Professional Documents
Culture Documents
Of Maritime Studies
Takwe- Khurd, Mumbai-Pune Highway (NH4), Lonavala-
410 405
Dist-Pune, Maharashtra
MEO Class IV
Quick Reference
Notes
General Engineering
Motor Engineering
Marine Engine Practices
Guided By-
Prepared By:-
GME 16 & 17 Mr. Biju Baben
Course Incharge, GME
GENERAL
HOW TO FIND LEAST COUNT IN A VERNIER CALIPER?
Ans- A Vernier scale is constructed by taking 49 main scale divisions dividing them into 50 divisions i.e.
49mm divided into 50 parts, therefore
Flame Arrester: will not let the fire to come out from inside.
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WHAT IS ERMATO TYPE JOINT?
Ans- It is a type of coupling used for absorbing vibration, fitted on pipes like scavenge drain pipe, in tanks
steam heating coils, where lot of vibrations can arise due to water hammering effects.
COMPOSITION OF STEEL, MILD STEEL, IRON, COPPER, BRONZE, BRASS, WHITE METAL, MONEL?
Ans-
Steel is an alloy of iron and other elements, including carbon. When carbon is the primary alloying
element, its content in the steel is between 0.002% and 2.1% by weight.
Bronze is typically 88% copper and 12% tin.
Brass- copper and zinc.
Monel-primarily composed of nickel (up to 67%) and copper, with some iron and other
trace elements.
PROPERTIES OF MATERIALS?
Ans-
Hardness: Resistance to abrasion.
Toughness: Ability to absorb maximum energy before fracture.
Strength: Ability to resist rupture.
Malleability: Ability to deform plastically under tension.
Ductility: Ability to deform plastically under compression.
Stiffness: Ability to withstand deformation.
Resilience: Resistance to shock and impact.
Creep: Plastic flow under heat or load.
Endurance: Ability to withstand alternating stresses.
Brittleness: Tendency of material to fail without plastic deformation.
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Elasticity
Plasticity
Weld ability
Endurance: Ability to withstand alternating stresses
Cast ability
WHAT IS pH VALUE?
Ans- It is the logarithm of the reciprocal of the hydrogen ion concentration expressed in gram ion per liter.
Pure water at 25 degree centigrade consists of equal concentration of the hydrogen and the hydroxyl ions
and equal to 10-14 gram ion per liter. If the hydroxyl ion concentration exceeds the hydrogen ion
concentration then the solution is basic and vice versa is acidic in nature.
The PH scale is a logarithmic scale that usually runs from 1 to 14.Each whole pH value below 7 is 10
times more acidic than the higher value and each whole pH value above 7 is 10 times less acidic than 1 below
it.
pH value = log [1/H+]
If the water temperature is increased, the concentration of the hydrogen ion increases and hence acidity.
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Longitudinal stress: Pd/2t
Where P= pressure inside the vessel, d= diameter of the arc, t= thickness of the shell plating
Circumferential stress: Pd/4t
More over a considerable material and weight saving is achieved as minor is along the direction of maximum
stress.
BRIDGE INFORMS LOT OF SMOKE COMING FROM FUNNEL. WHAT ALL THINGS WE SHOULD DO?
Ans-
Reduce load on engine.
Check purifier operating alright/ reduce throughput to have better purification.
Drain water from settling & service tank.
Check scavenge air temperature & adjust if required.
Check the boiler uptake temperature.
Soot blow the economizer.
Ensure, fuel oil end heater outlet temperature proper corresponding to attain viscosity at the point
of injection.
Check, if any particular Exhaust temperature is higher than others, if so, then stop the engine, Change
the injector with a spare overhauled injector.
Check all fuel pump timings are correct or not.
Dismantle and carry out overhaul of T/C.
Send fuel oil for Laboratory analysis.
Reasons: -
Improper combustion.
Burning of carbon particles collected at EGE.
Boiler uptake fire.
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Overloading of engine.
Lots of smoke is also seen in scavenge fire.
Exhaust valve is defective.
Fuel valve is defective.
Purifier not working efficiently.
Fuel oil quality is bad or water in fuel.
WHAT ACTION WOULD YOU TAKE IN THE EVENT OF FIRE BREAKING OUT IN THE MACHINERY
SPACE?
Ans-
If a Fire breaks out, the alarm should be raised and the Bridge informed immediately. If the Ship is in
Port, the Local Fire Authority should be called. If possible, an attempt should be made to extinguish
or limit the fire by any means possible (a Fire in its first few minutes can usually be readily
extinguished).
Ventilation fans should be stopped (should stop automatically on activation of fire alarm). Openings
to the space should be sealed to reduce the supply of air to the fire and to prevent it spreading. Any
fuel lines feeding the fire or threatened by it should be isolated. If practicable, combustible materials
adjacent to the Fire should be removed.
After the Fire has been extinguished, precautions should be taken against spontaneous re-ignition.
Personnel, unless wearing breathing apparatus, should not re-enter a space in which a fire has
occurred before it has been fully ventilated.
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The time of spill should be recorded with the place or position of ship at the time of spill along with
approximate quantity and type of oil.
Circumstances of discharge or escape would be logged in oil record book and engine room log book.
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WHAT PROCEDURE WOULD YOU GO THROUGH BEFORE TAKING OVER A WATCH?
Ans- Before taking over a watch a round of the machinery space should be taken, checking various temps
and pressures of machinery. Also checking oil and tank levels. Check the log book and ensure all parameters
are met. Also ensure that you understand any instructions that are handed over to you i.e., any machinery
that might be out of service.
WHAT PROCEDURE DOES THE DUTY ENGINEER FOLLOW WHEN ANSWERING AN ALARM ON UMS?
Ans-
Ensure wearing correct clothing before entering engine room.
Never use the ships lift, if fitted use the stairs.
Once in the engine room inform bridge.
Answer alarm, rectify problem.
Then inform bridge when vacating the engine room.
GIVE A SHIP BOARD USE OF SPHEROIDAL CAST IRON AND THE PROPERTIES THAT MAKE IT
SUITABLE FOR THIS USE?
Ans- Cylinder heads and liners. It has high compressive strength qualities and also good wears resistive
qualities
WHERE ON BOARD A SHIP WOULD YOU FIND INFORMATION ON THE CARRIAGE OF HAZARDOUS
SUBSTANCES?
Ans- Information on the carriage of hazardous substances would be found in the IMDG (International
Maritime Dangerous Goods Code) which would normally be found on the bridge.
GIVE A SHIPBOARD USE OF AL. BRONZE AND THE PROPERTIES THAT MAKE IT SUITABLE FOR THIS
USE?
Ans- Pump impellers. It has good wear, fatigue and corrosive properties.
HOW MANY PUMPS ARE THERE IN THE ENGINE ROOM THAT YOU CAN PUMP BILGES WITH?
Ans- A bilge pump which is normally positive displacement. The others may vary from ship to ship but can
be the ballast pump, general service pump and main S.W. pump. These pumps are only used for pumping
bilges in the event of emergency and have an emergency bilge suction/injection valve connected to them.
Batteries can supply emergency power or an emergency generator or even both systems can be used.
Rating of the emergency power supply should be made in such a way that it provides supply to the
essential systems of the ship such as: -
a) Steering gear system
c) Watertight doors.
d) Firefighting system.
Emergency generator is normally located outside the machinery space of the ship. This is done
mainly to avoid those emergency situations wherein access to the engine room is not possible. A
switchboard in the emergency generator room supplies power to different essential machinery.
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Without this oxide film, their corrosion resistance is only slightly better than other engineering steels.
WHAT IS VISCOSITY? DIFFERENTIATE BETWEEN THE KINEMATIC VISCOSITY AND THE DYNAMIC
VISCOSITY
Ans- Viscosity is defined as the resistance of fluids to change of shape, being due to the internal molecular
friction of molecule with molecule of the fluid producing the frictional drag effect. Absolute (Dynamic)
viscosity is numerically equal to the force to shear a plane of fluid surface of area of a unit square meter,
over another plane surface at the rate of one meter per sec, when the distance between the surfaces is one
meter.
Kinematic viscosity is the ratio of the absolute viscosity to the density at the temperature of viscosity
measurement.
Viscosity index is a numerical value which measures the ability of the oil to resist the change in viscosity
with the change in temperature. A high viscosity index shows a good resistance to the change in viscosity
with change in temperature.
WHAT IS A SHIPBOARD USE OF STAINLESS STEEL AND THE PROPERTIES THAT MAKE IT
APPROPRIATE?
Ans- Stainless steel could be used for seawater pump shafts. It has good corrosive properties.
WHAT WOULD HAPPEN IF THE DUTY ENGINEER DID NOT REPORT IN AFTER ANSWERING AN
ALARM?
Ans- The dead man alarm would activate which the duty engineer would have to accept in the engine room,
if not accepted the watch keeper on the bridge would send someone to investigate if there was a problem.
WHY WOULD THE BRIDGE NEED TO BE INFORMED THAT THE ENGINE IS ABOUT TO BE STOPPED?
Ans- The bridge would need to be informed that the engine was about to be stopped to ensure it was
navigationally safe to do so i.e. not in busy shipping lanes or near land.
WHAT IS A COALESCER?
Ans-A device consisting of a material whose surface provokes coalescence. The process of combining of
larger droplets of a liquid like oil into larger droplets is called coalescing.
WHAT IS A NODE?
Ans- A node is found where the deflection is zero and the amplitude changes its sign in a vibrating medium.
The more the nodes in a given length the higher the corresponding natural frequency.
WHAT ARE THE METHODS TO COPE UP WITH THE SECOND ORDER MOMENTS?
Ans- a. A compensator mounted on the aft end of the engine driven by the main engine chain drive
mechanism.
b .A compensator mounted on the fore end driven from the crankshaft thus a separate chain drive.
c. A compensator on both aft and fore end completely eliminating the external 2nd order moment.
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WHAT IS CAUSTIC CRACKING OR EMBRITTLEMENT? WHAT IS ITS CAUSE? SUGGEST REMEDY?
Ans- This is a form of intercrystalline/intergrannular cracking and occurs when a specific corrodent and
sufficient tensile stress exists. Iron consists of ferritic granules bonded by iron carbide so this gives a scope
of the intergrannular corrosion. This can be found in water tubes, super heater, reheat tubes, and in stressed
components of the water drum. The stress may be due to thermal, bending or residual stress (due to
welding). This usually occurs as a localized attack in the combination of NaOH, some soluble silica and a
tensile stress. The mechanism begins with the accumulation of the corrodent NaOH due to
DNB (Departure from Nucleate Boiling)
Deposition
Evaporation at the water line
Small leakage
High heat flux (rapid evaporation)
High pressure
This corrosion below 149C or with NaOH concentration below 5% is rare. Increased susceptibility
occurs at about 20~40%. This corrosion is difficult to identify in the beginning and ND testing has to be
carried out at the suspected areas. At some time after the initial start of the corrosion, this manifests as a
whitish highly alkaline deposits or sparkling magnetite.
Counter measures:
Applying heat treatment process to relieve stresses after fabrication/repairs (welding etc.)
Correct and accurate boiler water treatment
Avoid DNB
Avoid accumulation of the deposits
Prevent leakage of corrodent.
Prevent carryover
Use of rifling in the water tubes
A SHELL & TUBE TYPE COOLER TUBES ARE LEAKING, WHAT IS THE PROCEDURE TO RECTIFY THE
LEAKS?
Ans- Before jumping to any conclusions it is prudent to check where the leaks are from. It could be from the
breach on the tube (a hole etc.) or from the origination of small gaps between the tube plate and the
expanded portion of the tube. The procedure should to be based on the findings.
A holed tube should be plugged from both the sides; the plugs can be of cork, wood, rubber, brass, or copper
as supplied by the manufacturer. Care should be taken when plugging with the metal plugs, not to damage
the tube plate.
If the leaks are from the gaps between the tube plate and the tubes, slight flaring of the tube may help
preventing the leaks however this flaring, if excessive will damage the tube plate and also the tube itself.
Alternative methods are available by carrying out surface preparation and applying metal repair putty, like
Devcons brush able ceramic repair putty.
In the above process, if the plugging of the tubes is about 10% the tubes have to be renewed.
PUMPS
WHAT IS CAVITATION?
Ans- Drop in pressure in suction side is greater than vapor pressure of liquid, possibility of liquid drawing
vapor is there and vapor cavities are formed which moves to high pressure regions and collapses creating
shock waves, which may result in erosion of parts.
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WHAT IS THE CORRECT METHOD OF STARTING AND STOPPING AS CENTRIFUGAL PUMP?
Ans- The correct way to start and stop a centrifugal pump is with the discharge valve from the pump closed,
i.e. less load on the motor when starting and stopping
WHAT IS NPSH AVAILABLE AND NPSH REQUIRED? AND FROM WHERE WE GET THESE VALUE?
Ans- If the pressure exerted by the atmospheric air is H0 is more than three losses mentioned below:
Loss of head because of friction in suction line H1
Loss of head because of velocity of liquid H2
Loss of head in raising liquid to the pump suction H3
However, the liquid can be discharge effectively and without cavitation of the pump only if this left
over head called available NPSH is greater than the required NPSH of the pump. We have calculated
available NPSH as [H0-(H1+H2) +H3], whereas required NPSH is given by pump manufacturer after
conducting trial on the pump.
RECIPROCATING PUMP IS GETTING OVER HEATED, WHAT CHECKS SHOULD BE CARRIED OUT?
Ans-
Inlet and outlet valves are to be examined
Inspect the seat and lapping should be done if required
Valve lift should be checked
Inspect piston and piston rings
Spring (valves should be checked for tension and springing action)
Liner wear down should be checked
Driving belt should be checked for wear down or damage.
WHAT WOULD HAPPEN TO THE AMPERES OF A CENTRIFUGAL PUMP IF IT WERE WITH THE
DISCHARGE VALVE SHUT?
Ans- The amps would drop as there would be no load on the pump
WHAT DOES A POSITIVE DISPLACEMENT PUMP REQUIRE THAT A CENTRIFUGAL PUMP DOES NOT?
Ans- A relief valve.
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REASON FOR REDUCED OUTPUT AND VIBRATIONS IN CENTRIFUGAL PUMPS?
Ans- Causes of reduced output of a centrifugal pump:
Worn wear ring
Choked suction filter
Air sucking in
Lack of priming
Cavitation
Improper maintenance.
Friction and leakage losses
Loss of suction head
Low voltage is applied to the pump motor
Causes of vibration:
Misalignment of shaft
Worn bearings
Loose foundation bolts
Worn or corroded parts
Improper clearances
hydraulic clearances - not proper on the impeller
coupling bolts / seating damaged
Bottom bush worn out
Heavy objects/debris deposits
Corrosion/erosion on the rotating parts
WHY CENTRIFUGAL PUMPS USED FOR SEA WATER COOLING AND LUB OIL PUMPING DUTIES? NAD
WHAT ARE THEIR DRAW BACKS?
Ans- Small & light for the volume of water they handle. Limited wear because very small contacts of
metals. Less maintenance and no lubrication needed.
Drawback is they are not self-priming, but in case of sea water pumping
doesnt require any priming, same is the case of M/E Lube Oil pump which is kept in tank. In case of lube oil
system, two stage pumps are used to achieve require pumping pressure because low pressure developed.
MATERIAL FOR WORM GEAR AND SHAFT (SPIRAL GEAR AND PINION)?
Ans- A spiral bevel gear is a bevel gear with helical teeth. It is used in purifier motor drive where the
direction of drive from the drive shaft must be turned 90 degrees to rotate the bowl. The helical design
produces less vibration and noise than conventional straight-cut or spur-cut gear with straight teeth. A
spiral bevel gear set should always be replaced in pairs i.e. both the left hand and right hand gears should
be replaced together since the gears are manufactured and lapped in pairs. Material used for construction
are generally hardened steels like carbonized nichrome steel.
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CENTRIFUGAL PUMP OVERHAULING.
Ans-
Overhauling important points:
Punch matching marks. Drain properly before opening pump. Renew gaskets and gland packing.
Checks
1. Check for corrosion, pitting and cavitation(repair using devcon or metal putty)
2. Check for thrust and shaft bearings for damages
3. Check wear ring clearances with feeler gauges or Vernier.
4. Check shaft sleeve for wear.
5. Check trueness of shaft by centering it on a lathe or rolling on ground
6. Tight impeller on to the shaft with specified torque.
7. Check shaft for scoring and damages and can be corrected by welding and turning in a lathe.
8. Check for radial clearances, if the impeller is touching the casing marks will be there, slack bearings
may be the reason
9. Check gland packing location of shaft for wear excessive wear new packing sleeves to be fitted.
10. Check for the working of lantern ring and clean it.
11. Examine the blades of impeller for wear or thinning down.
Imp checks before starting- turn the shaft with hand, properly prime and do inching and then start
and check amperage of the motor.
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WHY DO WE NEED GASKETS?
Ans-Gasket is used so that expensive machining is not required for mating parts.
WHAT ARE THE USES OF CENTRIFUGAL PUMPS, POSITIVE DISPLACEMENT PUMPS AND GEAR PUMPS
ON BOARD A SHIP?
Ans-
Centrifugal pumps Sea Water cooling pumps, JCW pumps, boiler feed pumps (multistage pumps)
Positive displacement pumps bilge pumps, steering gear pumps, cargo pumps
Gear pumps Fuel Oil booster pumps, Fuel Oil transfer pumps.
WHY IS GEAR PUMP USED FOR PUMPING OIL, WHILE A CENTRIFUGAL PUMP IS USED FOR PUMPING
WATER?
Ans- A gear pump is used for pumping oil as it has a high suction lift, is self-priming, able to produce the
discharge pressure required by the system and can handle large amounts of vapor or entrained gases. If is
also able to pump high viscous fluids.
A centrifugal pump is used for pumping water, as it is unable to pump high viscous fluids such as oil; the
centrifugal pump is not self-priming.
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WHAT MATERIALS ARE USED FOR GEARS IN GEAR PUMPS ?
Ans- Integrally forged nitri alloy steel, hardened and ground finished.
WHATS THE NEED FOR DOUBLE VOLUTE CASING AND DIFFUSER RING?
Ans-A double volute casing to provide a rotational balance and this reduces wear on radial bearings. A
diffuser ring is fitted to high-pressure centrifugal pumps to covert the kinetic energy into pressure, this ring
is fixed in the casing around the impeller in such a way that passages are formed around the vanes.
GIVE A SHIPBOARD USE FOR GREY CAST IRON AND THE PROPERTIES THAT MAKE IT SUITABLE FOR
THIS USE?
Ans- Fresh water pump casings-It has fairly good machining qualities and is also inexpensive.
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MAIN ENGINE & AUXILIARY GEN.
GENERAL DEFINATIONS
Ans-
1. Swept Volume
Swept volume can be defined as the volume swept by the engine piston during one stroke. Swept
volume is also the product of piston area and stroke.
2. Clearance Volume
Clearance volume can be defined as the volume that remains in the cylinder when the engine piston is in the
top-centre position. Clearance volume can also be defined as the difference between the total cylinder
volume and the swept volume. The space covered by the clearance volume also forms the combustion
chamber.
3. Compression Ratio
Compression ratio can be defined as the value obtained by dividing the total cylinder volume by the
clearance volume.
Compression ratio is generally between 12 and 18; however, it depends on the design of the engine.
Compression ratio outside this ration would either prevent engine from starting or lead to other problems.
Marine engines with smaller cylinders will have higher compression ratio.
4. Volumetric efficiency
Volumetric efficiency can be defined as the ratio of the volume of air drawn in to the cylinder to the swept
volume. In marine engines, the volumetric efficiency generally falls between 0.85-0.95.
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5. Scavenge Efficiency
Scavenge efficiency can be defined as the ratio of the volume of air in the cylinder at the start of the
compression to the volume swept by the piston from the top edge of the ports to the top of the strokes.
7. Natural aspiration
Natural aspiration is a term which mainly applies to four stroke engines and is defined as the process by
which air charge is brought in to the engine cylinder by only the downward movement of the piston without
using other aids.
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8. Supercharging
Supercharging is a term used to indicate that the weight of the air supplied to the engine has been
considerably increased for greater fuel usage and power production per stroke. It is also noted that
supercharged engines produce more power as compared to non-supercharged engines having the same
stroke and speed.
9. Viscosity of Oils:-Viscosity of oil is defined as the ability of the oil to flow. It is the property of the liquid
which tends to prevent relative movement between adjacent parts within itself. Generally, thicker the fluid,
higher is its viscosity; whereas thinner liquids have lower viscosity.
10. Viscosity Index:-Viscosity Index is a term which is mainly related to marine lubricating oils. It can be
defined as the change in viscosity of the oil which takes place as a result of change of temperature. Higher
the viscosity index of the lubricating oil better is the quality. This means that lubricating oil with higher
viscosity index has only a small change as a result of large temperature difference. As a general practice,
various additives are added in the oil to improve the viscosity index of the lubricating oil. Viscosity index is
a dimensionless number.
