotate (at slowly decreasing speed), because the velocity of the ship through the
water will drive the propeller, and thereby turn the engine.
3. Check that the limiters in the governor are not cancelled.
4. When the engine speed has fallen to the REVERSING-LEVEL (15-30% of MCR-speed, depending on engine
size and type of ship, see Plate 70305):
! Give REVERSING order.
! Give START order.
5. When the START-LEVEL is reached in the opposite direction of rotation (8-12% of MCR-speed)
! Give order to run on fuel.
SCAVENGE FIRE -reasons(give at least 6), indications, action to be taken when passage
through a narrow seaway, what if major fire takes place, what extinguishing arrangements
is there, how to use that? WHAT PRECAUTIONS WHEN ENGINE IS RUNNING on less number of
units?
to know dat error... We add p+s reading nd f+a reading..nd diff shuldn't vary much...if it vry much den may
be dere s problem in gauge... or we have not taken reading correctly, also the reading on both sides around
bdc shud come zero.
6. How to cut off a fuel pump? Why not cut off by closing fuel inlet valve to that
cylinder? ANS. MANUAL 704 AND VOL 2,909-16.
Q. water cooled piston vs. oil cooled piston adv & disadv. & why oil cooled piston were not used earlier if they
r have so many advantages? Bore cooling? advan.?
ANS. Water- advan- specific heat more than oil so less amount of water is needed, easily available n cheap,
we can keep water temp. as high as 90*C so temp. diff is low whereas in case of oil upper temp. Limit is 65*C
to prevent oxidation.
Disadvan- chances of mixing with crankcase oil, need separate system with p/p etc.
Bore cooling-advan- max. temp at piston surface can be reduced to 400*C from 500*C as in case of cage type
cooling, problems with castings of internal ribs r not thr.in bore system cooling takes place by jet n shaker
effect.
Q. A/E cyl. head has been removed. What all checks to be carried out? what on piston?
ANS. Cracks, distortion, corrosion, cooling water side corrosion n scale etc.
Q.after taking liner calibration f-a readings are more and p-s readings are less.... What is this
phenomenon... And y does it happen?
ANS. Trim is more, ship is moving too much in ballast condition.
Q. How to take cylinder liner calibration for M/E n A/E(both have same method)?consquences
of operating with worn liner? how to calibrate template?max. wear(0.7% of cyl.
bore).honing(gulia244)?running in(done for matching to reduce adhesive wear)(r.sen41)?liner
material(gulia p249), antipolising ring(material is steel, r.sen70)?
Q. is crankshaft able to move axially ,if it does what prevents it, how is thrust taken;full
description? What is axial and torsion vibrations how they are reduced in engine? Moment
compensator everything?
ANS.
Axial Damper: The Axial damper is fitted on the crankshaft of the engine to dampen the
shaft generated axial vibration i.e. oscillation of the shaft in forward and aft directions, parallel to the
shaft horizontal line.
It consists of a damping flange integrated to the crankshaft and placed near the last main bearing
girder, inside a cylindrical casing. The casing is filled with system oil on both side of flanges supplied
via small orifice. This oil provides the damping effect.
When the crankshaft vibrates axially, the oil in the sides of damping flange circulates inside the
casing through a throttling valve provided from one side of the flange to the other, which gives a
damping effect.(see r.sen 13.10)
Q .How was your engine piston cooling line diagram, temp. and pressure, how is the
telescopic pipe arrangementhow will make sure proper cooling .. a very important alarm
on it? Explain crosshead lubrication. What modification ..(SEE 904,708,r.sen26)Why oil is
supplied to shoes, not guide in xhead lubrication?bore relief? tangential
runout?clearance(m/b 0.4-0.6,crankpin0.2-0.4,crshd0.2-0.3? Main engine's main bearing
clearance. BOTTOM END BEARING CLEARANCE?
ANS. it will make the system complex bcoz then we will have to make quills like
arrangement at many points. Also we have to make lub. Oil enter crosshead at last so
supplying to shoes is better.