11.Cloud Point- Cloud point is the term which is related to the wax formation in the oil.Cloud point indicates
the temperature at which waxes begin to form in the oil.
Gradually, the wax formed crystallizes and clogs the filters. The cloud point helps in finding out the tendency
of the oil to form wax.
12. Pour Point Pour point of the oil can be defined as the temperature at which the oil stops to flow. Pour
point is lowered using additives known as pour point depressants.
13. Flash Point: - Flash point of oil can be defined as the lowest temperature at which the oil will give off
sufficient inflammable vapor to produce a flash when a small flame is brought to the surface of the oil.
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14. SAE Number: - SAE number of the oil indicates its viscosity based on classification involving two
temperatures. Every lubricating oil comes with a specific SAE number. The Society of Automotive Engineers
is responsible for the classification of SAE numbers.
Effective Power: The Power available at the output side of the engine i.e. at crankshaft flange of the
engine which connects it with the flywheel and rest of the intermediate shaft
Rated Power: It is the continuous effective power provided by the manufacturer of the engine for a
desired or rated RPM of the crankshaft. Rated power includes the loads which acts on the engine due
to auxiliary system running from the engine power
In this calculation, the frictional losses are not considered. Since it is calculated from indicated
pressure of the engine, it is called Indicated Horse Power or IHP and used for calculating mechanical
efficiency of the engine
Shaft Horse Power: The power delivered by the engine to the propeller shaft is measured by an
instrument known as torsion metre which is available on board.
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Break Horse Power: This is the power measured at the crankshaft with the brake dynamometer
and is always higher than the shaft horse power. This is because the power available at shaft accounts
for frictional and mechanical losses.
Gross Power: Continuous effective power provided by the manufacturer for a given RPM using
defined number of auxiliaries at normal service running condition without any overloading of the
engine.
Continuous Power: It is the BHP measured at the power take off end when the engine is running at
continuous safe operation range outside any time limit. This is provided by the supplier.
Overload Power: It is the power excess of effective power than the rated power for a short period
of time, when the same auxiliaries are used under similar service condition for limited period.
Minimum Power: The guaranteed minimum or lower most power value by the manufacturer for an
approximate crankshaft RPM is the minimum power of the engine.
Astern Output Power: The maximum power engine can generate when running in the astern
direction at safe condition.
Ans- The two stroke cycle can also be illustrated on a timing diagram.
1-2 Compression
2 - 3 Fuel Injection
3 - 4 Power
4 - 5 Exhaust Blow down
5 - 6 Scavenging
6 - 1 Post Scavenging
In the 2 stroke trunk piston engine, the side thrust caused by the angularity of the
connecting rod is transmitted to the liner by the piston skirt or trunk. It is therefore known as a 2 Stroke
Trunk Piston Engine. The skirt of the piston also acts to seal the scavenge air ports when the engine is at
TDC. This prevents the scavenge air from pressurizing the crankcase.
Herein lies the disadvantage of this type of engine: although it has a low overall height,
lubricating oil splashed up from the crankcase to lubricate the liner can find its way into the scavenge space,
causing fouling and a risk of a scavenge fire. There is also the likelihood of liner and piston skirt wear,
allowing air into the crankcase. This can supply the required oxygen for a crankcase explosion should a hot
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spot develop. The crankcase oil must have additives which can cope with contamination from products of
combustion, and the acids formed during combustion due to the sulphur in the fuel.
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25
WHAT IS AN OTTO CYCLE OR THE CONSTANT VOLUME CYCLE?
Ans- This is the constant volume cycle. Although no actual engine cycle operates strictly following this ideal
cycle, the analysis of this cycle provides a tool for comparison of performances of actual engines under
different operating conditions.
The most important noted difference between this ideal cycle and the normal cycle is that this is a non-
flow cycle involving an ideal gas whereas the actual cycle is a flow process and the gases are real.
This cycle is explained as follows:
At the beginning of the process the cylinder is assumed to be full with a charge of fresh air. The air is
compressed isentropically following the law PV = constant. Heat is then added to the same mass of air at
constant volume. This point represents the maximum pressure and temperature in the cycle. From here the
air is expanded isentropically to the initial volume and then the heat is rejected at the constant volume.
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HOW THE INJECTION TIMING IS ADJUSTED IN A 4S ENGINE?
Adjusting procedure:
Turn flywheel so that adjusting bolt comes to the lowermost position.
Loose the locknut and turn the flywheel to the required position of the indicator.
Turn the adjusting bolt so that the mark on the pump body align with that of the plunger.
Turn fly wheel and bring adjusting nut to lower most possible position and lock the locking nut, by
holding the adjusting bolt in the position with a wrench.
Flash point: The minimum flash point for marine fuels in the machinery space of merchant ship is
governed by the IMO; being set at 60 0C to minimize fire risk during normal stage and handling
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Pour point: It is the minimum temp. at which oil causes to flow, or can be poured. It is important
when considering storing, heating, pumping, wax crystallization, or solidification of oil.
2. Fuel Valve/Supply -Exhaust gas temperature rises due to the enlarged nozzle hole of the fuel
injection valve due to poor maintenance or inferior HFO supply.
3. Exhaust Valve Passing-Valve head or seat badly damaged/worn causing blow-by of exhaust gasses
on combustion.
5. Fouling of the Scavenge Air Passageways-Fouling of the air-side due to oil mist on suction casing
and the diffuser of the turbocharger.
Clogging of cylinder liner scavenge port by combustion products.
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6. Leakage of the Scavenge Air.-Scavenge air supply can leak between the turbo-blowers and
scavenge tableau, decreasing air supply pressure to ports.
7. Scavenge Fire-A fire occurs in scavenging chamber due to build-up of lube-oil being ignited by a
spark from a blow-by of piston rings.
10. Exhaust Valve Timing Problem-This can be caused by timing gear slipping of
hydraulic/pneumatic supply to operating components.
REASON WHY THE TBN VALUE OF M/E CRANKCASE LUBE OIL KEEP ON INCREASING?
Ans- One of the reasons can be the leakage of nitrite treated jacket water leaking into the crankcase, which
is alkaline in nature so the effective TBN of lube oil increases.
Sulphur oxides (SOx) - Produced by oxidation of sulphur in the fuel. it can cause acid rain.
Hydrocarbons (HC) - Produced by incomplete combustion of fuel and lube oil, and the evaporation of
fuel. They are carcinogenic and forms photochemical smog.
Carbon Monoxide- Formed due to combustion taking place with lack of air, toxic at higher
concentrations
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Particulate matter (PM) - A complex mixture of various organic and inorganic compounds formed due
to incomplete combustion of fuel. it mainly contains soot particles.
CRANKCASE INSPECTION
Ans-
1. Check oil condition for any smell, discoloration or degradation.
2. Turn the engine to BDC and start checking from under stuffing box area for any sign of black oil, an
indication of stuffing box leaking.
3. Check the piston rod surface for scoring marks and roughness.
4. Check piston palm bolts and locking device for slackness and fretting.
5. Check the guide and guide shoe bearing general condition and the area around frame where guide is
attached for any visible cracks.
6. Check that the guide shoe end cover bolts are in place and not slack.
7. Check cross head bearing general condition.
8. Evaluate top and bottom end of connecting rod bolt, nut and locking device for slackness, signs of
fretting, etc.
9.Check for sliding of bottom end bearing (axial movement) or floating of connecting rod.
10. Check for slip of web and journal by checking the reference mark.
11. Check web in the area of stress concentration and check tie bolt (bottom side).
12. Check cross girder, area around main bearing & bearing keep for sign of cracks and check around main
bearing.
13. All bearings must be checked for silvery color (indicates bearing wiping).
14. Check the surroundings of the oil pan area of all units for any sludge deposits, bearing metal pieces, etc.
15.Check crank case relief door- wire mesh (should be wet), spring tension, sealing ring condition, etc.
16.Check the teeth of transmission gear for sign of wear.
FILTER VS STRAINER?
Ans-
Filter is a fine mesh inserted in pipelines usually in the discharge side and return line usual size is
mentioned in microns which is the smallest particle it can filter.
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Strainer is a coarse mesh inserted in the suction line usually used to protect the pumps from heavy
debris.
*Note:- Generally it is assumed that if the particle to be removed is not visible with naked eye the unit of
filtering is called Filtering and if visible with naked eye then unit is called as straining.
Average human eye can detect specific particle between 50 to 70 microns. Most of the people cannot
see anything smaller than 325 mesh or 44 microns. Since 200 mesh is 74 microns, a general rule would be
that if the screening device is coarser than 300 mesh than it is strainer and id it finer than 200 mesh than it
is filter.
31
NEED OF HEATERS IN THE CRANKCASE?
Ans- To prevent carryover of lube oil as at low temperature separation is difficult, to maintain viscosity of
lube oil and preventing flocculation of narrow passages with LO.
Action: Blow of the fuel in the combustion chamber by prolonged air running period.
Causes
Improper combustion.
Burning of carbon particles collected at EGE.
Boiler uptake fire.
Overloading of engine.
34
Lots of smoke is also seen in scavenge fire.
Exhaust valve is defective.
Fuel valve is defective.
Purifier not working efficiently.
Fuel oil quality is bad or water in fuel.
ACTIONS ON OMD ALARM, HIGH LUBE OIL TEMPERATURE, PISTON OIL NON FLOW, SCAVENGE BOX
FIRE.
Ans-Bring the engine to slow down speed. Take permission to stop and stop. Switch off blowers and engine
room ventilation, open sky hatches. Leave the engine room and prepare firefighting equipment. Re-enter
when its safe and locate hotspot.
35
WHY OVERFLOW VALVE IN FUEL OIL RETURN LINE.
Ans-Overflow valve in the fuel oil return line maintains the set pressure within the system
MAINTENANCE DONE ON CRANKCASE RELIF DOOR AND SEATING PRESSURE,TYPE OF SPRING USED
IN CC DOOR, FLAME MESH
Ans-Crankcase doors must be free to operate, openings of mesh should be checked and made clear. Check
the sealing rings are in proper condition and not causing the valve lid to stick. In hinge type relief doors
hinges must be free to move and lubricated at regular intervals
Indications:
Slight reduction in engine speed initially due to the reduction in engine power.
High exhaust temperatures in certain cylinders,
Irregular speed of t/c.
Smoky exhaust
Discharge of soot smuts or carbon particles.
Scavenge high temperature alarm.
36
UNDER CRITICAL RUNNING AND OVERCRITICAL RUNNING
Ans-Under critical: Natural frequency is adjusted so that resonance condition occurs 40% above the MCR.
Overcritical: Natural frequency is adjusted so that resonance condition occurs 40%-70% below the MCR
Node: Point where deflection of a shaft is 0 and amplitude changes sign (more the node higher the value of
natural frequency of vibration).
Forcing frequency: Firing impulses super impose and appear as a complex wave form represented as by
harmonics(1st order, 2nd order, 3rd order.)
Balancing of vibrations: Controlling vibration by arranging out of balance forces and couples so that they
cancels out or reduced.
37
Precautions taken
1. Crankcase relief door- which relive the pressure wave, fitted at different places in crankcase and fitted
with a self-closing arrangement preventing the ingress of air and a metallic gauze to prevent flames
emerging out.
38
WHAT SHOULD YOU DO TO ENSURE THAT THERE IS NO WATER LEAKAGE INTO THE ENGINE
CYLINDER BEFORE PREPARING MAIN ENGINE FOR SEA?
Ans- The engine should be turned using turning gear with indicator cocks open, keeping a close eye on the
cocks for any signs of water discharge. Immediately prior to starting, the engine should be kicked on air.
*Note: 2 stroke engines should be turned at least one revolution, where a 4 stroke should be turned two
revolutions (a four stroke engine should be turned two revolutions as the cam shaft makes half a revolution
compared to one turn of the engine, therefore to properly check there was no water leakage from the
cylinder head into the combustion space, then engine would have to be turned twice to ensure opening of all
inlet and exhaust valves)
NITRATE IN JACKET WATER SHOULD BE AROUND 1400PPM .WHAT WILL HAPPEN IF NITRATE
COMES BELOW THIS LEVEL?
Ans- Nitrate based compounds are alkaline in nature thus they prevent corrosion by forming a stable oxide
layer on the internal surface of the pipelines. The main reason for reduction in nitrate ppm is leakage in the
system.
EXHAUST VALVE ACTUATOR SAFTEY VALVE FUNCTION AND WHAT HAPPENS WHEN SPRING AIR
PRESSURE IS TOO LOW?
Ans- The reason for the introduction of this extra precaution is the recognition of the damage that may occur
if the air spring pressure to close the exhaust valve becomes too low at high engine loads. The exhaust valve
spindle may then reach the mechanical end-stop in the fully open position while, at the same time,
the exhaust valve actuator produces max. Hydraulic pressure. The slow-down function in connection with
the safety relief valve will prevent major damage to the camshaft and the exhaust valve. Safety valve set point
is 21bar. When the air spring pressure to close the exhaust valves had become too low, due to operational
reasons, and the valve spindles reached the mechanical end-stop in the fully open position while, at the same
time, the exhaust actuator produced max. hydraulic pressure. This led to the cams slipping from their
positions and to the exhaust valve air pistons becoming damaged. When the piston reaches the mechanical
stop there wont be any air under piston and all spaces are filled with oil which is not compressible resulting
in cam slippage.
39
.
40
How to Assess or Interpret Just by Looking at the Card Diagram.
The indicator diagram shown below is a normal diagram (Diagrams taken before the use of the engine) and
the diagrams that are taken from the engine are taken and compared for deficiency.
Types of Deficiencies
We will take a look at some of the common deficiencies found in indicator diagrams.
41
Deficiency type 1
When the above diagram is compared with the normal diagram it can be seen that the compression pressure
is normal and the maximum firing pressure is too high.
This can be due to early injection, a result of incorrect fuel timing of the cams, incorrect VIT setting, or
leaking fuel injector.
Deficiency Type 2
In this diagram, it can be seen that the compression is same but the peak pressure is too low.
This effect can be a result of following factors:-
Bad quality of fuel.
Fuel injector nozzle blocked.
Fuel pumps leaking.
Low fuel pressure.
Injector seized.
42
Deficiency Type 3
This diagram shows that the compression pressure is low, and the peak pressure is also too low.
This can be due to the
Leaking exhaust valve.
Leak through piston rings i.e. broken or worn out piston rings.
High Liner wear.
Burnt piston crown.
Low scavenge pressure.
Deficiency Type 4
This diagram shows high compression pressure together with high peak pressure.
This can be as a result of the following:
Exhaust valve opening too late i.e. incorrect exhaust valve timing.
Overload of the engine.
43
M/E HIGH PRESSURE FUEL PIPE SAFETIES?
Ans- High pressure fuel pipes is drown with a rigid protection (jacketed pipe), which is practically
a second pipe, even if its thicker than the one inside, and it replaces the flexible girdle.
The space between the inner and the external pipe must never interrupt, in order to allow flowing of the
leakages. The leakages will be of very low pressure and a method for detection must be provided.
44
7. The top cover and plunger barrel assembly removed together by loosening top cover bolts and
attaching the dismounting tool.
8. Plunger barrel is separated from the top cover by keeping it in a vice.
WHY ATOMISATION TEST SHOULD NOT BE DONE IN SLIDE TYPE FUEL VALVES?
Ans- Since very small needle lift is obtained in the test equipment result in an unequal pressure distribution
in the cut off shaft resulting in a hard contact in a small area along with high frequency oscillations, low
lubricity of test oil will increase the chance of seizure. Full lift and high lubricity of heavy oil eliminates this
risk of seizure during normal operation. (Always open and clean slide type valves before testing as cold
sticky heavy oil along with small clearances can cause restriction in the movement of the spindle.)
The fuel valves taken out from the engine must be checked for function and performance. Even in engines
which are stopped on heavy fuel oil in ports the fuel injector taken out must be immediately tested with
45
diesel oil before they get cold as this will flush and clean the components. It must be noted that if the fuel
valves taken out are tested after they have cooled, will show bad performance even if they were performing
satisfactorily in service.
In the majority of cases the fuel injectors have a good spray profile but they open up at a less pressure. The
pressure adjustment can be done without opening up the valve and should be done so. The engine
manufacturers also instruct that unless the fuel injector valve has a major problem like holes choked or
valve dripping, they should not be opened up. The valve should be cleaned from the outside, pressure
checked, pressure adjusted and tagged.
1. The needle guide should be immersed in clean diesel oil and the needle taken out and checked for
free movement. In the case of any resistance which may be due to the presence of carbon or fuel
sludge the needle may be put in and pulled out in succession many times while keeping it submerged
in diesel oil. It is important to do this in a container full of clean diesel oil so the contaminants can be
flushed away.
2. After the needle guide has been cleaned, the needle should be taken almost out and then let it fall in
with its own weight. A free and smooth movement with small jerks as the clearance is making way
for the oil to come out is an indication that the clearances are all right and the needle guide is in good
condition. It must be noted that the needle should fall fully into the seat.
3. On the other hand if the needle falls fully in one go, then the clearances have increased and the fuel
will leak past the spindle and less fuel will go in the cylinder. The needle must be inspected for any
wear marks if this happens. The needle guide can be used but must be changed soon.
4. If the needle does not go down and gets struck then it must be thoroughly cleaned again. If still there
is no improvement then the needle might have become bent. Check the needle for any signs of
overheating.
5. The push rod end should be checked for any abnormal wear.
6. The seating between the nozzle body and the valve body if damaged can be repaired by lapping with
fine lapping paste. It must be noted that the lapping paste should be thoroughly flushed away with
clean diesel oil and thereafter blown dry with compressed air.
7. Check the nozzle spring for breakage, poor seating and other defects. Change if required.
8. Check the leak off pipes, shims, packing etc. for the condition. If the fuel valve is water cooled, the
cooling pockets should be cleaned with compressed air.
46
Tests and Adjustments
1. After the parts are cleaned and inspected the fuel valve is assembled as per the manufacturers
instructions and thereafter tested for function and performance.
2. The assembled fuel valve is installed on the test stand and after purging the pipe line the manual
handle is operated in quick succession. The nozzle should start discharging with a sharp crackling
noise at the set pressure. The pressure at which the injector is supposed to fire depends upon the
manufacturers engine design but normally is between 250 to 350 kg/cm2 with an allowance of plus
or minus 10 kg/cm2.
3. In case the lifting pressure is not correct, it can be adjusted by the adjusting screw.
4. The spray characteristics should be satisfactory and as per the manufacturers advice.
5. All the holes of the injector should be firing and can be checked by a torch light or a filter paper can
be folded as a cone and then the injector tested. The holes on the filter paper will show the number
of holes firing. In this procedure you must be careful as the high pressure spray can enter the skin
and is toxic for us.
6. The spray angle should be as stated by the manufacturer. The atomization of the fuel should take
place and solid spray should not come out.
8. In the case that the fuel valve is dripping the needle guide should be taken out and repaired.
Caution
The needle and the guide is always a pair and should not be interchanged with another one. Cleanliness is
the most important factor in making fuel valves. A clean fuel valve lasts a longer time. The fuel under
pressure can enter the skin and the blood stream and is toxic for humans. Take care that you stay away from
the spray. The fine mist can catch fire and in inflammable. Do not smoke or use naked lights where the fuel
injectors are being tested.
47
Test-
Opening pressure- set air pressure- 60 bar operate change lever and see the pressure at
which injector open. (If more than prescribed replace springs if less add shims).
Sealing test and sliding test for injectors( objective- check for needle valve for tightness & the slide for
correct closing.) set air pressure 1 bar, operate change lever until pressure is 80 bar below opening pressure,
maintain the pressure for 10 sec and observe nozzle holes. Push the change lever and oil should drain only
through the drain hole.
Sliding test- upto 15 bar pressure drops slowly then upto 0 bar pressure drops quickly. (Quick drop the
valve is sticking or vent holes blocked).
Pressure test for O-rings- put a plug in case of drain hole and inspect the O-ring places for leakage, if leakage,
its defective.
48
STUFFING BOX REMOVING PROCEDURE AND CHECKS?
Ans- Three type of rings are their top- scrapper cum seal rings, sealing rings and scrapper rings
Checks: Clearances normally taken are- axial clearances and ring end clearances also check for length of
spring at various loads. Stuffing box can be drawn inside the crankcase. Remove all nut in both inner and
outer flange. Except for two diametrically opposite bolts in the inner flange in the longitudinal axis of the
engine. Then stuffing box can be drawn to engine after mounting the working table and taking piston to TDC.
LINER MATERIAL
Ans- Materials used for liner is laminar cast iron. Liner must be thick enough to withstand high pressures
and thin enough to allow good heat transfer.
49
MEASURING OF BUTT OR AXIAL CLEARANCES. AND THEIR NORMAL VALUES OF PISTON RINGS?
Ans- Axial clearance or vertical clearance is measured by inserting a feeler gauge between the ring and
groove. The top two compression rings will have greater values than the others owning to high
temperature expansion. But it wont exceed .2mm. For lower compression ring maximum will be .125 mm.
for oil scrapper rings- .0625mm. Butt clearance or ring gap can be measured by putting the ring in a new
liner or the lower part of the old liner. It should be 4% cylinder bore.
WHAT IS HAMMERING IN PISTON RINGS AND HOW THEIR EFFECTS ARE REDUCED?
Ans- Hammering is caused by the relative axial movement of piston and rings as a result of gas loading and
inertia when piston changes direction at BDC. Hammering result in enlargement of groove and may result
in ring breakage. Groves are protected by flame hardening or chromium plating. Top and bottom on upper
groves. Or by fitting cast iron inserts.
50
PISTON RING REQUIRED PROPERTIES OF MATERIALS AND MATERIALS USED FOR PRODUCTION?
Ans-
Properties-
Good mechanical strength
High resistance to wear and corrosion
Self-lubricating property
Greater resistance to high temperatures
Retain tension to give a good gas seal
Compatible with liner material.
Materials used.
1. Ordinary grey cast iron- Good wear resistance and self-lubricating property as lot of graphite in the
structure, however graphite reduces strength.
2. Alloyed cast iron Mo,Ni,Co,Vn are alloyed with iron to give finer grained structure and graphite
formation
3. Spheroidal graphite cast iron- Good wear resistance but not as self-lubricating as the ordinary grey
cast iron.
WHERE FLAME RINGS OR FIRE RINGS FITTED IN LINERS AND THEIR FUNCTION?
Ans- They are fitted in the upper part of the liner which forms part of combustion space. They are to protect
liner from high temperature occurring due to combustion. Top of the liner is recessed and flame ring fits
loosely in the recess. They are made of alloy steel which can withstand high temperatures without burning
or scaling.
SHOULD A RING MATERIAL BE HARDER OR SOFTER THAN THE CYLINDER MATERIAL IN WHICH IT
WORKS? REASON?
Ans- Generally piston ring materials are made considerably harder, this has the advantage of giving the
piston ring a longer life by reducing radial wear rate consequent upon reduction of the amounts of debris,
which are abrasive. In case of chrome plated or case- hardened liners, piston rings are made softer.
52
TYPES OF PISTON RINGS USED IN MARINE ENGINES?
Ans-
Compressor rings or pressure rings: To seal gases above the piston and prevent gas leakage.
Commonly used is called rams-bottom type made of cast iron and chrome coated. They are uniform
in section of either square or rectangular shape. Inside of the ring is hammered.
Oil control rings or scrapper rings- Rings for controlling the lubricating oil passed up and down
.
Oil- spreader rings- Used for spreading oil evenly in the liner.(Oil rings are used in 4s or stuffing
box)
53
HOW PRESSURE TESTING OF PISTON IS CARRIED OUT?
Ans- Invert piston and fill piston and piston rod with oil. Attach the special tool on piston pam attach air
nipple and pressure test to required pressure. Check for sealing ring tightness and crack in the crown.
Ans- Water
1. Cheap & plentiful
2. Internal surfaces are kept free from deposits.
3. Water can be operated at high temperatures.
4. High specific heat capacity.
5. But leakage can cause oil contamination.
6. Additional pumps and coolers needed.
Oil
1. Easy supply
2. No contamination problems
3. Lower thermal conductivity reduces steep temp gradient.
4. But- possibility of oxidation & coking.
54
CHECKS IN PISTON
Ans-
Measure the groove wear using a Vernier caliper.
Check for the wear of chromium coating in the top and bottom of groove.
Check the burning on top of the piston crown using template provided. It can
be repaired by welding layers of inconel.
OVERHAULING OF PISTON
Ans-
1. Release the stuffing box from the diaphragm by removing the inner flange
bolts.
2. Remove piston palm bolts.
3. Attach two the distance pieces for guiding the stuffing box out without
damaging the lower scraper rings.
4. Take piston to tdc checking whether the distance piece is entering the stuffing
box holes.
5. Remove PC ring and grind out wear ridges in liner, also remove the deposits so
that piston rings wont get damaged.
6. Now clean lifting grove and attach the lifting claw tool.
7. Now the piston can be taken out using e/r crane.
8. Now cover the cross head bearing using a protection cover.
MATERIAL OF PISTONS?
Ans- Materials:
Piston crown- Highly stressed thermally and mechanically. Made from cast or forged steel. Cast
iron inserts are fitted to the ring grooves to resist wear.
55
ADVANTAGES OF FLOATING TYPE GUIDESHOES USED IN CROSSHEAD?
Ans- Alignment required for cross head and piston can be eliminated.
Causes- Starting with liquid in cylinder space, crank pin seizure, misalignment, vibrations etc.
Remedies: Shaft earthing device and continuously monitoring the value of current flowing between shaft
and hull. Another reason Spark erosion is caused by voltage discharged between the main bearings and
their respective journals. This voltage originates from the development of galvanic action between the
ships steel hull and the propeller shaft, with the seawater acting as an electrolyte. This is then transferred
to the main crankshaft where, due to dissimilar metals, erosion can occur between the white metal main
bearing and its journal. Spark erosion can only
occur if the current is not grounded.
Checks: The checks consist of a visual check for white metal fragments around the main bearings and
respective journals and checking for any electric current between the main bearing white metal and
journal. This should be carried out using a micro-amp current meter or similar device for measuring small
amperage and voltages. This should read no more than 50mV; any higher than this indicating that shaft
grounding is not working.
57
Grounding device: Grounding is carried out by fitting a cathodic protection system to the main propeller
drive shaft, consisting of a set of slip rings on the shaft and carbon pick-up brushes. The brushes are wired
and grounded to a good earth on the ships structure close by the slip rings.
WHITE METAL CONSTITUENTS: DIFFERENCE IN CONSTITUENTS IN BOTH MAIN AND BOTTOM END
BEARINGS?
Ans- General constituents of white metal are tin, antimony and copper. The tin content forms the matrix
which is sufficiently soft to accommodate small change in alignment between journals and the bearing
surfaces. Antimony forms cuboids which takes the load and transmit it into supporting matrix. They also
have high resistance to wear. Copper holds the antimony in an evenly dispersed pattern.
Constituents of main and bottom end bearings- Tin 85-88%, Antimony 8-10%, copper
RESIN CHOCKS
Ans- Resin chocks: 100% contact in contact surfaces, won't corrode and free from any chemical action,
easy and cheaper installation. No fretting so can use shorter and and less resilient holding bolts also reduce
bolt tension can also reduce engine vibrations. Max working temp is 80 degree Celsius.
STRESSES IN CRANKSHAFT
Ans-
Crank pin- acts like a simply supported beam, with a distributed load acting along its length and
varies with crank position.
IN SOME ENGINES JACK-BOLTS ARE USED WHILE IN SOME OTHERS, WAISTED BOLTS ARE USED FOR
HOLDING MAIN BEARING KEEP.WHY?
Ans- To minimize bending, tie rods are kept closer to the center line of the shaft. In some type of engines
require jack up bolts for keeping bearing keeps in position. In some modern engines twin tie rods are used
(so they will offset to their center line) and are threaded on to the top of the bed plates. This increases the
performance of bearings and bearings can be kept on position using waisted bolts as they give more
compression and they are also resilient.
59
WHAT IS TIE ROD PINCH SCREW AND ITS PURPOSE?
Ans- It is provided near the foot of cylinder jacket to prevent tie rod from vibrating. It is attached at the anti-
nodal point of the transverse vibration so that fracture due to vibration can be avoided. Normally three screws
positioned equilateral at the anti-nodal point. Always loose them before removing the tie-rod.
Advantages of mono-block-
1 Greater structural rigidity,
2 More accurate cross head alignment
3. Forces distributed throughout the structure resulting in lighter construction
4. Improved oil tightness.
*mono block are fabricated from steel plates.
REASONS FOR SLIPPAGE OCCURING IN BUILT UP CRANKSHAFT AND HOW THEY ARE DETECTED?
Ans- Reasons for slippage- If starting air is applied to cylinder when they contain water or fuel or turning
gear engaged, constrained propeller, rapid unscheduled stop.
TIE RODS?
Ans- In order to minimize stresses due to bending in bed-plate without using extra material tie rods are
used to transmit the combustion forces. They are pre-stressed in assembly so that engine is always in
compression. Two tie rods are fitted to each transverse member and they pass in tubes through the entire
structure of the engine from bed plate to cylinder cooling jacket. In order to minimize bending tie-rods are
kept close to the center line and bearing keeps are kept in place by jack bolts. They are restrained from
motion using pinch-bolts.
60
WHITE SEDIMENTS IN PISTON REASON?
Ans- White or brown sedimentation is an indication of cold corrosion due to inefficiencies of cylinder oil
lube oil system
Dismantling-
1. Shut air supply- attach two eyebolts and dismount by using a lifting wire after
unscrewing holding bolts.
2. Keep the starting air valve on vice with soft jaws.
3. Remove top cover.
4. Remove two bolts attaching the piston to the spindle. The piston will come out due to spring force.
5. Remove the valve and spindle through the bottom.
6. Lap valve lid and valve seat properly and mount back all parts.
61
6. This can be done by attaching hydraulic pumps in camshaft and turning cam with special tool by
mounting lead measuring tool on the top of plunger.
7. Advance cam to increase pmax.
8. The top cover and plunger barrel assembly removed together by loosening top cover bolts and
attaching the dismounting tool.
9. Plunger barrel is separated from the top cover by keeping it in a vice.
Similarly, if scavenge pressure is low, then the breakpoint moves closer to 100% engine load, so that Pmax
is still reached.
The electronic control is only active when running ahead when the engine is in bridge control or ECR control.
62
When running astern or in local engine side control, the manoeuvring system delivers a preset pressure to
the VIT actuators.
Adjustments during running are simpler, as correction values are entered directly into the governor. Change
in fuel quality or wear in the fuel pumps may make it necessary to adjust the VIT.
The correct method of doing this is as follows:
Take a set of indicator cards with engine load just above the breakpoint.
Adjust the Pmax by altering the governor offset value. (This is the value by which the Pmax can be raised or
lowered)
Take a further set of indicator cards to verify adjustments.
In the case of badly worn liners giving poor compression, or excessively worn fuel pumps, it is recommended
that the VIT function is disabled in the governor settings.
*Note- Fuel pumps mounted on the smaller MC engines are not fitted with Variable Injection Timing.
63
SFOC CALCULATIONS?
Ans- SFOC = (Consumption in m3 X corrected density for given temp X 106) / (measuring period x Mean
BHP) will give SFOC in grams per kwhr.
In order to compare with test bed results using diesel oil corresponding correction in calorific value must be
made.
1. Fuel pump index method: Parameters involved fuel pump rack, observed engine speed ,
other parameters may be added for accuracy like calorific value, sulfur content, density etc.
2: Turbocharger speed method: more effective method, parameters involved are scavenge air
temperature, turbocharger speed and ambient pressure.
From indicator card we obtain area of the indicator diagram using a planimeter, the length of the
atmospheric line and from the spring constant of indicator we obtain
64
EFFECTS OF EXCESSIVE LINER WEAR?
Ans-
Blow-by of combustion gas may occur.
Lube oil from the crankcase may be passed into the combustion chamber.
The wear may increase the friction of liner with the rings.
The friction increase the temperature at that point and may cause hotspot.(Scuffing)
WHAT ARE PC RINGS OR FLAME RINGS OR FIRE RINGS OR ANTI POLISHING RING OR CARBON
CUTTING RING/ WHERE THE REMOVED CARBON GOES?
Ans- Piston cleaning rings: Incorporated in the top of the cylinder liner, has a smaller inner diameter than
the liner hence scraps off ash and carbon deposited in the piston top land. Otherwise these deposits might
wipe off injected lubricant. Deposits can also result in liner polishing deteriorating the optimum cylinder
conditions. Removed carbon is washed away by the cylinder lube oil.
65
TWO PISTONS REMOVED, HOW TO START THE ENGINE?
Ans- Use turning gear and small kicks in reverse to bring engine in a position where it can be started
properly
System: It has a small piston for each quill in the liner, power for injection is obtained from the system
pressure provided by the pump station (i.e. a common rail system used in the driving side and a positive
displacement is used in the injection side. the quantity is determined by the load of the engine. Further
development is Alpha ACC-Alpha Adaptive Cylinder oil Control is called sulphur handle where amount of
cylinder oil can be set by the sulphur content in the fuel.
Slowdown:
Crankcase oil mist high density
Scavenge air box fire
Piston cooling oil non flow
Cylinder oil lube oil non flow
Cylinder cooling fresh water low pressure.
ME lo low pressure
Thrust pad bearing high temperature
Piston cooling oil high temperature
Exhaust gas high temperature
Stern tube bearing high temperature.
66
ACTIONS INITIATED BY GOVERNOR DURING STARTING. DURING STARTING WHY FUEL PUMP RACK
MOVES TO MAXIMUM POSITION AND THEN COMES BACK?
Ans- First few second governor sent extra fuel from preventing engine from stalling. Scavenge air pressure
limiter, reduces the fuel if scavenge air pressure too low to prevent engine chocking.
Causes:
Propeller damage
Bad whether
Hull fouling
Shallow water
OVALITY CHECKS
Ans- Ovality in crank pin:
Caused by directional thrust + lube oil failure+ uneven loading of cylinders + overloading. Maximum
allowed is 1/4th of bearing clearance. Measured by an external micrometer taking fillet or oil grove as
reference and compare it with previous readings. It can be removed by grinding upto 2mm depth.
68
DIFFERENCE BETWEEN EXHAUST AND SUCTION VALVES?
Ans- No visible difference rather than their materials. On valve spindles it will be laser itched whether it is
suction or exhaust. Suction valve seats are at 120 degrees and Exhaust valve seat 90 degrees.
WORKING OF ROTOCAP
Ans- An increase in spring force on the valve as it opens, flattens the belle velle washer so there is no
frictional force between spring housing upper valvecap. Further spring force balls to move down in a ramp
imparting a rotational motion to the valves spindle.
69
If tappet clearance is less:
1. Valve will open early & close late
2. Air induced through inlet valve may leak out. So less air for combustion.
3. Power will be reduced.
4. Fuel consumption will increase, engine may become unbalanced, exhaust temp. Will be very high.
5. In worst condition, valve may remain open; resulting in loss of compression pressure, burning
of exhaust valve, T/C fouling will increase
HOW CAMSHAFT SLIDING POSSIBLE WHEN ONE CAM HAPPENS TO BE ADJACENT TO THE PEAK ON
ITS DUPLICATE CAM
Ans- Axial distance of each pair made sufficiently large so that the side of the peak of one cam inclines off
slowly to the idle part of its adjacent duplicate cam. These inclined planes help to slide between cams in
any unfavorable condition.
70
WHY 4 STROKE ENGINES CANNOT BE REVERSED DIRECTLY, METHODS OF REVERSING 4S ENGINES
Ans- Engines can be easily reversed if valve timing diagrams are symmetric across line joining BDC and TDC.
Since valve timing diagram of 4S is extremely complex.. It cannot be reversed by changing the timing very
easily. It is done using a sliding cam with separate duplicate cams for fuel pump, valves and air stating valves.
71
WHAT IS THE NORMAL RELIEF VALVE SETTING OF CYLINDER HEAD IN A DIESEL ENGINE?
Ans-
10 ~ 14.5% more than the working pressure about 120 bar (somewhat higher than maximum pressure)
72
WHAT ARE THE REASONS FOR A PISTON CROWN TO CRACK?
Ans-
Casting defect
Thermal stresses due to cold starting air and scavenging air
Scavenge fire
Overheated piston (cooling failure, cooling side deposits due to oxidation of the cooling oil)
After burning
Faulty fuel injection system (more penetration or loss of atomization)
WHAT ARE THE REASONS FOR BLACK SMOKE FROM A DIESEL ENGINE?
Ans-
Poor combustion due to faulty injection system
Low compression
Insufficient scavenging air
Fouled exhaust system
Broken piston rings
Ineffective lube oil seal
After burning, bad fuel and other fuel assisted faults
Faulty cylinder lubrication
During starting, it is inevitable as the engine maker sets the starting fuel index to a fixed value. At this
index there is insufficient air, low piston speed, cold combustion chamber, low fuel injection pressure
etc., each compounding the cause for black smoke
HOW CAN THE FREQUENCY OF RESONANCE, THE FORCING IMPULSES AND THE RESULTANT
STRESSES ADJUSTED?
Ans-
By adjusting shaft sizes
Number of propeller blades
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Firing order
Using viscous or other dampers
Using balancing weights
Detuning coupling
WHAT IS BALANCING?
Ans- Balancing is a way of controlling vibrations by arranging that the overall summation of the out of
balance forces and couples cancels out, or is reduced to a more acceptable amount.
WHAT ARE DIFFERENT TYPES OF THE TOP BRACING FOR A DIESEL ENGINE?
Ans- a. It comprises of the stiff connections (links) either with friction plates which allows adjustment to
the loading conditions of the ship
b. A hydraulic top bracing by using the top bracing natural frequency will increase to a level where
resonance will occur above the normal engine speed.
HOW ARE THE AXIAL VIBRATIONS CAUSED IN THE CRANKSHAFT? HOW ARE THEY REMEDIED?
Ans- When the crank throw is loaded by the gas pressure through the conrod mechanism, the arms of the
crank throw deflect in the axial direction of the crankshaft, exciting axial vibrations. These vibrations may
be transferred to the ships hull through the thrust bearing. Its remedy is to axially dampen the crankshaft
vibrations.
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HOW IS TORSIONAL VIBRATIONS GENERATED?
Ans- The varying gas pressure in the cylinders during the working cycle and the crankshaft / conrod
mechanism create a varying torque in the crankshaft. It is these variations that cause the excitation of
torsional vibration of the shafting system.
The torsional excitation also comes from the propeller through its interaction with thenon-uniform wake
field.
Remedy: modify crankshaft natural frequency by adjusting the diameter. Use a torsional damper.
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COMPARE AN ENGINE FLYWHEEL AND ITS GOVERNOR
Ans-
a. A governor maintains the speed of the engine
b. A flywheel controls the cyclic fluctuations of the engine RPM
c. Flywheel works on the virtue of the inertia alone and the governor uses the inertia principle to actuate
the fuel linkages to counter the changes in the engine RPM
WHY TIE RODS ARE PLACED CLOSE TO THE CENTERLINE OF THE CRANKSHAFT?
Ans- During firing, the transverse girders are subjected to a bending moment as the saddle is pushed down
by the crankshaft acting on the cylinder head. To limit this bending effect and consequent distortion of the
bearing housing the tie rods are positioned as close as possible to the centerline of the crankshaft.
IF VISCOTHERM IS ABSENT OR DAMAGED HOW DO YOU MAINTAIN THE FUEL OIL VISCOSITY?
Ans- The required viscosity prior injection and the viscosity of the fuel oil at 50C are provided by the fuel
oil analysis report. Basing on the viscosity nomogram the required fuel oil heating is determined. The steam
inlet to the fuel oil heater is manually adjusted to maintain the temperature and a close observation has to
be maintained on the steam pressure and temperature of the fuel oil at the outlet of the heater.
WHAT ARE THE MATERIALS USED FOR THE DIESEL ENGINES LINER AND PISTON RINGS? STATE
THEIR PRINCIPLE DIFFERENCES
Ans- Generally the materials used for the piston rings are harder than the liner material. This is due to the
fact that the rings are subjected to wear always during their operation but only the portion of the liner in
contact with the rings wears.
Material used for the liner is generally the nodular cast iron, which is tailored to have expansion along the
length and negligible expansion circumferentially. Alloying materials are added to improve certain
characteristics like vanadium and titanium.
Piston rings are cast and machined from graphite grey cast iron. This ring may include chromium, nickel &
copper as alloying substances.
The prime property which distinguishes it from the liner material is that it has to flex circumferentially.
This is of primary concern for running in and to match the contour of the wearing liner surface. Also they
have to form an effective sealing of the combustion gases.
WHAT IS A TIE ROD BOLT PINCH SCREW? AND WHAT IS ITS PURPOSE?
Ans- Pinch screw is normally provided at the foot of the engine cylinder jacket to stop the tie rod from
vibrating during the normal service of the engine.
The pinch screw is fitted at the antinodal point of the tie rod to limit its transverse vibration amplitude,
thereby preventing its fracture due to vibrations. These can be arranged as a group of three screws
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positioned equilaterally at the antinodal point. Each screw consists of a stud, which is hand tightened by
screwing the outer sleeve and held in place by a lock nut which is tightened to a torque specified by the
manufacturer.
WHAT IS THE COURSE OF ACTION AFTER FINDING THAT A BOTTOM END BOLT IS SLACKENED?