Q.excessive liner lubrication in main engine? EFFECTS? desired properties of cylinder lube
oil(oilyness,viscosity, tbn, viscosity index)? Where r quill. If at bottom what happen, why
thr(p152 r.sen)how lub oil spreads on cylinder....what is clover leafing?
3. Types of indicator cards, purpose if each, draw all diagrams on single ordinate and abscissa with
timing diagram for 2 stroke engine, which diagram suggests error in ir indicator instrument, how to
take atmospheric line, what is 90 deg in phase and 90 deg out of phase, draw power card and draw
card at a situation when you are taking card and engine tripped on some mechanical trip? what will
be the maximum pressure you vil get then..? What is mean effective pressure..how to find
out mip?why we do not use indicator instrument for A/E(see sanyal p309?
Why draw card is called 90 degree out of phase?
In books it is written that ... draw card is taken with indicator drum 90 degree out of phase
with the piston stroke, so it is called out of phase diagram..
My DOUBT...while taking draw card the indicator drum is rotated manually with the help of
string attached to it.So if the rotation of the indicator drum is controlled by us,then how come
it is said to be exactly 90 degree out of phase.
this is purely on experience...nothing else....people took draw cards on experience and after so
many trail and error practices nothing else...
firing tdc).... procedure... what is tappet clearance, what is its effect if increased or
decreased? adjustment, tappet on my generators(0.4 in inlet n 0.9 on exhaust), how will u
remove exhaust valve of generator. Tappet adjustment in engine having two inlet and
exhaust v/vs(first balance yoke then adjust tappet)? what checks you will make on inlet and
exh v/vs springs during overhaul(check length,twist). how they held in position?
Q.what is viscosity? Types? Viscosity index? SFOC and hw to calculate? cetane no,what if
less? Fire point, ignition point, flash point, pour point,oiliness? Fuel knock and how u
know it(by Fluctuation in rpm, after burn(spark from the funnel, smoke from exhaust). ignition
delay.def.wt governs it?hw it can b minimised?what property of fuel oil is responsible for it?
Q. expansion tank purpose (give six)..why we call it expansion tank? It is also called
compensation tank.
ANS.1. SINCE IT IS SITUATED AT HIGHEST POINT IT MAINTAINS CONSTANT HEAD ON THE SYSTEM AND SO
REDUCE CHANCES OF AIR INGRESS OR STEAM FORMATION.
2.ALLOW FOR EXPANSION. And place for adding
chemical for treatment. 3.PROVIDE A PLACE FOR ADDING MAKE UP FEED,BCOZ OF LEAKAGE AND
EVAPORATION.
Q. Butt clearance will increase or decrease after 8000 hrs? What about stuffing gland rings?
ANS. Butt clearance of piston ring (intial 0.5-1% cyl. Bore)will increase and those of stuffing
box rings( 3 and 4 mm) will decrease with time. When butt clearance of stuffing gland
becomes zero then we change the ring.
Q. Uniflow scavenging, name other 2, which 1 is better and why, which 1 has more power
stroke and why?
ANS.LOOP FLOW and cross flow. Uniflow is better because there is less intermixing of
scavenge air and exhaust gas.BecOz there is no change in the direction of scavenge air in the
cylinder.and when cyl. Length is more than loop n cross scavenging becomes difficult. Uniflow
has more power stroke bcoz of better scavange efficiency and use of super long stroke.
Q. why is a balance weight fitted ? why not in main engine?
ANS. balance weight r fitted only in a/e bcoz during exhaust stroke piston tries to fly out n also
to reduce 1st order moment. In m/e 1st order moment r compensated by providing idle gear in
chain drive arrangement.2nd order moment is also compensated by providing a smaller idle gear
which rotate at double the engine rpm and is fitted at chain drive.