Ans- a. Check the length of the bolt
b. Check whether it is within the limits
c. Check for cracks / surface finish. Check the threads
d. The tie rod can be rolled over a flat surface coated with Prussian blue. Any twists in the rod are revealed
by the Prussian blue lines on the tie rod which get adhered along the twisted plane
e. If found alright, tighten the bolt and check the remaining bolts
Disadvantages:
Overstressing of the bolts causes the resin to shatter and break
Maximum temperature is limited to about 80C
c. Examine the rubber track of the guide ways for cracks or other damage, replace the guide way bits if they
have started to be plucked out of the rubber stack
d. Check the teeth of the chain wheels. If abnormal wear is found, take a measurement by placing a straight
edge over the wear edges and measure the length of the wear along the straight edge and the gap between
the straight edge and the wear trough
e. Check the chains for cracks on possibly defective rollers and side plates
f. Check that for each chain link, chain rollers can run freely and that the chain links can freely move on the
pin and bushing
g. Check the chain wear by measuring the length of 10 chain links and compare the result with the value in
the data provided by the maker. If the parameter shows abnormality then adjust the chain tightener
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EXPLAIN THE PROCEDURE OF CHAIN TIGHTENING
Ans- a. Loosen the nuts A, B, C and D to free the chain tightener bolt
b. Turn the engine so that the slack part of the chain is on the same side as the tightener wheel. If balance
weights are mounted, turn the engine so that the weights hang vertically downwards
c. With the balance weights in this position, tighten the nut B on the chain tightener bolt until there is a
clearance of 0.1mm between the shaft and the nut. Then tighten the nut B to a tightening angle of about 720o
d. Tighten the nut C hard against the contact face of the shaft. Tighten the nut D, lock nuts A and B with the
tab washer
e. Measure the distance X, if the chain is worn (i.e. X>165mm) repeat the procedure from a, but tighten the
nut B only to a reduced tightening angle 600o.
f. If the distance exceeds the maximum distance 265mm, find and eliminate the cause of this abnormal chain
elongation, like a defective chain, damaged chain wheels or bearings etc., repeat the procedure from a.
g. Repeated tightening of the chain will gradually alter the cam angle in relation to the crankshaft. It is
therefore necessary to readjust the camshaft to its initial angular position after the lead angle has been
increased by 2o. The camshaft is adjusted by turning both halves at the coupling joint with the chain wheel
Turn the engine to BDC. Dismount the nuts from the crosshead bearing studs.
Mount the shackles in the top of the crankcase in the lifting brackets, in the athwart ship direction,
and suspend two tackles
Turn the crank to TDC. Dismount the crankpin bearing cap, and remove the bearing cap from the
engine
Mount the four supports for guides shoes on the crosshead guides, turn the crank towards the
camshaft side, until the guide shoes rest on the supports. Adjust the supports brackets to the guide
so that the weight of the crosshead is evenly distributed on the four supports.
Mount the lifting attachments for securing the connecting rod on the head of the connecting rod.
Fasten tackles to the lifting brackets A and B on the box wall, and attach the tackle hooks to the
mentioned lifting attachments on the connecting rod head. Haul the tackles tight. Also mount a lifting
attachment on the lower end of the conrod, on the exhaust side
Turn the crank throw carefully towards BDC while following with the tackles, thus continuously
supporting the connecting rod. The crosshead now rests on the four supports. Turn the crank throw
to 90 before BDC
Shift tackle B from the lifting attachment on one side of the connecting rod to the lifting attachment
on the other side. Dismount the lifting attachment on the camshaft side of the connecting rod. Attach
a tackle to the lifting bracket C on the frame box wall box and connect the tackle hook to the lifting
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attachment on the lower end of the connecting rod. Mount the wire guide on the doorframe. Turn the
crank throw towards TDC while following with the tackles thus continuously supporting and guiding
the connecting rod towards the doorway
Attach a tackle to the gallery-mounted lifting bracket E, and hook on to the lifting attachment on the
connecting rod. Shift tackle A from the lifting attachment on the head of the connecting rod to the
lifting attachment on the head of the connecting rod to the lifting attachment at the bottom of the
connecting rod. Turn the crank upwards while following with tackles A, B, C and E, guiding the head
of the connecting rod out of the doorway. Shift the tackles from one lifting attachment to the other as
necessary
Mount a strap around the connecting rod and suspend the connecting rod from the engine room
crane. Shift tackle B, from the lifting attachment on the head of the connecting rod to the lifting
attachment at the bottom of the connecting rod. Remove tackles A and E. continue turning upwards
till about 30 after TDC while following with the tackles and the engine room crane
Shift tackle from lifting bracket C to A. lift the connecting rod out of the engine, using the tackles and
the engine room crane. Remove the tackles by means of the engine room crane.
WHAT IS THE IMPORTANCE OF STARTING AIR OVERLAP? WHAT SHOULD BE THE MINIMUM NUMBER
OF CYLINDERS FOR A TWO-STROKE ENGINE FOR AIR STARTING? WHAT IS THE CORRESPONDING
NUMBER FOR FOUR-STROKE ENGINE?
Ans-Some overlap of the timing of starting air valves must be provided so that one cylinder air- start v/v
opens as another closes. It is essential that there is no angular position of the engine crankshaft with
insufficient air turning moment to give a positive air start. The usual minimum overlap provided is 15.
Starting air is admitted in the working stroke of the engine and the period of opening is governed by
The firing interval of the engine = No. of degrees in engine cycle/No. of cylinders
The valves must close before the exhaust commences. It is dangerous and a waste blowing air to
exhaust manifold.
The cylinder starting air valve should open after TDC to give a positive turning moment in the correct
direction.
The minimum number of cylinders for a two stroke engines is FOUR and that for a four stroke engine it is
SIX.
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Air on 15ATDC, Air off 40BBDC (exhaust valve opens at 30BBDC) therefore a net starting angle of 125.
Therefore, maximum possible crank angle difference between units is 125. A four-stroke engine has a
complete cycle of 720
Therefore, the minimum number of units in a four-stroke engine (720/125) = 5.76 Minimum possible
number of units in a four-stroke engine is therefore SIX.
HOW DO YOU IDENTIFY THE SYMPTOMS OF A CRANK CASE EXPLOSION? WHAT ACTION WOULD YOU
TAKE TO MINIMIZE THE HAZARD?
Ans-
Engine noise
Oil mist detector alarm
High bearing temperature (alarm if fitted)
In case of minor explosions the crank case relief door releases the pressure
ACTION:
Slow down the engine, inform the bridge
Take permission from the bridge for stopping the engine
Continue running the engine lube oil pumps
In severe cases, it is prudent to open the engine room skylights and other vents and abandoning the
engine room. The doors from the engine room to the accommodation should be kept shut. Return to
the engine room only after carrying out risk assessment
Turn the engine by turning gear with the indicator cock opened to prevent seizure of the hot spots
Stay clear of the crank case specially in the region of the relief door to the turbocharger suction
Dont open the crank case door until sufficient time has elapsed
WHAT ARE THE TYPES OF VIBRATION IN A DIESEL ENGINE AND WHICH IS THE MOST DAMAGING?
Ans- Types of vibration:
Linear vibration
Torsional vibration
Resonant vibrations involving any two of the above or may be combinational
Most damaging form of vibration is the torsional vibration mode, affecting crankshaft and
propeller shafting.
WHAT ARE THE REASONS FOR A LOT OF DEPOSITS IN THE SCAVENGE SPACE OF A MARINE ENGINE?
Ans- The usual reasons for a lot deposits in the scavenge space of a marine engine are
Chocking of the scavenge drains
Blow-by due to broken or sticking piston rings
Excessive liner wear
Faulty injection due to altered timing, bad fuel or incorrect atomization
Blow back of exhaust due to increased exhaust back pressure
Leaking piston stuffing box
Excessive cylinder liner lubrication
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HOW DOES A LEAKY PISTON MANIFESTS AS IN AN INDICATOR DIAGRAM?
Ans- As shown above the loss of intactness of the combustion chamber due to leakages, increased volume
or fouling causes the compression pressure and peak pressure to drop.
Tin based White Metal: Tin-based white metal is an alloy with minimum 88% tin (Sn), the rest of the alloy
composition is antimony (Sb), copper (Cu), cadmium (Cd) and small amounts of other elements that are
added to improve the fineness of the grain structure and homogeneity during the solidification process.
Tin-Aluminum (AlSn40): Tin aluminum is a composition of aluminum (Al) and tin (Sn) where the tin is
trapped in a 3-dimensional mesh of aluminum. AlSn40 is a composition with 40% tin.
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HOW DO YOU OPERATE THE MAIN ENGINE AFTER A TURBOCHARGER BREAKDOWN?
Some points are to be taken into consideration for engine operation with turbocharger out of operation:
a. Air supply for amount of fuel injected
b. Adequate flow path of the exhaust gas produced
c. Cooling of the turbocharger casing, rotor or bearings
d. Isolation of air/gas/lubricating spaces in the event of no sealing air available
e. Securing damaged parts
The method of turbocharger isolation may be done in a number of ways depending on the nature of damage.
Bypass arrangement: Turbocharger is bypassed of exhaust gases by a suitable bypass pipe. Turbine inlet
and outlet are isolated by fitting blanks and by pass pipe is fitted to give a suitable gas path. The compressor
side also requires isolation to prevent loss of scavenge air due to back flow from the receiver. Cooling water
and lubricating oil systems may also require isolation if casing and or seal is damaged.
Rotor removal: If the rotor is damaged it should be removed for repairs. The openings of the casings should
be blanked to prevent internal and external leaks of exhaust gas or air. Cooling of the casing should be
effected as exhaust gases still pass through the casing.Locking of rotor: If requirement of propulsion is of
concern and time is limited, rotor is locked into position by attaching the appropriate fixtures provided by
the maker. An orifice plate should be inserted on the compressor side to allow a controlled amount of
scavenge air to effect cooling. Cooling water to the casing should also be continued since exhaust gases pass
through the casing. Isolation of the lubrication system may be necessary due to lack of sealing air.
Limitations of operation:
The limits of engine load depend on the actual configuration of the system and how many turbochargers
remain in operation. A broad consideration of the following points should be made:
a. The actual operating temperatures should be taken into account and limits should not be exceeded
b. Condition of the exhaust should be monitored to ensure acceptable combustion inside the cylinder
c. Allowance should be given for rate of change of air supply during acceleration of the engine
d. Remaining turbochargers should be also monitored for abnormal operation due to altered gas flow
e. Auxiliary air supply should be provided where possible, but this may be effected by remaining
turbochargers in operation
f. Internal water leaks: In the event of a holed water jacket it is possible to operate the turbocharger as an
air cooled unit by supplying compressed air as the coolant after isolating the water supply. Attention must
be paid to the operating temperatures of the casing, and bearings especially turbine end.
Four stroke engines with turbochargers out of service and no alternative air supply may be
operated as a naturally aspirated engine with suitable attention being paid to the operating temperatures.
In any case the engine load is to be limited a value specified by the engine maker for the conditions of
operation and usually for a two-stroke engine its value is about 15%MCR
HOW DO YOU CALCULATE THE SHAFT POWER OF MAIN ENGINE? [PROCEDURE FOR MANBW
ENGINES]
Ans- During an interval of time, 1Hour measure engine
Fuel index of each unit
Engine RPM
Scavenge Air temperature
Ambient air temperature (Engine Room Temp.)
Fuel oil preheating temperature
Obtain the specific gravity of the fuel oil at 15C, its sulfur content & Lower calorific value
Obtain the cylinder constant (engine data)
Calculate the average fuel pump index, P = sum of all individual fuel index/total number of cylinders.
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An example of calculation is shown with the following data to calculate K, Hence P
Lower calorific value of fuel: 9700Kcal/Kg, Specific Gravity @ 15C: 0.947, Preheated Temperature: 104C,
Engine room temperature: 30C, Scavenge air temperature: 32C K1 = 0.953, K2 = 0.926
K = K1 x K2 x Sp.Gr. @ 15C = 0.836. Hence P = P x K
WHAT IS THE DIFFERENCE BETWEEN AN OVER SPEED GOVERNOR AND A CONSTANT SPEED
GOVERNOR?
Ans- If within a governor, an over speed detection/actuation mechanism is provided to trip the engine in
case of over speeding and or rapid increase of speed then the governor is called an over speed governor.
These were the obsolete governors and commonly had fly or bob weights restrained by spring. When the
engine exceeds a predetermined speed, the weight moves out to strike some form of fuel cutoff.
Governors designed to maintain the engine speed at the set point are called constant speed
governors. These are also referred to as isochronous governors like the ones usually installed on COPT and
main engine.
WHAT ARE THE REASONS FOR ENGINE RUNNING ON AIR BUT FAILING TO RUN ON FUEL?
Ans-
Fuel pump valves are leaking: valve cages leaking, dirt in fuel, governor gear jammed and holding
valves off seats, faces require grinding
Fuel system not properly primed: water in fuel, air left in system, leaky valves, priming connections
left open
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Fuel oil supply restricted: suction strainers dirty, gravity tank empty, vacuum in gravity tank, valve
in suction line not fully open
Fuel injection pressure too low: spill valve jammed, priming valves left open
Rotational speed on air too low: starting air pressure too low, starting air restricted, cylinder head
valve leaking, tight bearings
Compression pressure too low: piston rings leaking, indicator cocks open, cylinder head valve leaking
Timing of fuel pumps incorrect: fuel pump plungers not functioning properly(spring return type),
incorrect spill valve timing
Speed governor jammed: inertial weight jammed, trip pawl not engaging, connecting mechanism not
properly adjusted
EXPLAIN A TORSION METER ON A MAIN ENGINE SHAFTING. HOW IS ENGINE POWER CALCULATED
FROM THE TORSION METER?
Ans- Torsion meter is an instrument provided on the engine shafting to measure the torque developed by
the engine.
Torsion meter uses the principle that when a torque is applied to a shaft an angular twist is
produced which is dependent on the shaft material torsional rigidity. It is given by
T/r = G/L where r= radius of the shaft, G= torsional rigidity, L= reference length of the shaft. Where radius,
length, and material of the shaft are constant, is directly proportional to the angular twist.
A modern instrument is a contact less all electric instrument. It is as described below:
It based on the magnetic stress sensitivity principle, some ferromagnetic materials reluctance is less along
the plane of stress than across it. Magnetic fields are induced in a shaft; the distortion of these fields gives
an indication of the torque being transmitted. It consists of three rings fitted on to the shaft each of which
carries four electromagnetic poles. The centre ring acts as a transformer primary with two outer rings acting
as secondary coils arranged at a phase of 45 to the primary but are in line with each other.
Poles for inducing currents in the shaft coils are held in a stator frame so that there exists no contact between
this stator and the shaft. A gap of about 3mm is usually maintained between this stator and the shaft.
An alternating current is fed to the central ring (primary) generating a magnetic field. This causes an induced
currents in the outer secondary coils, which are connected in series such that when there exists no twist (no
torque condition, rpm=0) in the shaft, the induced currents oppose each other and neutralize. When torque
is applied to the shaft stress lines are inclined to the axis. This distortion causes the induced current in the
secondary coils to increase on one side and decrease on the other side. Thus a resulting induced voltage is
developed in the secondary which is sensed by the secondary poles in the stator. The magnitude of this
induced voltage is proportional to the torque applied.
The signal output from the instrument is directly calibrated in terms of torque developed by the
engine and read on the display.
Now as torque T is known, power developed by the engine can be calculated from the following relation,
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EXPLAIN HEAVY FUEL OIL SYSTEM FROM BUNKER TANKS TO ENGINE?
Ans- Fuel is pumped from the fuel oil D.B.tank via a transfer pump to a F.O sett tank where it is heated. the
F.O purifiers/centrifuges take suction from the sett tank via purifier heaters, pass through the purifiers,
where any water and impurities are removed and passed on to the service tank which also has a set of
heating coils.
From the service tank the fuel then passes via a flow meter to the mixing tank from where the booster pumps
take suction discharging to the F.O.heaters where the correct F.O.temp/viscosity achieved for correct fuel
combustion in the engine, the fuel then passes through the viscosity regulator which controls the heater
temp, then on to the F.O.filter (which are heated) to the fuel pumps then to the fuel injector via double
skin/wall high pressure pipe. Any surplus fuel returns via regulating valve from the fuel pumps back to the
mixing tank.D.O. can also be used in the system and is fed to the system via a 3 way valve.
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HOW IS LEAKAGE IN THE HIGH-PRESSURE PIPELINE BETWEEN THE FUEL PUMP AND INJECTOR
DETECTED?
Ans- Leakage between the double skin/wall of the high pressure pipe line between the fuel pump and
injector is detected as this space between double skin/walled pipes is led via drain line to a small tank fitted
with a level alarm.
WHY ARE QUICK CLOSING VALVES FITTED IN A FUEL SYSTEM AND HOW CAN THEY FAIL TO
OPERATE?
Ans- Quick closing valves are fitted in fuel system so that in the event of a fire in the vicinity of these system
or a fracture or break in these lines the system can be shutdown rapidly and remotely, this valves are
pneumatically operated. If by any means control air fails to reach the valve the system will fail.
AT WHAT TEMP DOES THE DEPARTMENT OF TRADE AND INDUSTRY STATE THE FUELS MUST BE
KEPT IN THE STORAGE TANKS?
Ans-14 deg cent under their flash points.
WHAT LIMIT DOES THE DEPARTMENT OF TRADE AND INDUSTRY STATE THAT THE LOWER LIMIT
OF FLASH POINT OF FUEL USED ONBOARD SHIP SHOULD BE?
Ans- 65deg cent
HOW DOES OVER SPEED TRIP WORK? BY SHUTTING THE FUEL OFF TO THE ENGINE.
Ans- There are various types of trips, mechanical types which work on the principle of fly weights, or
electrical types which work on the principle of speed pick up operating a stop solenoid.
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HOW MANY STARTS DO YOU REQUIRE TO GET FROM A RECEIVER WITHOUT RECHARGING?
Ans- On a reversible engine 12 starts
On engines with CPP propellers 6 starts
WHAT MEASURING DEVICES ARE THERE ON THE CYLINDER HEAD OF 4-STROKE ENGINE?
Ans- Exhaust temperature pyrometer and JCW Outlet thermometer.
CRANKCASE INSPECTION: FREQUENCY, PROCEDURE AND REASONS THEY ARE CARRIED OUT?
Ans- The frequency may vary from different engine manufacturers but its roughly around 5000 hrs.
Also inspection are carried out after any work has taken place in the crankcase
Procedure is as follows:
1. Remove crankcase doors from the both sides of the engine
2. Relief valves can be checked at the same time as they are off.
3. Inspect condition of all bolt locking devices, replace any damaged components
4. Turn engine over using turning gear. ENSURE NO ONE is in crankcase while doing this and that the
indicator cocks are open check condition of camshaft driving gears.
5. Start main l.o.pump and check oil flow from bearings and piston cooling parts. Check for any leakage
from internal oil pipes and galleries.
6. Check for any damage of cam shaft lobes
7. Check for any evidence of water leakage from lower cylinder liner o rings
8. Replace any damaged crankcase door joints
9. Record any defects
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WHAT IS THE FIRST INDICATION OF LEAKING EXHAUST VALVES?
Ans- A rise of exhaust gas temp at the outlet of the valve
WHAT IS THE PURPOSE OF THE CYLINDER RELIEF VALVE AND OPERATING PRESSURE?
Ans- It is designed to relieve pressures in excess of 10% 20%above normal
The operation of this device indicates a fault in the engine which should be discovered and corrected
immediately.
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WHAT CAUSES WHITE SMOKE FROM COMBUSTION I.E., IN THE EXHAUST?
Ans- The presence of water
WHAT WOULD CAUSE THE LEVEL OF THE L.O.SUMP OR DRAIN TANK TO RISE?
Ans- Water entering the oil, or fuel or even a LO filling valve passing.
WHAT WOULD BE YOUR FIRST INDICATION THAT THERE WAS WATER IN THE SUMP\/
Ans- Your first indication would be from your LO purifier or even possibly from water in LO tests if done
regularly.
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while doing so). Then start opening the indicator cocks one by one and feel with hand. The unit which has a
leaky air valve will have some air pressure at the indicator cock.
For running engine, monitor the scavenge and exhaust temperature.
HOW WILL YOU TEST & OVERHAUL THE DEFECTIVE FUEL INJECTOR?
Ans- Safety Precautions: -
* Check whether all tools and spares are available or not.
* If so, then start the Stand by generator.
* Check all parameters are normal.
* Now share the load with the help of synchroscope.
* Again check all the parameters are within normal range.
* Put full load on the Stand by generator.
* Stop the generator on which work has to be carried out.
* Put MEN AT WORK tag.
* Shut the air-starting valve, fuel oil inlet & outlet valves and isolates the system.
* Let lube oil-priming pump run for half hour after then stop it.
* Remove the lock nut of the high-pressure pipe.
* Now, remove the high-pressure pipe.
* Take out the fuel injector using it tool.
* Put it on the testing kit.
* Check the lifting pressure, atomization, pressure falling steadily, and dripping of oil.
* Now, take out the injector from the testing kit, put in diesel oil & clean it.
* Make sure the workshop table should be clean, no rags or jute to be there.
* Put the injector on the vice and tighten it.
* Loosen the lock nut of the injector.
* Now loosen the compression nut to release the spring pressure, and then take out the spring.
* Open the cap nut and take out the needle and guide.
* Put the parts on the cleaned table.
* Check the condition of spring by dropping on the floor plate, it should jump and also check it by tightening
in the vice and then releasing. The difference in the length, no cracks to be there.
* Check visually needle, there shouldnt be any scoring marks because it is made of Nitrite material.
* Try to insert the needle inside the guide; the needle should go on its own weight.
* Check the size of injecting holes by using Go or No go gauge.
* If go gauge is going then hole size is OK.
* If no go gauge going, then it means the size has increased, then nozzle needs to be changed.
* Now assemble the injector and do the lifting pressure setting on test kit by adjusting the compression nut.
* After this check the injector again for its lifting pressure, atomization, steady fall of pressure and dripping.
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HOW WILL YOU TEST THE CYLINDER RELIEF VALVE OF ENGINE?
Ans- The cylinder relief valve is designed to relieve pressures in excess of 10% to 20% above normal. A
spring holds the valve closed and its lifting pressure is set by an appropriate thickness of packing piece. Only
a small amount of lift is permitted and the escaping gases are directed to a safe outlet. The valve and spindle
are separate to enable the valve to correctly seat itself after opening.
The operation of this device indicates a fault in the engine, which should be discovered and corrected. The
valve itself should then be examined at the earliest opportunity.
Pressure testing was carried out on a bench mounted test rig consisting of a high-pressure air compressor,
air pressure control valve, and calibrated gauges. The relief valve was bolted to the compressor accumulator
flange and the air pressure increased until the valve lifted.
In the four-stroke trunk piston engine, the cylinder liner is virtually over-lubricated with, as
mentioned above, an oil scraper ring on the piston scraping the surplus oil back to the oil pan.
However, the two-stroke crosshead engine has no connection between the piston underside space
and the bedplate with the oil pan, and hence cylinder lubrication diers considerably from the four-stroke
trunk piston engine. In the two-stroke crosshead engine, the piston has no oil scraper ring and the cylinder
oil is not recycled and reused, i.e. once it has left the lubricating device it is virtually lost, which means that
the dosage of cylinder oil is crucial. The cylinder lubricating oil in a two- stroke crosshead engine is
regardless of engine size and make usually supplied from an external, separate cylinder lubricating device
via quills in the cylinder liner.
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IS SAME LUB OIL USED FOR CYLINDER LINER AND CRANK CASE?
Ans- No, in case of an engine using heavy fuel a lubricating oil with high TBN is used for cylinder lubrication
and a comparatively low TBN lube oil for crankcase oil.
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WHAT IS TBN & WHY IT IS IMPORTANT?
Ans- The ability of an oil to react with acidic reagent which indicates the alkalinity expressed as TBN. The
results are expressed in terms of milligrams of potassium hydroxide required to neutralize one gram of
sample oil for both TAN and TBN.
A trunk type engine using heavy fuel oil blow pass occur incomplete combustion products reach directly
into the crankcase and may cause the contamination with the acid easily. Thus in this type of engine to
neutralize the acid contamination must be used high TBN oil.
TBN for cylinder lube oil 30mg KOH/gram of oil.
TBN for crankcase lube oil 8mg KOH/gram of oil.
TYPES OF CRANKSHAFT?
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WHAT ARE THE FUNCTIONS OF TIE RODS
Ans-
Prevents distortion of main bearing
Keep the engine act under compression
Prevents fretting of gears
They are positioned at each transverse girder
Keeps the transverse girder under compression thus preventing fatigue cracking. They are supported by
pinching screws, which help in dampening the vibration on the tie rods, thus improving the fatigue life
.Tensioning of tie rods are done by hydraulic tightening. Done from Centre of the engine, alternatively fore
and aft
*Note: Tie rods are not required on medium speed engines because of their fairly thick sections used .If
thick sections are used, then stress is lower.
REVERSING
- Gain motion - Lost motion
i.e. the cam shaft turns in the same
direction when the engine is i.e. the cam shaft is rotated by a
reversed hydraulic servo motor to a required
position during reversing
- The followers shift positions
- Utilises system pressure 2.5 to 3 bar Has a separate cross head pump for
- Has patent on the increased dia on lubrication
the cross head pin and enhanced Has a patent on forced lubrication
super finish polished surface 12- 15 bar pr is used
Compared to B&W, pin dia is smaller with
lesser surface finish
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- Wedged oil grooves to further add Articulated arm
to the cooling and lubrication of
bearings
- Telescopic arm
FUEL PUMP
Working:-
- The spill and suction ports are raised up and down
- Up delayed injection
- Down advance injection
During low loads upto 40%MCR, fuel injection is constant (This is done to prevent frequent changes
of pump lead during maneuvering )
The injection advances till 85% of MCR- now engine wouldve reached its Pmax
The piston servos would start retarding to maintain the Pmax till 100% MCR .
99
The testing of ships emergency generator is done every week (as part of weekly checks) by running it
unloaded to check if it starts on battery mode. The hydraulic start is done every month to ensure that it is
working fine. Also every month automatic start of generator is also done to check its automatic operation
and to see whether it comes on load.
The section on electrical installations sets out all the requirements concerning a ship's power
supply. Clearly, Regulation 44 provides requirements for the starting systems of emergency
generating sets.
SOLAS Regulations II-1/42 and II-1/43 address emergency source of electrical power in
passenger ships and cargo ships respectively.
100
The feelers should be fully retracted before attempting to remove them; if they are not, there is a
chance of breaking a feeler in the clearance gap, meaning the bearing will have to be lifted. Modern
bearings are usually of thin wall type.
2) Turbine supercharging
Turbochargers use waste heat of the exhaust gas to drive a turbine which in turn, drives a
compressor (blower) on the same shaft to supply pressurized air.
a) Constant pressure turbocharging
b) Pulse turbocharging.
Draw card It is similar to a power card but taken with the indicator drum rotation 90degrees out of phase.
It highlights the fuel injection process, point of injection and compression pressure.
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In the 2-stroke engine, two power strokes take place every two revolution, while in the 4-stroke
engine, only one power stroke takes place every two revolutions.
4-stroke trunk-piston engines have the advantage of requiring less headroom than 2-stroke
crosshead engines
102
engines lower weight-to-power ratio; these engines weigh a lot less on average, and as such can get
up and going more quickly. It also takes less energy to propel them forward.
In most cases four engines can only be operated in one direction, too, while theres more flexibility
in engines with just two strokes. A lot of this has to do with the complexity of all the moving pieces,
as well as the specifics of the oil sump. The oil sump, which provides lubrication to the engine, is
typically only present in four stroke models, and its important for helping all the processes happen
in differentiated ways. Two stroke engines dont usually have this, though, which means that theyre
able to be operated in almost any orientation with no risk of the oil sloshing out or getting displaced.
For things like chainsaws, edgers, and other moving tools, this flexibility is often really important.
Efficiency and Pollution Issues
It's also often true that the smaller, faster engines are more prone to pollution and inefficiency. At
the lowest point of travel of the piston when the chamber is filling with fuel and air, the exhaust port
often allows some fuel to escape the chamber. This is easily seen with an outboard motorboat, for
example; people who look carefully are often able to see a multicolored oil slick surrounding the
engine. As a result, these sorts of engines are usually considered more inefficient, and are sometimes
also cited for environmental pollution. Although four stroke models are heavier and slower, they
usually do a better job of making full use of fuel
b) Hydrostatic Lubrication
It is similar to hydrodynamic lubrication expect that the oil pressure is supplied by an external
source. It is seen in slow moving heavily loaded components, where sufficient oil pressure cannot be
generated due to its relative motion and hence, external oil pressure from a pump is required.
c) Boundary Lubrication
It is a thin film lubrication which exist between the rubbing surfaces so that full fluid film is not
achieved and some degree of dry patches occur with metal to metal contact. It is usually seen in case of very
high relative movement between the rubbing surfaces.
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d) Elasto-hydrodynamic Lubrication
It is also called squeeze film lubrication. It is the effect of elastic deformation of the metals and
effect of high pressure on the lubricant.
LINER OVALITY
Ans- Liner ovality is the irregularity in the bore diameter as it goes wearing during operation. This wear
rate will different and will be more at top end (combustion chamber) where temperature and pressure is
high .
Reasons
Due to friction
Due to corrosion
Due to abrasion
Due to scuffing or adhesion, of liner during engine running.
Remedies
By avoiding any ingress of water inside the liner by properly treating the fuel oil.
By maintaining the correct feed rate and grade of cylinder oil.
By avoiding ingress of moisture from the charge air.
By maintaining proper jacket water temperature.
Liner wear is measured by a standard template which consist of strategically positioned holes where in
micrometer is placed and the readings are taken. The readings are taken for both starboard-port and
forward-aft .this is because the wear is not same in both directions and the ovality is checked.
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DIFFERENCE BETWEEN INDICATOR CARD AND POWER CARD?
Ans. Power card is taken with the indicator drum rotation in phase with the piston movement. The area
within this diagram represents the work done during the cycle to scale. This may be used to calculate
the power produced or the mean indicated pressure (MIP) for the cylinder. Irregularities in the shape
of the diagram will show operational faults. Maximum or peak pressure may be measured to scale
between the atmospheric line and the highest point on the diagram. Power cards for 2 stroke and 4
stroke cycles are drawn vertically to relate to the corresponding timing diagrams. It can be seen that
in 4 stroke cycle, pressure changes are low during the last two strokes that these appear as straight
lines.
Indicator card is taken in a similar manner to the power card but with the fuel shut off from the
cylinder. The height of this curve shows maximum compression pressure. If compression and
expansion lines coincide, it shows that the indicator is correctly synchronized with engine. Reduction
in height of this diagram shows low compression which may be due to worn cylinder liner, faulty
piston rings, insufficient scavenge air or leaky exhaust valve, any of which will cause poor
combustion.
HOW O2 WILL ENTER FEED WATER AND HOW WILL YOU REDUCE?
Ans- The dissolved gases normally present in water cause many corrosion problems. For instance, oxygen
in water produces pitting that is particularly severe because of its localized nature. Carbon dioxide corrosion
is frequently encountered in condensate systems and less commonly in water distribution systems. Water
containing ammonia, particularly in the presence of oxygen, readily attacks copper and copper-bearing
alloys. The resulting corrosion leads to deposits on boiler heat transfer surfaces and reduces efficiency and
reliability.
In order to meet industrial standards for both oxygen content and the allowable metal oxide levels in feed
water, nearly complete oxygen removal is required. This can be accomplished only by efficient mechanical
deaeration supplemented by an effective and properly controlled chemical oxygen scavenger.
The solubility of any gas in a liquid is directly proportional to the partial pressure of the gas at the
liquid surface
The solubility of a gas in a liquid decreases with increasing liquid temperature
105
Efficiency of removal is increased when the liquid and gas are thoroughly mixed
The solubility of a gas in a liquid is expressed by Henry's Law:
Ctotal = kP
where:
For example, 8 ppm of oxygen can be dissolved in water when the partial pressure of oxygen is 0.2
atmosphere; only 4 ppm of oxygen can be dissolved in water if the partial pressure of oxygen is
reduced to 0.1 atmosphere.
As is evident from Henry's Law, a dissolved gas can be removed from water by a reduction of the
partial pressure of that gas in the atmosphere contacting the liquid. This can be accomplished in
either of two ways:
2. A new gas is introduced into the system while the unwanted gas is vented
Vacuum deaeration has been used successfully in water distribution systems. However, pressure
deaeration (with steam as the purge gas) is normally used to prepare boiler feed water. Steam is
chosen as the purge gas for several reasons:
It is readily available
It heats the water and reduces the solubility of oxygen
It does not contaminate the water
Only a small quantity of steam must be vented, because most of the steam used to scrub the water
is condensed and becomes a part of the deaerated water
In order to deaerate the boiler feed water, water is sprayed into a steam atmosphere. This heats the
water to within a few degrees of the temperature of the saturated steam. Because the solubility of oxygen in
water is very low under these conditions, 97 to 98% of the oxygen in the incoming water is released to the
steam and is purged from the system by venting. Although the remaining oxygen is not soluble under
equilibrium conditions, it is not readily released to the steam. Therefore, water leaving the heating section
of the deaerator must be scrubbed vigorously with steam to maximize removal.
HOW WILL YOU MEASURE AXIAL AND BUTT CLEARANCE OF PISTON RINGS?
Ans- Axial clearance or vertical clearance is measured by inserting a feeler gauge between the ring and
groove. The top two compression rings will have greater values than the others owning to high temperature
expansion. But it wont exceed .2mm. For lower compression ring maximum will be .125 mm. for oil scrapper
rings- .0625mm. Butt clearance or ring gap can be measured by putting the ring in a new liner or the lower
part of the old liner. It should be 4% cylinder bore.
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EXHAUST VALVE WORKING AND ROTOCAP WORKING?
Ans- Rotocap working:
An increase in spring force on the valve as it opens, flattens the belle velle washer so there is no frictional
force between springs housing upper valve cap. Further spring force balls to move down in a ramp imparting
a rotational motion to the valves spindle.
Valve rotator
A valve rotator turns the valve on its movement, due to this service life of valve increase, it prevents the
carbon deposition on the seat and valve guide, and also it helps to maintain the valve at uniform temperature
and prevent pitting due to hotspots As the valve rotates, the seating surfaces are constantly changing. This
helps prevent forming deposits and keeps the valve from developing hot spots.
Thimble valve-rotator.
In the thimble rotator design, a steel cap fits over the end of the valve stem and rests on two semicircular
collets which fit in the valve-stem groove below. The valve spring maintains a pressure on the retainer
against these collets and so keeps the valve closed. When the valve is required to be opened, the rocker-arm
presses down the cap which in turn bears against the two collets, and then moves the valve spring and
retainer downwards. The spring pressure is now taken by the cap, and hence the valve is freed from spring
pressure. It is still moved downwards, because the closed end of the cap then abuts the valve-stem end, but
it is free to turn.
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POSITIVE TYPE VALVE-ROTATORS ALSO KNOWN AS ROTOCAP.
This incorporates a ball-retaining plate with six ramped grooves for balls to roll along. A small spring pushes
each of these balls to one side. A Belleville-type dished spring washer fits over these balls to form an upper
race, which is supported on its outer edge by a spring-seat retainer. This retainer holds the whole assembly
together and also provides a seat for the helical-coil valve springs. In the closed position of the valve, the
dished washer is suspended between the spring-seat retainer and the ball-retainer, so that the balls move
freely to the top of the ramp and abut against the end of the groove. During opening of the valve, the dished
spring washer deflects with the increase in the compression load on the valve spring. The outer edge of the
dished washer bears against the spring-seat retainer as before, but the inner part of the washer now bears
against the six balls and hence pushes them down their ramps. The ramps are so shaped that, as contact
with the washer is maintained, the spring-seat retainer is rotated and hence the poppet-valve is rotated by
the same amount. As the valve closes, the washer comes back to its original position between the spring-
seat retainer and the ball-retainer. This releases the load on the balls due to which the small bias springs
now push the balls up their ramps and thereby bring the spring-seat retainer and the valve assembly back
to its starting position.
108
MAIN ENGINE STARTING AIR SYSTEM WITH INTERLOCKS?
Ans- Interlocks or blocking devices are provided so that engine cannot be started until required conditions
are fulfilled.
Turning gear interlock prevents engine starting while turning gear engaged.
Running direction interlock prevents engine to be started in reverse direction until all cam rollers of
fuel pump have shifted.
Telegraph position interlock allows engine to be started only in the direction intended by bridge.
Distributor position interlock. Checks whether distributor is whether in start or stop direction.it has
to be in either in one direction to commence starting.
109
WHAT IS LOOP SCAVENGING IN A 2 STROKE ENGINE?
Ans- It is where the incoming air passes over the piston, crown, and then rises towards the cylinder head
forcing exhaust gases down and out the exhaust ports, just above the inlet port. The advantage of loop is
that no exhaust valve is required
WHAT SHOULD YOU DO TO ENSURE THAT THERE IS NO WATER LEAKAGE INTO THE ENGINE
CYLINDER BEFORE PREPARING MAIN ENGINE FOR SE?
Ans- The engine should be turned using turning gear with indicator cocks open, keeping a close eye on the
cocks for any sign of water discharge immediately prior to starting, the engine should be kicked on air.
*Note: 2 stroke engines should be turned at least one revolution where a 4 stroke should be turned 2
revolutions.
GIVE A ROUGH INDICATION OF ENGINE SPEED RANGES I.E., SLOW, MEDIUM AND HIGH SPEED
Ans- Slow 100 150 rpm
Medium 300 850 rpm
High 850 3000 rpm
WHAT WOULD YOU DO IF YOU FOUND THAT YOU HAD A CRACKED LINER OR CYLINDER HEAD?
Ans- Inform Bridge that engine would have to be stopped and of the situation, also inform chief engineer
and repair the unit as soon as it is safe to do so.
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HOW WOULD YOU TEST FOR A LEAKING AIR START VALVE IN PORT?
Ans- First ensure all the engine indicator cocks are open for all cylinders then isolate the air supply to the
timing valves, this will ensure no pilot air is supplied to the air start valves when the auto valve is opened.
Then operate the auto valve, any air discharge from the indicator cocks will indicate a leaking or pass8ing
air start valve.
111
HOW WOULD YOU PREPARE A MAIN ENGINE FOR SEA?
Ans- This may vary from engine to engine. But in general
Have a visual check all around the engine
Start the engine l.o.pump; engage turning gear and turn the engine ensuring indicator cocks are open
J.c.w. heating should be on ensuring the engine is warmed through circulate by a circulating pump
The F.O. booster pump should be running, circulating fuel around the system.
Note: if maneuvering on high viscosity F.O. the fuel should be heated and circulated around the
injectors to give the correct viscosity for the grade of the fuel in use.
Ensure fuel injectors are vented and primed. Drain any water from air start receivers and starting air
manifold also control system
Check jacket heater tank level
Check oil levels, sump, governor, turbocharger, cylinder l.o.tank, rocker arm if on 4 stroke.
Operate cylinder lubricators by hand
Check f.o.service tank i.e., drain off water/sludge
Disengage turning gear
Inform bridge that you are about to blow the engine over on air they will give you permission. Open
air start valve from receiver
Once engine is blown over on air, close indicator cocks start j.c.w pumps, shut off jacket heating and
circulating pump
If two stroke engine, start auxiliary blower
Inform bridge you are ready to start engine
Start engine and s.w .cooling pump
Have a good visual check around the engine and check all parameters are correct
Inform bridge that you are ready for standby.
WHY IS SIMULTANEOUS INJECTION OF F.O AND STARTING AIR INTO MAIN ENGINE CYLINDER
UNDESIRABLE AND HOW IT IS PREVENTED?
WHAT PREVENTIVE MAINTENECE SHOULD BE FREQUENTLY DONE TO DIESEL ENGINE START AIR
RECEIVER?
Ans- They should be drained of accumulated moisture
WHAT IS THE PRESSURE BETWEEN THE FUEL INJECTOR AND FUEL PUMP?
Ans-250 350 bar
WHAT PERCENTAGE OF ENGINE SPEED DOES THE OVER SPEED OPERATE AT?
Ans- 10 15 % maximum speed
113
WHAT CAN YOU DO TO PREVENT SCAVENGE FIRES?
Ans- Conscientious maintenance of the engine and regular inspection and cleaning of scavenge air spaces
will help prevent scavenge fire up.
WHAT ARE THE ROUGH L.O PRESSURE ON THE FOLLOWING ON A 2 STROKE ENGINE?
Ans-
Piston cooling 6 7 bar
Crosshead bearing 4 5 bar
Main bearing 2.5 3 bar
AUXILIARY ENGINES
USE OF DECOMPRESSION LEVER, WORKING, HOW TO OPERATE?
Ans- Decompression lever is used to open d discharge v/v, so we hand crank the engine fastly. During this
time inside the cylinder no compression is taking place, and as we leave the decompression lever the
discharge v/v close and compression take place and then engine starts
WHY IN UMS CLASS SHIPS THE GENERATOR ENGINE IS STARTED AUTOMATICALLY WITHOUT
OPENING INDICATOR COCK GIVING A TRIAL START?
Ans- In engine rooms, which have water mist firefighting system installed, this procedure is not followed
because when the engine is given a manual kick with open indicator cocks, small amount of smoke comes
out of the heads which can lead to false fire alarm, resulting in release of water mist in the specified area.
115
PROPERTIES OF DIESEL ENGINE LUB OIL.
Ans-
Detergency at high temperature
Dispersivity at low temperature areas.
Thermal strength(high viscosity index)
Anti-oxidant
Anti-wear
Anti-scuffing (stable oil film even at high temperatures)
Alkalinity reserve.