Q. what is difference between valve rotocap and spinner and why rotocap on A/E and spinners on M/E, what is
the driving force in both of them..Maintenance and parts of valve rotocap..?no. of cotter and why only
Top most ring is known as compression ring.Every piston ring has engraved marking....that can be matched with that
given in manual. Also can be compare with the sequence in which the piston ring of other piston of the unit is arranged.
Vertical Groove clearance : around 0.4mm and ring should be renewed if it reaches 0.7mm
Butt clearance : Will allow thermal expansion. If too large - blow past.
Between 0.5 1% of the liner bore.
MAXIMUM ALLOWABLE BUTT CLEARENCE IS NOT USUALLY SPECIFIED AS LIMIT OF 15% WEAR ON THE RADIAL
THICKNESS OF THE PISTON RING AUTOMATICALLY PUTS A LIMIT TO THE BUTT CLEARENCE
axial opening of web will occur,so thrust will be there.to absord that thrust it is provided,see
r.sen p292) . What is the role of holder bridge in a thrust block and how thrust is transferred
to the ships hull.(SEE R.SEN p54).
Q. overhauling of A/E fuel injector and testing, M/E fuel injector overhauling and testing? Did fuel
injectors can be separately injected in both? (YES in ME type) will it increase the combustion
pressure?
Q. stuffing box diagram with rings name,, scrapper ring ,,sealing ring clearances?
1- how quills and lubricator works with diagram,how pressure is developed in lubricator and
how pressur is maintained in quills? liner ovality? why liner wear in f-a part? in 1 unit it is
found to be more than other..y? how to rectify?safeties?tools?
ANS. It is boundry lubrication. Liner wear down is normally more in p-s direction but in tanker
during long ballast passage it is more in frwd- aft direction due to trim. Mainly in aft.
47. what s running direction interlock? hw s d arrangement? hw it s working?(refer arahna)
If the direction of rotation of the engines contrary to the command from the Telegraph, we consider it as
the'wrong' direction. In this situation, the fuel cut out servo must operate to shut-off fuel, in case the engine is already
running. In addition, the starting air is not allowed to be released, thus preventing the re-starting of theengine in the
wrong direction. The Running direction interlock in this engine is connected to the camshaft, and will be operated by the
movement of the camshaft. If the camshaft does not reverse, then oil pressure does not act on the fuel cut-off
servomotor, as can be seen in the sketch below. Thus fuel is cut-off.
Did your engine can be adjusted for Exhaust valve timings? Why?(YES)
ANS. NORMALLY WE DONT CHANGE but we change if chain slack. here we also take
virtual tappet clearance. Taken in running engine at full load.
Q. resin chocks?how it better than conventional one??where fitted,hw fitted and y
fitted??(SEE ARHANA)
5. Radial T/C vs Axial T/C? Advantages? Emergency lub. Of turbocharger? Why coil spring is
being replaced by spring air in M/E? Can u see ne moving part in exhaust V/V from outside?
What it represents?
ANS. We can see rotation check rod from outside. During working it rotates showing that v/v is
working. We can also check that v/v s closed or not if needed during adjustment.
3.what is SAC vol in injectors..?
The Sac is a small volume within the fuel flow path of an electronic fuel injector. In this study, it is defined as the volume between the valve seat (fuel shut off
point) and the entrance to the final metering orifice of the injector. This sac causes fuel injectors to deliver uncalibrated excess fuel .
Q. What is super long stroke and its advantages. Its effects and changes that have been made in engine
design to counter its effects.
ANS. Superlong stroke= stroke/bore ratio is more then 3.8. advantages= cheaper fuel can be burnd as more
time is available for burning, hull efficiency is more when we have slow turning large dia. Propeller but we
cant increase mean piston speed above certain limit. Now since m.p.s = 2x stroke x rps. So to reduce rpm we
increase stroke.
q. why turning moment is more while running ahead than astern?? Why torque on rudder is more
while running astern??
turning moment is more in running ahead due to neutral point which is about L/6 dist. from fwd and
when running astern it is from aft...........and running astern greater force act at rudder so higher
torque.......