Demulsibility
Resistance to hydrolysis
Pump ability
Centrifugabilty or filterability.
Anti-rust or anti-corrosive
116
WHY PRIMING P/P HAS TO KEEP RUNNING WHILE A/E IS OFF?
Ans- We should run the priming P/P while the G/E stop condition because in stop condition(for the long
period) your G/E lube oil will fully drain by gravity and the all moving parts will get dry. While your starting
(by auto start also) time all your moving parts will damage. For that reason we should keep run the priming
P/P.
SOON AFTER COMPLETE OVERHAULING A GENERATOR ENGINE, ITS LUBE OIL CONSUMPTION
INCREASES. WHAT CHECKS DO YOU CARRY OUT IN THIS REGARD?
Ans-
Check that the lube oil system valves are set back to normal, and that the concerned valves are
correctly holding
Verify dip stick bottom for any blockage which can give erroneous results
Check for normal operation of the purifier
Ensure that the piston scraper ring is set correctly, if this ring is boxed back upside down, the oil
scraping action of the ring is lost and uncontrolled lube oil enters the combustion chamber. This
presents a significant oil loss
Ensure that the cylinder head valves are correctly boxed back. Misalignment of the valve spindle
with their guide also causes lube oil to enter the combustion chamber causing oil loss
The crank pin should be checked for signs of scores which could be from impurities in the hole, the
oil hole should be checked to see if it is clear and also the area around the hole should
be checked for signs of cracking as this point is a stress raiser.
Other areas to check are the connecting rod bolts, these should be gauged to check for signs
of elongation. Also serrations on the mating faces of the bearing cap and connecting rod should
be checked for signs of cracks. Cracks can be located using the dye penetrant method.
117
REASON FOR TWO SPRINGS IN THE EXHAUST VALVE/ CONCENTRIC SPRING FITTED IN A/E
CYLINDER VALVES
Ans-
1. If frequency of natural vibration of air or exhaust valve springs is a harmonic of camshaft speed,
the spring may vibrate axially (termed surging), it can be corrected by arraying spring in pairs or
modifying size.
2. To prevent damage if the spring falls, the other may remain as backup preventing the spring from
falling on to the piston.
3. Uses less space in comparison.
4. The thickness of individual springs can be reduced as against original thickness. Normally two
springs of different vibration characteristics are chosen.
5. Moreover, the stiffness requirements and the space congestion at this place warrants a concentric
springs arrangement. The net stiffness is equal to the sum of individual stiffness.
WHAT ALL PRECAUTIONS SHOULD BE TAKEN TO START AUXILIARY ENGINE AFTER OVERHAUL?
Ans-
Check any tools, objects should not be left inside the c/c.
Turn engine by turning rod through flywheel for checking any restrictions.
Blow through the engine before starting.
Air to be removed from jacket water/fuel oil outlet line.
Water tightness to be checked.
118
Run priming lube oil pump before starting the engine.
Check the lube oil level.
Check the flow of lube oil.
Check the crankcase temp. & other running parameters of the engine, they should be within the
permissible limits.
TAPPET CLEARANCE
Ans- Tappet clearance is a space between the top of the valve stem and the rocker arm. Its purpose is to
allow for some mechanical expansion and lengthening of the valve stem and push rods as the engine warms
up. This clearance is also called valve lash. When checking tappet clearance on marine engines, we have to
ascertain that the piston is at TDC. This can be ascertained by following methods
1.Flywheel Method:
The flywheel is the simplest method to know which unit is at TDC. If the flywheel shows two
units, simply open the bonnet covers and checks visually. The unit at TDC will have both the inlet and the
exhaust valve closed and hence relaxed springs; the other unit would have both the arms of the rocker arm
at different levels. In addition the push rods of the unit at TDC would be loose and can be turned by hand
because of the release of the clearances.
3. Camshaft Method: -
The camshaft window of the engine can be opened up and the camshaft inspected. Cam has a base
circle and dwell period, when at base circle, cam valves are open or piston at TDC. It must be remembered
that as a four-stroke engine has two rotations of the crankshaft there is one injection TDC where the
injection and the combustion take place. The second time the piston is at TDC is when the exhausting of
the flue gases takes place. It is very important to identify the combustion TDC, as tappets have to be
adjusted at that point. Camshaft rotates once for every twice rotation of crankshaft
4. Crankcase Method: -
In this method the crankcase doors are opened up and the piston is visually checked whether is
going up or down. This is the surest method, but a bit cumbersome. It should be used when you have a
strong doubt about the other methods.
119
WHAT IS OVALITY OF AUXILIARY ENGINE CRANK PIN?
Ans-
Combined effect of reduced effectiveness of L.O and directional thrust of the con rod. This is maximum
at around 45 degree ATDC
Uneven loading of units and overloading
Max Allowed: 1/4th of the bearing clearance
Max. Allowed Grinding: 2mm, because after grinding 2mm or more surface hardness reduces drastically.
Due to this maximum allowable grinding is 2mm.
Bottom bearing damage reason is the ovality, bearing clearance and condition of L.O supply
Methods of tightening:
a. Measuring the extension of the bolts
b. Use of the calibrated torque wrenches
c. Hydraulic tensioning
d. Angle tightening
GENERATOR LUBE OIL SUMP LEVEL INCREASES, WHAT ARE THE CHECKS YOU WOULD CARRY OUT?
Ans-
Check that the generator lube oil systems valves are correctly positioned and that the sump filling
valve is holding
Ask the personnel for if they have carried out any transfers just before, related to the sump oil of the
generator
Check the purifier for correct operation and that no water is being discharged with the purified oil
Change over the generator concerned, isolate it and check the sump for any contamination like water.
Basing on the findings further inspections can be carried out, like checking the cylinder liner jacket
cooling water sealing O-ring etc.
120
TURBOCHARGER
HOW DOES THE TURBOCHARGER WORK?
Ans- The turbocharger mainly consists of a turbine and a compressor assembled as a single unit on a shaft.
The exhaust gas from the engine flows through a water-cooled gas inlet (cooling from engine J.W. system)
to a nozzle ring, which directs gases at the turbine rotor balding. This force causes a rotor to rotate at high
velocity. The gases leaving via a water-cooled gas outlet casing to an exhaust pipe and atmosphere. The air
required for the diesel engine is drawn in by the compressor via a combined silencer/filter. The entry
passage after the filter is then divided onto splitters which prevent draught losses and guide the air to the
compressor and discharge radially at high velocity to the diffuser, which charges much of the velocity to
pressure. From the diffuser the air passes into the volute casing, changing the rest of the airs kinetic energy
to pressure before being discharged to the charge air cooler and to the engine for combustion.
121
WHAT IS PURPOSE OF EXHAUST GAS TURBOCHARGER LABYRINTH SEAL AND PACKINGS?
Ans-
Oil labyrinths or labyrinth seals are used to seal the lubricating oil so as to prevent leakage of
lubricating oil from the turbocharger.
Labyrinth packing is used to seal exhaust gases within the turbine discs. Sealing air channeled from
the scroll is also used along with the seals and packings in order to prevent oil and gas leakage from
inside the turbine disc during the normal operations.
122
WITH RESPECT TO TURBO CHARGER WHAT ARE THE ADVANTAGES AND DISADVANTAGES OF
ROLLER BEARINGS AND SLEEVE TYPE BEARINGS?
Ans- The advantage of ball or roller bearings are they have low frictional drag and are lubricated by their
own self-contained gear type pumps driven off the rotor shaft. But the disadvantage of ball or roller bearings
are they are very susceptible to vibration and fatigue, both when the engine is running and also from outside
sources when the engine is stopped. They also have a finite life of around 20000hours. The advantages of
plain sleeve bearings are that they are quite resilient towards vibration and fatigue, but the disadvantage of
plain sleeve bearings are that they require external lubrication system with fine filtration if using engine oil.
123
WHAT IS THE DIFFUSER PLATE IN TURBO CHARGER?
Ans- It is found on the compressor side, it converts the velocity? Kinetic energy from the compressor into
the pressure
*Note: This value should also be checked before dismantling the turbocharger for a bearing change.
True running of the turbo charger shaft should also be checked with a dial indicator for trueness after
bearing renewal. The turbocharger bearing housings end covers are now replaced and refilled with
fresh oil.
124
Chocked air suction filter, fouling of the turbocharger, unbalanced output from the engine, damaged
exhaust valve, scavenge fire
MEP
WHY THE WATER COCK IS OPENED FIRST AFTER BLOW THROUGH OF THE BOILER GUAGE GLASS?
Ans- Steam pressure is higher than water pressure, so if you open steam cork first than there is very high
resistance for the water to enter into the gauge glass and you wont get the exact reading. Another reason
is to know whether water is present inside the boiler
125
ATOMISATION IN ROTORY CUP
Ans- Rotary cup burner atomize fuel by throwing it of the edge of a rotating tapered cup, generally rotated
at 2000 to 7000 rpm by an electric motor or air turbine propelled by the primary combustion air. The
tapered cup is attached to the end of a rotating shaft and the oil is supplied through the hollow shaft. The
centrifugal force causes the fuel to thin out and breakup at the tip of the cup and get atomized by the stream
of surrounding air. The rotary cup provide rotational energy and also will atomize the fuel. The result is a
rotating cone of fine fuel particles. High oil pressure is not needed and throughput is controlled by a valve
in the fuel inlet. Turn down ratio= 10:1. The minimum throughput is governed by the fact that sufficient oil
must be supplied so that thin oil film is not broken for a stable primary flame. Cannot be used in roof fired
boilers.
126
COLD STARTING PROCEDURE OF BOILER
Ans- Starting procedure of boiler
1. Ensure that the vent valve on the boiler is open and check there is no pressure in the boiler.
3. Check that all the valves for fuel are open, and let the fuel circulate through the system until it comes to
the temperature required by the manufacturer recommendation.
4. Check and open the feed water valves to the boiler and fill the water inside the boiler drum to just above
the low water level. This is done because it is not possible to start the boiler below the low water level due
to safety feature which prevent boiler from starting. Also, the level is not filled much because if filled too
much, the water inside the boiler might expand and over pressurize the boiler.
5. Start the boiler in automatic mode. The burner fan will start the purging cycle which will remove any
gases present in the furnace by forcing it out through the funnel.
6. After the pre-set purge time the pilot burner will ignite. The pilot burner consists of two electrodes,
through which a large current is passed, via the transformer, producing the spark between the electrodes.
The pilot burner is supplied with diesel oil and when the oil passes over, the former ignites.
7. The main burner which is supplied by heavy oil catches fire with the help of pilot burner.
8. Check the combustion chamber from the sight glass to ensure the burner has lit and the flame is
satisfactory.
9. Keep a close eye on the water level as the pressure increases and open the feed water when the level of
water inside the gauge glass is stable.
10. Close the vent valve after the steam starts coming outside.
12. Once the working steam pressure is reached, blow down the gauge glass and float chambers to check
for the alarm.
127
WHAT IS THE MATERIAL OF THE BOILER GAUGE GLASS?
Ans- The material used in the gauge glass is a special toughened glass containing
a. Silicon oxide or magnesium oxide
b. Borosilicate or lime soda glass
SMALL SOOT FIRES: Mainly occurs during maneuvering with the engine being operated at prolonged low
loads. The situation may arise even at short low load running if the fuel is bad. Indications:
a. High economizer exhaust gas outlet temperature
b. Sparks from the funnel
c. Engine running parameters showing deviations due to increased exhaust back pressure
d. High steam pressure or outlet temperature from the super heater section if fitted
If the soot fire has now turned into metal fire (identified immediately by the loss of the circulating
water of the economizer), stop the circulating water pump. Carry out the boundary cooling.
If means are provided, deluging the economizer fires with copious amounts of water should be
carried out to the seat of the fire. This is essential because, if lesser amount of water used the fire is
additionally supported by the production of steam sourcing hydrogen for the situation to get worse.
Hydrogen fire: Occurs because of dissociation of water (steam) into hydrogen and oxygen or carbon in
connection with carbon monoxide and hydrogen
This occurs only above 1000C
Iron fire: Oxidation of the iron at high temperature occurs at a rate sufficiently high to make the amount of
heat release from the reactions sustain the process. These reactions may take place at a temperature in
excess of 1100C
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WHAT IS THE MATERIAL OF THE SHIP SIDE VALVE?
Ans- BODY: Nickel-Aluminium bronze / cast steel
Stem/Seat/Disc: Monel metal (Cupro nickels of varying proportions are used popular being a Cu:Ni = 2:1)
The cupronickels are known for their great resistance to the sea water corrosion, erosion by the
particles in the sea water, and strength.
WHAT ARE THE USUAL PRESSURES TO WHICH THE BOILERS ARE TESTED?
Ans- New boilers, if > 6.9bar working pressure, 1.5 X design pressure
If < 6.9bar working pressure, 2 X design pressure
After major repair, 1.25~1.5x working pressure, duration of the testing: 30Min.
DIFFERENTIATE BETWEEN THE TERMS PRIMING AND FOAMING WITH REFERENCE TO THEIR
OCCURRENCE IN A STEAM BOILER
Ans- Both refer to the carryover of water into the steam outlet. Priming is due to the mechanical/physical
aspects and the foaming refers to certain insoluble/soluble in the boiler water, which by the principle of
increased surface tension cause priming.
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EXPLAIN THE PROCEDURE OF SETTING A BOILER SAFETY VALVE
Ans- The safety valve is the sole safety device, which relieves the boiler of a dangerous excess pressure. In
the majority of designs the oil fired boiler and the exhaust gas boiler have a common steam circuit, though
separate heat input and flue gas paths. The oil fired section of the oil fired boiler has a fuel cut out which is
operated by the steam pressure limiting device, whereas the exhaust gas boiler has to depend solely on its
safety valve to protect it. In a composite boiler as mentioned above the pair of safety valves can serve to
protect the common steam circuit. An additional pair of safety valves is provided in the outlet header of the
exhaust gas boiler, which has to be set separately.
The setting of the safety valve has to be done when the heat input and the rate of pressure rise is
maximum. The setting of the exhaust gas boiler safety valve to comply with the above, shall be carried out
as follows:
While at sea, with the main engine running at normal service speed and when all systems are steady, the oil-
fired section of the boiler can be fired to augment steam production (all precautions such as adequate water
level in the boiler, operator standing by the burner quick shut off valve etc. are to be followed). With the
safety valve on the steam receiver of the boiler lightly gagged. The safety valve of the exhaust gas boiler
section is set at slightly higher pressure. In order to ensure that the economizer (or the exhaust gas boiler)
operates under flooded conditions at all times, it is customary to adjust the safety valves of the economizer
to a slightly higher pressure than the safety valves of the boiler steam receiver of which they are connected.
After setting the safety valve as above to satisfaction locking it to make it tamper proof, the oil-fired boiler
firing is stopped, the steam receiver safety valves gags removed and all the easing gear properly connected.
The exact lifting pressures are recorded in the logbook authenticated by the CEO and a copy of the above is
to be forwarded to the classification society upon arrival next port.
In the setting of the safety valve of a boiler, three items are of great importance.
They are:
1. Setting pressure at which the valve should lift.
2. The accumulation of pressure, which will be above the former due to the valve spring characteristics
3. Blow down which is a drop in pressure below the setting pressure after the valve has lifted and reseated.
4. For example the following values are relevant:
a. Boiler working pressure: 7 bar.
b. Safety valve setting pressure: 9 bar.
c. Accumulation of pressure: Maximum of 10% of the setting pressure = 9.9 b
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WHAT IS THE PURPOSE OF THE SCUM VALVE ON A BOILER?
Ans- The scum valve on a boiler is connected to a shallow dish positioned at the normal water level of the
boiler and enables the blowing down or removal of scum and impurities from the water surface.
WHAT TYPES OF VALVES ARE BOILER FEED CHECK VALVES AND WHY?
Ans- Non return type valves a and are fitted in pairs one being the main and the other the stand by or
auxiliary and they must give an indication of open or closed positions. They are of non-return type to
prevent back flow of boiler pressure down the feed line.
GIVE A SHIPBOARD USE OF CUPRO NICKEL AND THE PROPERTIES THAT MAKE IT SUITABLE FOR
THIS USE?
Ans- Heat exchanger tubes. It has good corrosive qualities and very good heat transfer qualities.
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WHAT IS BOILER CORROSION?
Ans- Basic corrosion in boilers may be primarily due to reaction of the metal with oxygen, other factors such
as stresses, acid conditions, and specific chemical corrodent may have an important influence and produce
different forms of attack. It is necessary to consider the quantity of the various harmful substances that can
be allowed in the boiler water without risk of damage to the boiler. Corrosion may occur in the feed-water
system as a result of low pH water and the presence of dissolved oxygen and carbon dioxide.
Starting from these figures, and allowing the amount that can be blown down, the permitted concentration
in the make-up water is thus defined.
Corrosion is caused principally by complex oxide-slag with low melting points. High temperature
corrosion can proceed only if the corroding deposit is in the liquid phase and the liquid is in direct contact
with the metal. Deposits also promote the transport of oxygen to the metal surface.
Corrosion in the boiler proper generally occurs when the boiler water alkalinity is low or when the
metal is exposed to oxygen bearing water either during operation or idle periods. High temperatures and
stresses in the boiler metal tend to accelerate the corrosive mechanisms. In the steam and condensate
system corrosion is generally the result of contamination with carbon dioxide and oxygen. Specific
contaminants such as ammonia or sulphur bearing gases may increase attack on copper alloys in the system.
Corrosion is caused by the combination of oxide layer fluxing and continuous oxidation by transported
oxygen
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DIFFERENCE BETWEEN FEED PUMP AND CIRCULATING PUMP?
Ans- Feed water pumps range in size up to many horsepower and the electric motor is usually separated
from the pump body by some form of mechanical coupling. Large industrial condensate pumps may also
serve as the feed water pump. In either case, to force the water into the boiler, the pump must generate
sufficient pressure to overcome the steam pressure developed by the boiler. This is usually accomplished
through the use of a centrifugal pump. Another common form of feed water pumps run constantly and are
provided with a minimum flow device to stop over pressuring the pump on low flows. The minimum flow
usually returns to the tank or deaerator.
A circulator pump is a specific type of pump used to circulate gases, liquids, or slurries in a closed circuit.
They are commonly found circulating water in a hydronic heating or cooling system. Because they only
circulate liquid within a closed circuit, they only need to overcome the friction of a piping system (as
opposed to lifting a fluid from a point of lower potential energy to a point of higher potential energy).
Circulator pumps as used in hydronic systems are usually electrically powered centrifugal pumps. As used
in homes, they are often small, sealed, and rated at a fraction of a horsepower, but in commercial
applications they range in size up to many horsepower and the electric motor is usually separated from the
pump body by some form of mechanical coupling. The sealed units used in home applications often have the
motor rotor, pump impeller, and support bearings combined and sealed within the water circuit. This avoids
one of the principal challenges faced by the larger, two-part pumps: maintaining a water-tight seal at the
point where the pump drive shaft enters the pump body.
Small- to medium-sized circulator pumps are usually supported entirely by the pipe flanges that join them
to the rest of the hydronic plumbing. Large pumps are usually pad-mounted.
Pumps that are used solely for closed hydronic systems can be made with cast iron components as the water
in the loop will either become de-oxygenated or be treated with chemicals to inhibit corrosion. But pumps
that have a steady stream of oxygenated, potable water flowing through them must be made of more
expensive materials such as bronze.
HOW MANY SAFETY VALVES ON BOILER AND THEIR PRESSURE DIFF & HOW WILL YOU SET A
SAFETY VALVE?
Ans- Before adjusting safety valves on electric steam generators, be sure that the electric power circuit to
the generator is open. The generator may be under steam pressure, but the power line should be open while
the necessary adjustments are being made. At least one safety valve should
beset to release at no more than the maximum allowable working pressure of the steam boiler. Safety
valves are factory set and sealed. When a safety valve requires adjustment, the seal should
be broken, adjustments made, and the valve are sealed by qualified personnel only.
When more than one safety valve is provided, the remaining valve or valves may be set within a range of
3%above the maximum allowable working pressure. However, the range of the setting of all the safety
valves on the boiler should not exceed 10%of the highest pressure to which any valve is set.
Each safety valve should reseat tightly with a blow down of not more than 2 psig or 4% of the valve
setting, whichever is greater. In those cases where the boiler is supplied with feed
water directly from the pressure main without the use of feeding apparatus (not including return
134
traps), no safety valve should be set at a pressure greater than 94% of the lowest pressure obtained in the
supply main feeding the boiler.
Purpose:
M-Alkalinity Test
Purpose:
1. It gives alkalinity due to bicarbonates, includes the bicarbonates formed during the P-alkalinity test.
2. The result warns us against possible formation of carbonic acid inside the boiler as well as in the steam
condensate lines, due to high concentration of bicarbonates.