Q. how to calculate SFOC, POWER? How to calculate power if indicator fucked.?( torsiometer)
Q. Difference b/w MIP n MEP?
ANS. MIP=the pressure which when acting on the piston will perform the same work as performed during the
cycle.
MEP= theoretical pressure acting on the engine during power stroke.
ANS.
globe v/v -Remove the wheel nut and the wheel handle.Open the bonnet bolts and the top portion of the valve
along with the valve seat, stem etc will come out. The bottom portion of the valve will be separate.Hold the bonnet in a
vice and open the gland bolts. Then loosen the gland flange and the gland bush. The valve stem should then be screwed
clockwise and it would come out from below along with the valve disc.bcoz thread Is not in full portion so it will damage.
Remove the set screw that is securing the valve disc to the stem. Remove all the gland packings with a gland packing
extractor.
Gate v/v
Open the wheel nut and remove the hand wheel. Open the gland bolts and slacken the gland flange and the gland
bush. Open the bonnet bolts and remove the bonnet along with the bonnet and the valve wedge. Unscrew the valve
stem from beneath the bonnet.
inspection in spindle 1.Check all the threaded parts for damage and if there is any damage on the thread then the
threads must be dressed by a needle file.
2. Check the stem for straightness. The simplest method of checking is by rolling on a flat surface, but the correct
method is to put it on a lathe and center it. Thereafter with the help of a dial gauge put on a magnetic stand at a
suitable point, check the distortion.
3. Check the stem for scratches, as these can damage the gland packing. Any scratches must be removed with an
emery paper or oil stone.
4.The valve and the valve seat must be inspected and if found to be in fairly good condition, they must be ground
together by using a guide for centering and a suitable grade lapping paste. A 1200 grit lapping paste would be suitable
in most conditions (carborandum).
How we knw that lapping is done- 1. Apply Prussian blue on seat. Turn v/v by one turn. If all v/v gets colored then
ok else v/v or seat is not properly even. So more lapping.
2. Mark pencil mark at some places on seat. Put v/v n turn half round. If all mark gone then ok else do more lapping.
SAME LAPPING CHECK MEHTOD FOR EXHAUST V/V.
Safeties-worn in addition to the personal protective equipment, Welding should not be carried out in hot/humid conditions
which might cause sweat or damp clothing. Under no circumstances whatsoever should a welder work in wet conditions.
Wear welder's goggles or a face shield. Buttweld-the weld is formed by placing two pieces of metal with their edge side by side n
then welding the edges together. Lap weld-made by placing one piece of metal on the other so that they overlap .edge of upper is then
welded to the surface of lower.
Q. What are pms and cms. What are all the system you had in your ship according to pms ..and cms?
Ans. Class societies allow special status to ships with well implemented PMS. Survey of various machinery components
is performed usually with regular Class surveyor inspection, and it is based on schedule given in Continous Machinery
Survey. Surveyor comes to ship several times per year and inspects various machinery components, determining their
condition. Inspection is scheduled every five years and the system is intended to assure good functionality of ship's
machinery and therefore safety of the ship. As PMS is increasing overall safety and reliability of the ship, Class societies
allow another form of Survey to be performed on the ships with well established PMS. Most of CSM inspections (all
except steering gear and pressure vessels) is carried out by Chief Engineer, based on regular PMS jobs, and Class
surveyor is coming on board the ship only once a year to inspect items Chief Engineer is not entitled to and to check what
items were inspected since last Class inspection.
Q. engine room overhead crane safeties n maintenance ?why lower n upper limit switch is provided? What type of brake n its
working?
Crane takes the load due to the friction b/w the rope windings and the drum. So the number of windings should never go less then
certain number. So we provide lower limit switch.
Upper limit switch is to trip the motor on reaching max. up.
1)electromagnetic brakes are used which are fitted inside the rotating drum. They keep compressing a spring by power n
when power goes, the spring applies the brake.
2) Emergency stop is provided in the remote so that the operator can stop the crane at any time.