Purpose:
Purpose:
1. Gives warning against any seawater contamination of the Boiler Feed System.
2. Help to establish an effective blow down control of the boiler.
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Phosphate ppm Test (PO4)
Purpose:
1. It helps to maintain a phosphate reserve in the boiler to counter any possible contamination of the
boiler water by corrosive and scale forming salts. However, too much phosphate in the boiler may also
contribute to foaming and priming.
One is direct chemical attack and mainly occurs in super heaters due to the high metal temperatures
involved. It can result in pitting or cracking in tube bores, or in scaling or flaking on the gas side of tubes.
This form of corrosion also occurs when loss of water circulation causes themetal to overheat in the
presence of steam.
The more common form of corrosion found in boilers is the result of electro-chemical Attack usually
involving acidic water conditions in the presence of dissolved oxygen. General wastage of the boiler metal
due to this form of attack has been virtually eliminated by the use of chemical feed water treatment, but
isolated pitting can still occur if the treatment is not operated within the correct limits. It may be found along
The water level in the drum, generally as the result of poor shut-down and storage
Procedures where the boiler is left partly filled with cold water.
Pitting along the roof of the drum can result from condensation. In the lower parts of the boiler it can be due
to poor drainage, pools of water remaining in drums and headers. However, isolated pitting can also result
from operating with the boiler water allowed to remain at too low pH value, and in this case will also tend
to occur in the bores of tubes subjected to the highest rates of heat exchange, such as screen and water wall
tubes.
WHAT TYPE OF SAFETY VALVE IS FITTED TO A BOILER AND AT WHAT PRESSURE DOES IT LIFT?
Ans- High lift safety valves are designed to operate at 10% boiler working pressure and must also be capable
of releasing all the steam the boiler can produce without the pr rising more than 10% over a set period. 15
min for tank boilers and 7 minutes for water tube. The spring pr once set is fixed and sealed by a surveyor.
*Note: the above test is known as the accumulation of pr test.
GIVE POSSIBLE REASONS WHY THE ENGINE ROOM BILGE PUMP MAY NOT BE ABLE TO EMPTY
BILGES?
Ans- The strum box from the bilge may be fouled. Bilge pump suction filter may be blocked
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A valve may be left open from an empty bilge. There could be a hole in the system on the suction side of the
pump. Depending on type of bilge pump, the pump suction or discharge valves may need overhauling.
BOILER BLOWBACK
Ans- Reasons
Insufficient pre-purging
Blower not working
Accumulation of oil
Leaky solenoid valve
Dripping of burner.
Remedies
Stop the firing
Check the condition of boiler ,if it is drip in, then overhaul
Do the inspection of the furnace
Carry out sufficient pre-purging
Start the boiler on auto mode.
WHAT WOULD PREVENT WATER RUSHING OUT OF THE BOILER, IF THE GAUGE GLASS WERE TO
BREAK?
Ans- A ball valve is fitted below the gauge glass tube to shut off the water.
Waterside isolation:
a. The boiler should be taken out of service. With the boiler shut, isolate the boiler on fuel/exhaust side
electrical side and water side by isolating valves, power supply breakers as the case may be
b. Empty the boiler of water by blowing down, after allowing sufficient time for the boiler to cool gradually
to prevent excessive thermal shock
c. When blowing down to sea, open the overboard valve first then the boiler valve to be opened gradually.
The nearing completion of the blowing down operation can be felt by falling noise, pressure. At this point,
care must be taken not to let the cold seawater into the boiler. Start closing the boiler blow down valve when
the boiler pressure is low enough, and when it is down to the desired value, the valve must be closed down
tightly and the ships side cock closed. This is to be done to keep out the seawater ingress positively even
though the valves are usually of non-return type.
d. Allow the boiler to cool down further and loose all its pressure, and when the boiler pressure is at
atmospheric pressure open the air cock and gauge glass drains to ensure the pressure is atmospheric inside
the boiler
e. Either the top door or the bottom door can be opened at this stage but not both, while removing bottom
door care must be taken against any hot water if present can cause injury to the personnel near it.
After the boiler has sufficiently cooled the access points can be opened, the spaces well ventilated,
enclosed space entry/steam drum entry procedures should be followed. The fire/exhaust side should be
cleaned after initial examination
a. Open access doors in way of the uptake and front and rear walls and the burner register and all hand holes
b. Hydro-jet all soot deposits on tubes. Allow for collection and disposal of fresh water
c. Mop up the fireside to dry. Neutralizing chemical can be added in order to avoid corrosion. Heating lamps
can be used to dry out the furnace
d. Scrape hard deposits on all generating and water wall tubes, sweep and remove all carbon, soot and debris
on the furnace floor
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WHAT ARE OXYGEN SCAVENGERS?
Ans- Oxygen scavengers are chemical compounds, which are added to the boiler feed water to eliminate
oxygen residuals and to assist in the passivation of metal surfaces.
There are a number of these chemicals available, and a selection is a function of the amount of oxygen
present, risk, feed system design, economics and any particular limitations required by the process using
the steam.
b. Hydrazine (N2H4)
Method of dosage: Liquid hydrazine is injected at the earliest possible point in the feed water system.
How is O2 Scavenged?
Limitations: Excess hydrazine should be controlled to avoid an undue rise in the ammonia level in the
steam; there is a danger of copper corrosion in the condensing plant. (Ammonia is produced by the
decomposition of excess of hydrazine can provide a suitable alkaline condition in the steam and in the
condensate system,
Hydrazine is not permitted in the systems where steam is in contact with the foodstuffs.
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How is O2 Scavenged?
Limitations: In boiler, Carbohydrazide decomposes to hydrazine as one of the products, so it cannot be used
in systems where the steam is used for humidification. (FDA rules)
d. Tannins
Certain alkaline tannin solutions have good oxygen absorbing capability. A 6ppm of certain tannins extracts
can remove 1ppm of oxygen at a pH of 12. The oxygen scavenging efficiency is better than that of sodium
sulfite.
How is O2 Scavenged?
R1-C(OH)=C(OH)-R2 + O2 -------- R1-(C=O)2-R2 +H2O
Limitations: Ammonia is produced in the boiler as a by-product. This is not recommended for use for
boiler lay-up. Good corrosion control requires a high boiler water pH value since the magnetite film is at its
most stable condition when the pH is 10.5~11.5.
WHAT ARE THE INSTRUCTIONS YOU WOULD GIVE TO THE WATCHKEEPERS REGARDING BOILER?
Ans- a. Check the water level by gauge glass
b. Keep an eye on the steam pressure
c. Watch the flame pattern
d. Check the vicinity of the oil burning equipment for any traces of oil
e. Maintain the hot well temperature about 85C
f. Check the hot well level and maintain it
g. Atomizing steam pressure should be monitored
h. Fuel oil pressure, temperature, the fuel oil pump its suction pressure
i. Amperage drawn by the related motors like FD fan
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WHAT IS A COMPENSATING RING IN A BOILER?
Ans- If any hole drilled in the boiler shell exceeds the value 2.5t + 75mm, where t = thickness of boiler shell,
the vessel should be compensated for the loss of strength (due to lost material) by a stiffening ring around
the hole (circumferentially). This is called a compensating ring.
WHY THE LEVEL OF WATER IN BOILER GAUGE GLASS KEEP ON INCREASING DURING NORMAL
OPERATION?
Ans- As we knows the steam above the water level in gauge glass condenses to form water because the
gauge glass is exposed to normal ambient temperature out-side the boiler. But you must have a doubt that
the water level should be equalized as the same steam pressure is acting on both the water levels (i.e., inside
the boiler and in gauge glass). So the level must be equal .
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IF OIL HAS GONE IN EVAPORATOR THEN HOW TO REMOVE OIL FROM EVAPORATOR OF
REFERGERATION SYSTEM?
Ans-
1. Pump down the ref gas in condenser and close the inlet and outlet of the condenser.
2. There are cock provided at the inlet and outlet of the evaporator coil.
3. Open inlet and outlet of evaporator coil and blow through by nitrogen.
As the cam rings are rotated, the lifting pins are forced upward, raising the suction valve off its seat.
The suction valve is held in this position until the compressor is started and oil pressure of approximately
30 psi is reached. At that time, the oil pressure from the capacity control valve pushes the unloader piston
back to the right against the unloader spring.
The motion transmitted through the pushrod, it rotates the cam ring. This lowers the lifting pins and
allows the suction valve to close or operate normally and the cylinder to become loaded. On most
compressors the unloader is connected to the cylinders in pairs.
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WHAT IS THE FUNCTION OF DRIERS IN REF PLANT?
Ans- Absorbs moisture in system, mainly contains silica gel or activated alumina, also contains charging
connections.
Following steps are to be taken for charging gas into the reefer plant:
1. Connect gas bottle or charging cylinder, vacuum pump and charging point in the reefer system to the
valve block.
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. This 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. This will remove the trapped air from this pipe. Then shut the valve in the valve block
5. Now keep the system idle for 5 minutes to check there is no pressure drop. This 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. This
will set the line for charging. Ensure 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.
Note*: Gas bottle is kept on weighing scale for measuring the amount of charged supplied to the system.
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TROUBLE SHOOTING WITH REFRIGERATION SYSTEM?
Ans Undercharging of Refrigeration System
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 vapour 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:
Identify and rectify the leakage of refrigerant from the system.
Clean the filter and drier.
Charge the system with fresh refrigerant as required.
Overcharge of Refrigeration System
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.
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Remove ice from the regulator by using any of the defrosting methods.
Moisture in the System
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:
Renew silica gel in case of minor moisture.
Collect refrigerant and remove all air and moisture by vacuum pump if the amount is huge.
Air in the System
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:
During charging, air may enter in to the system.
If Freon-12 is used air may leaks in to the suction line because the working pressure of the Freon-
12 refrigerant is less than the atmospheric pressure.
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.
Check the level of the refrigerant in the system. If required, charge the system with fresh
refrigerant.
Restart the compressor with all safety precautions.
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.
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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:
This may happen if the oil separator is not working properly.
Oil may carry over from the compressor and may not come back to the compressor due to blockage
in the system.
Defective piston rings or worn out liner of the compressor may cause the oil to carry over along
with the refrigerant.
Compressor may take high capacity current during starting.
Action:
Check the oil separator for proper functioning.
Check the drier for proper cleaning and if its require cleaning clean it
Evaporator coil should be drained to remove any trace of oil.
If there is oil in the cooling coils, increase the condenser and evaporator temperature differentials
and remove excess frost on the suction pipe.
Heat pipes with blow torch.
Flooding of Refrigerant in the System
This is seen as liquid getting back to the suction of the refrigerant compressor. It may be due to a faulty or
incorrectly adjusted expansion valve and also due to solenoid valve leakage. It may also result from
overcharging of the refrigeration system. Flooding may lead to an iced up evaporator.
146
Air purging procedure:
During normal operation measure the temperature and pressure at the outlet of condense
Check the saturation temperature for the same pressure from the P-T chart of the refrigerant.
Compare the measured temperature with saturation and adjust the condenser cooling water flow
(considering the sub cooling of the refrigerant also) for achieving near saturation conditions
inside the condenser.
Circulate the water until both inlet and outlet temperatures are equal.
Purge air opening the vent until temperature equals the saturation temperature for the given
pressure.
a. On/off control: if the refrigeration load is absent, capacity control may be effected by cutting out the
compressor motor
b. Variable motor speed: during reduced load, capacity control may be effected by reducing the throughput
of the refrigerant by reducing compressor motor speed.
c. Cylinder unloading: during reduced load condition in a multi cylinder unit compressor, capacity control
may be effected by successively cutting in or out cylinders or cylinder groups
d. Hot gas bypass: involves passing a portion of the discharge gas from the compressor directly to the
evaporator, bypassing the condenser
e. Hot gas injection to evaporator
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f. Evaporator pressure control
DESCRIBE THE BOILER HOT WELL AND CASCADE TANK. WHY IS IT FITTED AND HOW WOULD YOU
TRACE AN OIL LEAK?
Ans- The boiler hot well is where the condensate drains return from the condenser. This condensate may
be contaminated as some of the drains are from F.O. heating systems or tank heating system. Normally these
drains will pass to the hot well via an observation tank, which permits inspection of drain and their
discharge to an oily bilge if contaminated. The hot well tank is also arranged with internal baffles to bring
about preliminary oil separation from any contaminated fuel or drains. The feed water is then passed
through charcoal or cloth filters to complete the cleaning process. Any overflow from the hot well passes to
the feed water tank which provides additional feed water to the system when required. Feed pumps take
suction from the hot well to the boiler.
To trace an oil leak to the system, various heating coils to tanks would be shut off in turn until the leak
stopped, thus indicating which heating coil was leaking.
WHAT WOULD YOU DO IF YOU HAD A HIGH CHLORIDE LEVEL IN THE BOILER?
Ans- To reduce the chloride level in the boiler the boiler would be blown down, thus allowing fresh feed to
the boiler
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SHORT CYCLING IN REFRIGERATION COMPRESSOR?
Ans- Regular stopping and starting of compressor by the action of low pressure controller causes:
Under charge
Frosting or clogging of evaporator
Dirty suction strainer
Low pressure controller differential too high.
Wrong capacity control setting.
REFRIGERANT PROPERTIES
Ans-
1. Low boiling point & low freezing point.
2. Low specific heat and high latent heat (for higher refrigerating effect per kg of refrigerant)
3. Working pressures must be optimum (cost & ingress of air)
4.High critical pressure and critical temperature (power requirements)
5.Low specific volume
6.Higher thermal conductivity (reduce the area evaporator and condensor)
7. Non [explosive, corrosive, toxic, flammable]
8. High miscibility and low reactivity with lube oil.
9. High co-efficient of performance.
10. Economic& eco-friendly
2. It always maintains 5 degree super heat at the exit of the evaporator. (Frosting on TEV- due to the
presence of moisture causes TEV kept stuck open liquid in suction line)
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WHAT IS A THERMOSTATIC EXPANSION VALVE?
Ans-This is a regulator through which the refrigerant is metered from the high pressure side to the low
pressure side of the system. The pressure drop causes the evaporating temperature (saturation temp.) of
the refrigerant to fall below that of the evaporator.
a. Avoids liquid refrigerant return to the compressor suction.
b. Automatic expansion control and maintain 6 ~ 7 degree superheat.
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WHAT IS THE FUNCTION OF THE BACK PRESSURE VALVE IN THE REFRIGERATION SYSTEM?
Ans-Back pressure valve is fitted just at the exit of the refrigerant from the evaporator coil in a multi
temperature rooms system. This being fitted at the exit of the compartments whose temperature is set
higher (usually at about 4~5 degrees centigrade). The function of the valve is to maintain equilibrium of the
system as the pressure of the gas at the exit of each compartment differs. More over the back pressure valve
creates a back pressure on the evaporator coil and ensures that most of the liquid refrigerant is made
available to the lesser temperature requirement compartments as their demand for the refrigerant is higher
than the compartments being maintained at a higher temperature. It is spring loaded non return valve.
HOW WILL YOU KNOW THE PRESENCE OF AIR IN THE REFRIGERATION SYSTEM? EXPLAIN THE
PROCEDURE FOR PURGING AIR
Ans- a. High condenser pressure
b. Small bubbles in the sight glass
c. Compressor discharge pressure high/running hot
d. More superheat
e. Pressure fluctuations
f. Inefficient working
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PROCEDURE FOR PURGING AIR
a. In the normal operation of the system, measure the liquid refrigerant pressure, temperature at the outlet
of the condenser/reservoir
b. Check the corresponding saturation temperature for the recorded pressure of the liquid refrigerant from
the P-T chart for the same refrigerant
c .Compare the measured temperature with the determined saturation temperature for
any sub-cooling and adjust the flow of the cooling water through the condenser to achieve near saturation
condition inside the condenser.
d. Then with the condenser liquid refrigerant outlet valve closed, circulate cooling water, start the
compressor and pump down the liquid to the condenser/reservoir, checking the pressure in the suction line.
If this pressure is allowed to drop down below the atmospheric pressure then there could be chances of air
ingress into the system
e. Circulate the cooling water till the cooling water outlet and the inlet temperatures equal, a check to ensure
complete pump down operation
f. Check the condenser sea water out let temperature, check the refrigerant pressure corresponding to its
temperature from the P-T chart of same refrigerant
g. Release air from the condenser, through the vent cock until the pressure of the refrigerant in the
condenser corresponds to the saturation pressure at the sea water outlet temperature
(pressure exceeds blowing off pressure 8 Sealing between inlet and outlet of 2nd stage
bar) is faulty.
Safety valve of 1st stage blows off Safety valve faulty
(pressure below blowing off pressure 8
bar)
Safety valve of 2nd stage blows off Safety valve set too low or is faulty
(pressure below blowing off, ultimate
pressure+ 5%)
Safety valve of 2nd stage blows off Valve in airline to compressed air receiver
(pressure above blowing off, ultimate closed.
pressure+5%) Pressure switch set too high.
Pressure in 1 stage excessively high.
st 2nd stage valve leaking.
1st stage valve leaking.
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Pressure gauge in 1st stage indicates lower Air filter very dirty.
pressure.
No pressure indicated in 1stand No power at solenoid valves.
2nd stage pressure gauges. Solenoid valve faulty.
Due to cooling water deficiency.
Temperature control responded. .
Poor heat transfer in cooler as a result of
boiler scale formation.
Oil pressure monitor has responded. The oil level is too low.
The oil pump is faulty or leaking.
Bursting disc in the cooling water circuit Leakages in cooler.
responds. Pressure peaks in the cooling water circuit.
Drain valve does not close. No supply voltage.
Solenoid faulty.
Foreign matter in solenoid valve.
Compressor makes loud noises. Connecting rod bearing faulty.
Gudgeon pin bearing faulty.
Crank shaft bearing faulty.
Water in oil. Compressor over cooled because of :-
Too high cooling water flow rate
Improper room ventilation.
Very short compressor running time.
Insufficient drainage.
Untimely breaking of valve Insufficient drainage.
plates, valve springs or valve discs
Oil leaking from crank case. Gasket or shaft seal faulty
Screws loosened.
Compressor shut down by over current The motor is overheated. Excessive current
relay of control system. drawn.
Piston seizure.
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COMPRESSOR LUBE OIL FUNCTIONS AND PROPERTIES?
Ans- Functions-
Lubrication
Coolant
Noise damping
Actuate capacity control
Help as a sealant between piston and liner
WHY THERE ARE NO GASKETS IN HYDRAULIC LINES & WHY SQUARE FLANGES IN HYDRAULIC
LINES?
Ans- Hydraulic pipe line are high pressure pipe lines and gaskets lose its credential after some time and fail.
So they have square flange having metal to metal contact providing tight seal. Pressures above 60 bar are
always metal to metal sealing.
STORM VALVES
Ans- They are flap type non return valves used in scupper lines. It can be operated from above the bulk-
head.
BUTTERFLY VALVES
Ans- Its full bore, gives excellent flow characteristics and low pressure drop. The valve is also quick acting.
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NEED FOR DOUBLE VOLUTE CASING AND DIFFUSER RING?
Ans- A double volute casing to provide a rotational balance and this reduces wear on radial bearings. A
diffuser ring is fitted to high-pressure centrifugal pumps to covert the kinetic energy into pressure, this ring
is fixed in the casing around the impeller in such a way that passages are formed around the vanes.
BUMPING CLEARANCE
Ans-Bumping clearance= Clearance volume
Cause of change in bumping clearance during service-
Wear in crank pin bearing( symptoms slow decrease in oil pressure and knocking sounds in later
stages)
Change in size of head gaskets.
Wear in main bearing.
Correcting clearances: Cylinder head gaskets to be changed size, inserting shims between big end of con-
rod.
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LUBRICATION SYSTEM IN COMPRESSORS?
Ans-In tandem type compressor, the higher pressure piston (bottom) is lubricated by splash from the
crankcase or forced lubricated using lubricators and pump. The top stage is invariably lubricated by
lubrication pump drawing suction from the crankcase. Running gear is force lubricated by a pressure pump
drawing oil from the crankcase discharges it through the main bearing to the crankshaft passage into the
bottom end bearings and traveling to gudgeon pin. The pump is operated by an eccentric drive attached to
the shaft or roller chain.
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DIFFERENCE IN PROPERTIES OF AIR COMPRESSOR LUBE OIL AND REFRIGERATION COMPRESSOR
LUBE OIL?
Ans-
Oxidation resistance from the heated air/oil compression
Resist acid buildup due to oxidation from extended oil drain intervals, moisture and heat.
Exhibit good Demulsibility to separate the water from the oil.
Prevent against internal rust formation.
Resist foaming.
Control air entrainment.
Reduce wear.
Maintain viscosity parameters.
Extend oil drain intervals.
Provide low temperature fluidity protection.
WHAT IS THE QUALITY OF THE VAPOR COMING BACK TO THE COMPRESSOR SUCTION IN THE REFER
SYSTEM? IN ADDITION, HOW WILL YOU ENSURE THAT THE VAPOR HAS ADEQUATE DEGREE OF
SUPERHEAT?