3)motor is fitted with distance limit switch in both transverse and longitudinal direction, up and down direction so that the
travel of the trolley and hence crane should not overshoot the racks end. Mechanical stoppers are provided for both
directions in case the electrical distance limit trips fail.
4) motor is fitted with thermal protection trip. When the motor windings get overheated, trip will activate saving the motor
winding from burning.Load limit switch is also fitted which will trip the motor if the load to be lifted is above the crane
capacity.
5) Additional tools like i-bolts, shackle, wire sling, belts etc. used for lifting must be checked before use. No one walks or
stand below the crane when it is in the loaded condition.
ACETELENE STORAGE
Q.how acetelene(C2H2)stored in cylinder??why it is stored in form of acetone?? what is pressure and safety? Flashback
arrestor.where placed n working?
ANS. ACETYLENE When burned with oxygen, produces a hot flame, having a temperature around 3000C. Acetylene
odor that is readily detected even when the gas is highly diluted with air. Pure acetylene is self-explosive if stored in the
free state under a pressure of 2bar.A slight shock is likely to cause it to explode. Acetylene becomes extremely dangerous
if used above 1atm(1 bar).Cylinder Design Acetylene can be safely compressed up to 18 bar when dissolved in acetone
and stored in cylinders filled with porous material, such as charcoal, portland cement or firebrick. These porous filler
materials aid in the prevention of high-pressure gas pockets forming in the cylinder. Acetone is a liquid chemical that
dissolves large portions of acetylene under pressure without changing the nature of the gas. Being a liquid, acetone can
be drawn from an acetylene cylinder when it is not upright. You should not store acetylene cylinders on their side, but if
they are, you must let the cylinder stand upright for a minimum of 2 hours before using. This allows the acetone to settle
to the bottom of the cylinder. NOTE: Acetone contaminates the hoses, regulators, torch, and disrupts the flame.
Q. Where should a Flashback Arrestor be placed? Its Working?
The flashback arrestor should be placed at the closest point to the flame, if due to un-avoidable circumstances the Arrestor cannot be
places close to the cutting nozzle or the flame then it should be placed of the main pipe line, and also on the fuel gas bank, vessel,
cylinder.
TROUBLE
Does not deliver any liquid
CAUSE
Insufficient priming liquid
Insufficient pump speed
Excessive discharge pressure (such as a partially closed valve or some
other obstruction in the discharge line)
Excessive suction lift Clogged impeller passages
Wrong direction of rotation
Clogged suction screen (if used)
Ruptured suction line
Loss of suction pressure
Insufficient capacity
M/E & A/E AIR COOLER CLEANING (BOTH AIR N WATER SIDE)
Q.how M/E and A/E (see water side n air side in aux. engine folder)air cooler cleaning done.What chemical used (ACC 9,),what is
interval of cleaning, what is manometer normal pr. (160mm aq)and what pr. it should be cleaned ?How will u come 2 know air
cooler needs cleaning?
ANS. SEE VOL 2.910-1. Air cooler cleaning p/p is provided for cooling air side of m/e air cooler. p/p has two suctions.one from a
tank and other from fresh water line.first the tank is filled with fresh water and chemical acc9 is added to it. Then it is circulated from
tank to tank for proper mixing. Then it is pumped to air cooler where we have nozzles on the upper side of cooler. The drain goes to
bilges. After cleaning, fresh water is supplied to nozzles for washing.
FOR BOTH M/E AND A/E, AIR SIDE CLEANING-if pressure drop across air cooler becomes double. WATER SIDE CLEANING-if
temperature of air at cooler outlet increase considerably.
PUNCTURE V/V
&
Q.what is the function of wear ring in pumps?where fitted?parts of mechanical seal? inspection in mechanical seal during
overhauling, how you will make sure it is usable or not, Mechanical seal.. pms routine.kya dekhoge ki mech. seal change karna hai?
types of c/f p/p? lantern ring fitting??
ANS. Wear rings are typically found on pumps with closed impellers. It decrease the
amount of leakage loss around the impeller. And also as name indicates 'WEAR' which is a
ring can sacrifice its size by taking friction generated between stationary and rotating
elements. The replacement of rings is cheaper than replacing impellers/casing. Wear rings
r fitted to the impeller and/or the pump casing. Parts of Mech. Seal- Rotating and fixed face: The
rotating face is connected to the rotating shaft while the fixed face is connected to the pump housing.
Function of mech.seal- prevent liquid under pressure from leaking out of the pump, or from drawing air into
the pump when under vacuum conditions.
Damage to mech.seal can occur due to- Abrasives- abrasive particles in the liquid being pumped
infiltrates with the liquid between the seal faces and grind away the carbon primary ring. The normal shiny
face of the primary ring and mating ring. Heat Damage-Excessive heat can damage the primary ring and
the elastomer parts. The primary ring is made primarily of carbon. Should the pump be operated without
liquid - even for a very short period of time - the primary and mating ring faces are denied lubricant. This
causes the faces to become very hot. The binder mixed with the carbon breaks down and the face of the
primary ring turns to a dull black powder.
Lantern ring is provided in centrifugal p/p stuffing gland. Located at center of gland and It is a hollow ring which receives liquid from
discharge side of p/p and cool, lubricate the gland. It is provided bcoz the gland may not get proper cooling as p/p may be under
vacuum.
Q. Removal of CENTRIGUGAL Pump for Inspection?
1 Isolate pump electrical circuit breaker on main switch board and attach a warning notice. (Do Not Operate or Men at
Work).
2. Switch off and lock pump supply at its local supply panel. Attach a warning notice to pump local supply panel.
3. Close suction and discharge valves, chain and lock hand wheels.
4. Open pump suction and discharge pipe drain valves to bilge and when water ceases to flow; crack open the pipes /
pump flange joints carefully to ensure that pump has drained off and is safe for opening.
5. Fix a shackle to lifting pad eye above pump and hang chain block; ensuring SWL of block, slings and shackles are
satisfactory.
6. Use a center-punch to mark coupling and casing, then remove the coupling bolts.
7. Disconnect, fixed tag and remove motor supply cables; taping over bare ends with insulating tape.
8. Connect shackle and sling to motor eyebolt and lift motor clear of pump using overhead chain block. Lay motor on its
side out of harms way, protecting machined surfaces on both pump and motor coupling halves against damage.
(Cardboard and masking tape is quick and efficient method.)
9. Disconnect all external fittings from pump casing e.g. cooling pipe, pressure gauge, oil reservoirs and air cock.
10. Remove bolting from top cover and remove cover. Scrape off old gasket and check mating surfaces, and renew
gasket on assembly. (Light smear of grease on gasket / faces)
11. The pump shaft with impeller can be lifted out of casing.
12. Dismantle the impeller, and remove the wear ring.
13. Remove the gland packing and disregard; replacing it on rebuild.
Q. Inspection Procedure for CENTRIFUGAL Pump and Motor?
ANS. Pump
1. Impeller, pump shaft and internal volute/casing can now be inspected for erosion, pitting and wear.
2. Rectify pitting or erosion in the impeller and casing with brass putty.
3. Check main drive shaft bearings and thrust bearings for wear and replace if required.
4. Check wear ring clearance using feeler gauges; in my day at sea it was general practice is to replace with new rings at major
overhaul.
5. Check impeller / shaft key and keyways for damage and undue wear, Unscrew impeller shaft securing nut and check threads are in
satisfactory condition; retighten to manufacturers torque settings.
6. Give all parts a good clean removing any dirt/ medium residue
7. Enter date of overhaul and parts renewed in the pump maintenance record card.
Drive Motor
1. Grip motor drive shaft /coupling firmly and check for excess axial and longitudinal movement. Rotate shaft at speed by hand,
allowing it to run to a stop whilst listening for excess noise from bearings. Any doubt on either counts, the bearings should be
replaced.
2. Megger check motor windings to ensure no dampness is present and windings are in good condition. Any suspect readings indicate
a full motor strip to check condition of rotor and stator.
3. If these checks are satisfactory, grease bearings as required. Some bearings are now sealed for life and will not require greasing.
Never panic in such situation, be calm and composed. Emergency generator will restore the power in no time.
Inform Officer on bridge briefly about the condition.
Call for man power and inform the chief engineer.
If the main propulsion plant is running, bring the fuel lever to zero position.
Close the feed of the running purifier to avoid overflow and wastage of fuel.
If auxiliary boiler was running, shut the main steam stop valve to maintain the steam pressure.
Find out the problem and reason for blackout and rectify the same.
Before starting the generator set, start the pre- lubrication priming pump if the supply for the same is given from the
emergency generator; if not, then use manual priming handle (provided in some generator).
9. Start the generator and take it on load. Then immediately start the main engine lube oil pump and main engine jacket
water pump.
10. Reset breakers and start all the other required machinery and system. Reset breakers that are included in preferential
tripping sequence. (Non-essential machinery).
02.
03.
04.
05.
DRAIN THE CONDENSATE FROM THE STEAM INLET AND RETURN LINES OF THE SOOT BLOWER
STEAM PIPING.
OPEN STEAM INLET TO SOOT BLOWER SLOWLY AND LET ALL THE CONDENSATE PASS ON TO THE
RETURN LINE BY KEEPING THE LINES OPENED.
OPEN THE STEAM INLET FULL ONCE ENSURED THAT THE CONDENSATE IS COMPLETELY
DRAINED.
MOVE THE SOOT BLOWERS BY HAND, AND CHECK THE CONTENTS WHICH ARE COMING OUT OF
THE FUNNEL.
CLOSE ALL STEAM INLET AND EXHAUST PIPING TO THE SOOT BLOWER AND CHECK PRESSURE DROP.
WHEN TO DO- 1. IN VERY WATCH
2. WHEN PRESSURE DROP INCREASES BY 15mmWG.
3. WHEN GAS OUTLET TEMP. AFTER EGB IS 15*C HIGHER THEN CLEAN EGB GAS TEMP.
Q. Hole in a sea water line how will u repair? If hole is big? Hole is small??If line is not pressuresd
?Material of sea water line??
Ans. If hole is small1.use rubber piece and jubilee clip
MONEL METAL- CU:NI= 2:1 IT IS RESISTENT TO SEA WATER CORROSION AND EROSION.
STAINLESS STEEL CHROMIUM=18%, NICKEL- 8%, CARBON- 0.1% and rest iron. Stainless
steel when comes in contact with air or water forms a layer of protective chromium oxide
which prevents it from corrosion.
NIMONIC ALLOY- carbon 0.1%, chromium- 20%, iron -3%, titanium- 2.4% , aluminium- 1.4%,
nickel- 75%.
Resistant to corrosion at high temp., creep resistant, good strength n hardness at high temp.
Q.Definition of suction head and characteristics?
ANS. Npsh available- it is the head that the p/p shud provide by causing drop in preesure to raise liquid from
tank level. The head that a pump must provide by providing pressure drop on the suction side to raise the
liquid from the supply well to the level of the pump. Also known as suction lift.
Propeller drop- taken by poker gauge. First the propeller is brought at the reference point. For
some engine this reference point is marked on the propeller and for some engine we have to
bring the piston of cyl. Nearest to fltwheel at TDC. Then remove rope guard at take propeller
drop.(max.2 mm for oil type, n for water type it depends upon dia. Of shaft.for above 305mm
it is 8mm)
Rudder drop- taken by trammel gauge. This takes the form of an 'L' shape bar of suitable construction.
When the vessel is built a distinct centrepunch mark is placed onto the ruder stock and onto a suitable location
on the vessels structure, here given as a girder which is typical. The trammel is manufactured to suit these
marks As the carrier wears the upper pointer will fall below the centrepunch mark by an amount equal to the
wear down.