Ans- a. The condition of the vapor coming to the compressor suction line should have adequate degree of
superheat
b. The condition is checked by reading the pressure of the returning vapor and its corresponding
temperature from the P-T chart provided for the specific refrigerant. This temperature is compared
with that of the evaporator outlet and the degree of super heat is expressed as the difference in the
temperature.
FRESH WATER GENERATOR WOULD GIVE BETTER OUTPUT ON TEMP 5C OR 25C OF SEA WATER?
Ans- At 25C FWG will give better output because the sea water at 25C will take less time to get heated up
and evaporate by jacket water. Also the water vapours of the distillate are condensed by the use of sea water
only. Since SW at 5C can condense the vapour more efficiently but this water will take longer time to be
heated up and evaporate by jacket water.
IN A PLATE TYPE HEAT EXCHANGER, IF ONE PLATE IS DAMAGED OR HOLED, WHAT IS THE
PROCEDURE TO CARRY OUT REPAIRS?
Ans- No repairs are carried out on the plates if they are damaged or holed.Plates are replaced. If the spare
is not available then the damaged plate is removed with the other plate which allows different liquid to flow
through it in order to ensure that two liquids do not mix with each other. This could happen if only the
damaged plate is removed, the two liquids will definitely mix. Plates are marked like A-B. if plate B is
damaged then a pair of A and B has to be removed.
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AIR BOTTLE MAINTENANCE AND INSPECTION
Ans- a. Regularly drain the bottle of water and oil
b. Regular inspection to ensure that the internal condition of the bottle is good
c. Check for corrosion both externally and internally
d. Inside coating, COPAL varnish condition to be checked to ensure that it is unbroken and no peeling
is taking place
e. Welding seam to be checked, carry out dye-penetrant test at suspected areas
f. The tell tale hole between the lap welding seams of the doubler plate / ring to be checked for leaks
in service to ensure that the internal welding is intact
g. Face of the man hole is to be checked for pitting marks
h. Drain should be clear
i. All points of high stress and corrosion are to be thoroughly checked viz. welds, supports braces, the
bottom of the bottle where water/oil is collected. Pay attention to the zone of water line.
j. Check for leaks at the mounted valve glands/flanges, carry out inspection of the valve face and seat
for wire drawing effect
k. A timing check with the air bottle completely charged and isolated will give a good idea of the
intactness of the pressure vessel
l. The safety/relief valve setting to be inspected as per the class requirement
m. Regularly check the alarms and monitoring equipment for proper functioning
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WHAT IS A PV BREAKER? WHY IS IT FITTED?
Ans- This is a U tube manometer filled with an ethylene glycol solution (as a measure against freezing). The
height of the manometer is manipulated such that the pressure on either side may displace the solution, into
tanks in case of vacuum inside cargo tanks and outside on to the deck in case of over pressurization inside
cargo tanks. Usual set values of PV breaker are +1800mmHg on high pressure and -700mmHg on vacuum
side.
Pressure-Vacuum breaker is fitted to the IG main line on the deck to protect cargo tanks from the following:
a. Abnormal rise of pressure in the cargo tanks which occurs when cargo is loaded with specified rate and
that all gas outlets are closed
b. Abnormal drop of pressure in cargo tanks which occurs when cargo is unloaded with the rated capacity
of the cargo pumps and the inert gas blower fails
c. Abnormal rise or drop of pressure in cargo tanks which occurs, when the breather valves fails to operate
properly for the fluctuation of the pressure in cargo tanks, due to variation in atmospheric and sea water
temperatures, altering the vapor pressure inside tanks
CHECKING PROCEDURE:
a. Checking the liquid level of the inner pipe (open the vent cock located at most top of the gauge, close the
upper gauge cock and open the lower gauge cock) this is also termed as bigger range
b. Checking the liquid level of the outer pipe (close the vent cock, open the upper gauge cock also open the
lower gauge cock) this is also termed as smaller range
Two distinct scales are provided for the liquid gauge one higher and other lower the respective readings
(as in a and b) should match numerically
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WHAT CHECKS DO YOU MAKE IF A COMPRESSOR TRIPS ON LOW LUBE OIL PRESSURE?
Ans- Incase of reciprocating compressor
Direction of rotation, in case the motor is overhauled or some maintenance carried on the motor
Suction filter should be cleaned
Check the pressure switch
Inspect the lube oil pump
Check if any lube oil pipe is holed
Check for excessive foaming
In case of rotary compressor,
Check whether the lube oil pump is rotating with the compressor
Check the condition of vanes and the elliptical casing for scoring damage
Check the compressor is free to turn, no seizure of rotor, no wear on the vanes and the casing
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WHAT IS THE DIFFERENCE BETWEEN A FILTER AND A STRAINER?
Ans- A filter is a fine mesh insert in the pipeline of a fluid for the prime purpose of filtration. It is normally
positioned in the discharge line before the utility (equipment) or in the return line in some hydraulic
systems. The usual size of the mesh is mentioned in microns, which is the smallest particle that can be
filtered by the filter.
A strainer is a coarse mesh inserted usually in the pump suction. It is positioned for the prime purpose of
safeguarding pumps from ingress of heavy debris. In addition, this strainer helps in preventing chocking of
the pipeline in the upstream especially near sharp bends or narrow passages like coolers. Its objective is not
filtration. It is usually mentioned as mesh and is the size of the holes of the mesh.
WHY ARE AIR COMPRESSORS AND DIESEL GENERATOR ENGINES NOT PROVIDED WITH CRANKCASE
OIL MIST DETECTORS?
Ans- Crankcase oil mist monitoring for engine protection are to be provided when:
a. When arrangements are provided to override the automatic stop for excessive reduction of lubricating oil
supply or pressure
b. Power rating is 2250 Kw or more
c. Having cylinders of more than 300mm bore
Air compressors and generator engines in a ship usually do not meet any of the above criteria and hence are
not provided with crankcase oil mist detectors.
165
b. Before collecting a sample some amount of oil is to be drained from the sampling point. Later sufficient
amount of oil should be collected into a clean container, decanted and collected in a clean sampling bottle
c. Engine should be in operation as close as possible to the MCR for some time before collecting a sample
d. The sampling container should be unused one specially produced for lube oil sampling
e. After collecting a sample in the bottle, it should be stored in a cool dry place to let the oil cool down before
securing it with cap/seal. This is essential to prevent slight condensation in the bottle
f. The sample should be fully identified with the date, vessel name, running hours of the engine, lube oil
running hours, sampling point identification
g. Each time the sample should be drawn from the same point
WHY ARE WEIGHED COCKS FITTED TO SOUNDING PIPES OF FUEL OIL TANKS?
Ans- To prevent F.O. spills from overflow. They also prevent vapours escaping from tanks.
WHY ARE HIGH AND LOW SUCTION FITTED ON F.O. SERV TANK?
Ans- The high and low suctions are a safety feature to prevent shutdown of main engines, generators and
boilers due to water contamination of the fuel. Normally the low suction is kept in used if any water should
find its way into the fuel and sevr tank, it will gradually separate towards the tank bottom when it becomes
apparent water is present by finding it at the tank drains or by operation of the engine, it is possible to bring
the high suction into operation and avoid shutdown
WHAT IS THE MAXIMUM COMPRESSED AIR TEMPERATURE THAT SHOULD LEAVE THE AIR
COMPRESSOR?
Ans- 93 deg centigrade
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EXPLAIN HOW WOULD YOU START AN AIR COMPRESSOR AND STOP IT (AFTER OVERHAULING)
Ans-
1. Check oil level in crankcase.
2. Then ensure all drains are open. Intercooler drain and also unloader
3. Check air intake filters is cleaned
4. Ensure oil pressure gauge is open and that air pressure gauges i.e. first and second stage are partially
open to stop gauge fluctuation.
5. If water-cooled check valves are open and cooling is supplied also check header tank.
6. Bar machine over by hand to see if its free to turn
7. Start the machine, check there are no unusual noises or vibration and oil pressure is correct.
8. Then close drains and unloader
9. If all seem o.k. run for 30 minutes after which can be stopped, covers removed and bearing checked. If
o.k. machine can be started on automatic and run
10. To stop the machine, always make sure the machine is unloaded and drains opened before stopping
unless automatic drains and unloaders are fitted.
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HOW RUDDER GETS LOCKED WHEN A PARTICULAR ANGLE IS ACHIEVED?
Ans- Variable delivery pumps, into one side of rotor vanes and receives from other sides, till the rudder is
at the required position. At this point, the feedback lever brings the pump to the zero pumping position and
the rudder gets hydraulically locked.
(2) Every pressure accumulation test to which a steam receiver is subjected is carried out at the maximum
pressure of steam supply to which, with the stop valve or valves fully opened and any other plant or
equipment that normally receives a supply of steam from the pipe or pipes supplying the steam receiver
shut down, the steam receiver may be subjected when the boiler to which it is connected is being operated
at the pressure that is or will be specified in the certificate of fitness issued in respect thereof as its
maximum permissible working pressure.
(3) Every pressure accumulation test to which an air receiver is subjected is carried out-
(a) at the maximum pressure that can be obtained in the compressor to which the air receiver is
connected;
(b) with the reducing valve or valves, or such other appliance as may be used to regulate the supply
of compressed air to the air receiver, fully opened; and
(c) with any other plant or equipment that normally receives a supply of air from the pipe or pipes
supplying the air receiver shut down.
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DURING WATCH YOU FOUND THAT FRESH WATER GENERATOR IS FLOODED WITH SEA WATER.
WHAT MAY BE THE REASONS?
Ans- The possible reasons might be
Problems with brine ejector pump.
Overboard valves not fully open.
Check for the vacuum inside evaporator.
DURING FRESH WATER GENERATOR OPERATION WHY TO OPEN JACKET WATER OUTLET VALVE
FIRST THAN INLET VALVE?
Ans- Outlet valve is opened first to avoid the pressure and thermal stresses which may act on the
evaporator tubes and after that inlet valve is opened notch by notch (should be opened fully within 15 to
20 min) to minimize the thermal stress on tubes.
If the FO transfer pump is a positive-displacement type, it may be stopped when the required test pressure
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is reached as it should not permit back flow. If a centrifugal type of pump is employed, constant running will
be required to ensure the necessary pressure is maintained during the test. In addition to log entries in Deck
Logbook and Oil Record Book (ORB), the deck bunker lines are also required to be stenciled with the date
of last pressure test together with the pressure maintained (in kg/cm2, psi or bar).
ALCAP PRINCIPLE
Ans- Alpha Laval design of centrifuge for dealing with high density residual fuels. It has a flow control disc
and no need for gravity disc to be changed for varying density of fuel. Heating increases density differential,
so water moves to the outer part of the bowl because of centrifugal effect.
Before water interface reaches disc stack a transducer via microchips causes the bowl to self-sludge
or water to be discharged to the drain valve.
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HOW DO YOU TEST A FRESH WATER GENERATOR PLANT FOR LEAKS?
Ans-
Close the outlet of the distillate pump, vacuum breaker valve, bottom blow off valve and feed water
valve
Inject air into the evaporator shell
Keep the shell pressed up to about 1.0bar gauge
Sprinkle soap solution on to the jointings, packings, and suspected areas of the shell
Working principle
Working principle of the low pressure evaporator is that, boiling point of water can be reduced by
reducing the pressure of the atmosphere surrounding it. By maintaining a low pressure, water can be boiled
at low temperatures say 50 degree Celsius. The source of heat could be waste heat rejected by main engine
jacket cooling water.
Hence using energy from a heating coil, and by reducing pressure in the evaporator shell, boiling can
takes place at about 40 to 60 degree Celsius. This type of single effect plant is designed to give better
economy than obsolete Boiling Evaporators.
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What cannot be condensed at the condenser are called incondensable gases like air and these gases are
continuously ejected out by air ejector. This way the shell is maintained at high vacuum, a must requirement
to boil water at low temperatures.
MAINTENANCE OF COOLERS
Ans-
1. Check for leakages
2. Access the condition of sacrificial anodes (in case of non- effective cathodes find the cause and
correct).
3. Check the conditions of bitumen or epoxy coatings for damages.
4. Check the condition of strips provided for ensuring the electrical continuity of cathodic protection
anodes, their landing surfaces must be properly cleaned.
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NAME THE 2 MOST COMMON TYPES OF COOLERS
Ans- Shell and plate type coolers
Shell being where a tube stack is used and fitted into a shell and closed at either end with end covers.
Plate being made up of a number of pressed plates surrounded by seals and held together in a frame.
WHAT IS THE PURPOSE OF A FUSIBLE PLUG ON AN AIR RECEIVER AND AT WHAT TEMP IS IT
DESIGNED TO MELT?
Ans- The purpose of fusible plug is to act as a safety feature to release compressed air from the receiver in
the event of a fire in the vicinity. The fusible plug is designed to melt at 150 deg cent
DESCRIBE THE DIFFERENT TYPES OF COOLING SYSTEMS I.E. S.W. COOLING SYSTEM AND CENTRAL
COOLING SYSTEM
Ans- A S.W. cooling system is an arrangement that uses individual coolers for l.o, j.w and the piston c.w.
system. Each cooler being circulated by s.w
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As where some modern ships use a central cooling system with only one large S.W. circulated cooler. This
cools a supply of f.w. which then circulates to the other individual coolers. With less equipment in contact
with s.w, the corrosion problems are much reduced in this system.
PURIFIER TROUBLESHOOTING
PROBLEM CAUSE
MATERIAL FOR WORM GEAR AND SHAFT (SPIRAL GEAR AND PINION)?
Ans- A spiral bevel gear is a bevel gear with helical teeth. It is used in purifier motor drive where the
direction of drive from the drive shaft must be turned 90 degrees to rotate the bowl. The helical design
produces less vibration and noise than conventional straight-cut or spur-cut gear with straight teeth .A
spiral bevel gear set should always be replaced in pairs i.e. both the left hand and right hand gears should
be replaced together since the gears are manufactured and lapped in pairs. Material used for construction
are generally hardened steels like carbonized nichrome steel.
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9. Remove the capnut (tightening bowl on to the vertical shaft using cap-nut removing spanner (set the
spanner on the cap nut and thread the threaded rod on to the top of cap-nut and remove).
10. Mount the jack on the threaded portion of the distributor, turn down the jack until the bowl is slightly
raised.
11. Mount shackle on jack and draw bowl vertically and keep it on the dismantling stand.
12. Thread the disc clamp plate on to the distributor and tighten the nut and the bowl nut can be removed by
using bowl nut handle.
13. Keep the protective plate on top of the bowl hood and also place jack on bowl-hood and secure it with
disc-nut, turn the push bolt to raise the bowl hood and remove it using chain block.
14. Turn the bowl hood and remove the sealing ring using a screw driver.
15. Mount the jack on the distributor and remove the disc stack.
16. Install protective plate on top the portion of bowl where cap nut is holding and secure the jack by
threading in four bolts on to the sliding bowl and remove it by threading down the push bolt and evenly
hitting with a soft hammer.
17. Remove the pilot valves using special tool
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VERTICAL SHAFT ARRANGEMENT OF A PURIFIER?
Ans- Vertical shaft is rotated by a spiral gear in horizontal shaft meshing with a pinion in
the vertical shaft. Supported by 6 radial springs, upper flat spring and a bottom spring.
180
WHAT IS OSMOSIS? WHAT IS OSMOTIC HEAD?
Ans- Osmosis describes the process whereby a fluid will pass from a denser to a less dense solution through
a semi-permeable membrane. It is very important to the water absorption processes of plants. Reverse
Osmosis is a process, which uses a semi permeable membrane that retains both salt and impurities from
seawater while allowing water molecules to pass.
Filtration of up to 90% is possible thus making the produced water unsuitable for boiler feed without
further conditioning. Improved quality is possible using a two or more pass system.
AFTER STRIPPING AND CLEANING A PURIFIER WHAT DO YOU HAVE TO MAKE SURE OF ON
REASSEMBLY?
Ans- The mark on the bowl lock ring lines up with the mark on the bowl.
Also if vertical shaft has been removed that height of shaft is correct
182
(vii) Regulating valve located before the pump is little opened to prevent pump from running dry.
During starting:
(i) Ensure the lines are set and the respective valves are open.
(ii) Start the motor and note down the current during starting
(iii) If heavy vibration occurs during the run up, stop the machine and check the assembly and cleaning
of boul.
(iv) Check the speed
(v) Close the bowl by opening the valve for closing make up water.
(vi) Provide the liquid seal by closing the water valve and open valve for feed of sealing water for a time
of 90 to 95 seconds.
(vii) Open water valve. Normally very small amount of water will leave by outlet
(viii) Set the alternative valve to feed or dirty oil to the machine.
(ix) Adjust the suitable through-put by meAns of regulating valve located before the pump.
(x) Check the separating temp.
(xi) Adjust the back pressure by the meAns of valve and pressure gauge.
(xii) Now, check the bowl has reached the rated speed by looking at the revolution counter.
(xiii) Now check the current after the bowl reaching the rated rpm, check for the current attaining its
normal value.
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USE OF GRAVITY DISC IN PURIFIER?
Ans. The oil- water interface position in the purifier is controlled by gravity disc. As the density of oil
increases, its difference with water is so thin that it becomes difficult to maintain a correct interface at all
time under varying operating conditions. The basic problem in treating low grade fuel is the adjustment of
the gravity disc. It restricts the use of marine diesel engine fuel oils with a maximum density of 991kg/m 3
at 15c. it is difficult to maintain an optimum condition at all time by selecting correct gravity disc
corresponding to density, viscosity, and temperature and flow rate. It may require repeated adjustment by
trial and error with frequent alarm for breaking of the water seal. The necessity to remove the density as a
barrier has led to the development of more versatile and sophisticated purifying equipment which would
be less sensitive to fuel density.
F.W. SUPPLIED FOR DRINKING AND COOKING PURPOSES MUST MEET SPECIFIED PURITY
STANDARDS. HOW IS THIS ACHIEVED?
Ans- These standards are met by passing the few. Through as hydrochorinator where the water is sterilized
by an excess dose of chlorine provides as hypochlorite tablets. It is then dechlorinated in a bed of activated
carbon to remove excess chlorine. Any color, taste and odor which was present in the water, will also be
removed by the carbon.
Another method is to pass the f.w. through an ultraviolet.
PROXIMITY SWITCHES?
Ans- A proximity sensor is a sensor able to detect the presence of nearby objects without any physical
contact. A proximity sensor often emits an electromagnetic field or a beam of electromagnetic radiation
(infrared, for instance), and looks for changes in the field or return signal. The object being sensed is often
referred to as the proximity sensor's target. Different proximity sensor targets demand different sensors.
For example, a capacitive photoelectric sensor might be suitable for a plastic target; an inductive
proximity sensor always requires a metal target. The maximum distance that this sensor can detect is
defined "nominal range". They are used in alpha lubricator for finding the direction of rotation of crankshaft,
encoding angle and also for finding rpm. There is also inductive proximity switch for feed-back signal for
control of piston movement inside alpha lubricators.
EXPLOSIMETER?
Ans- Working: Four resistances balanced in Wheatstone bridge, fourth resistance is a hot filament kept
inside combustion chamber, gases are drawn in by a aspirator and raise in temperature is recorded in the
ammeter.
Measurements made:
Generally two measurements are made
Rudder wear down: Down refers to the measurements taken generally during a docking period to
indicate excessive wear in the steering gear system particularly the rudder carrier. This wear down
or rudder drop is measured using a special L shaped instrument called Trammel. When the vessel is
built a distinct centre punch 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 center punch mark by an amount
equal to the wear down.
Jumping clearance: Pads are welded to the hull and rudder. A clearance is given (sometimes
referred to as the jumping clearance). As the carrier wears this clearance will increase
186
4. Actuating mechanism mechanical stops (limit on ram travel).
5. Stern-post mechanical stop
187
HUNTING GEAR FUNCTION?
Ans-Functions of hunting gear:
To put pump on and of stroke gradually, to lock the pump at desire rudder
position.
To transmit the movement of the telemotor to pump, spring in the hunting gear
also stores extra control movement to ensure that the pump operates in the
maximum capacity for major part of the turning operation
WHAT ACTIONS DO YOU TAKE INCASE OF STERN TUBE OF THE SHIP STARTS LEAKING?
Ans-
a. Maintain low head.
b. Use higher viscous oil.
c. Replenish periodically to counter for the oil loss.
d. Drain off the water periodically.
e. Try to remove foreign particles by changing direction of shaft.
b. Take the poker gauge reading and the compare with the previous reading.
c. Bearing clearance: 2mm (oil sealed): 8mm (sea water lubricated)
Bearing length is about 2 X dia of the shaft for oil cooled stern tube bearing 4xdia of the shaft for sea water
lubricated stern tube bearing
WHAT ARE THE REASONS FOR THE ERROR BETWEEN THE HELM ORDER AND THE ANGLE SHOWN
LOCALLY ON THE STEERING GEAR UNIT?
Ans- a. Air in the hydraulic telemotor system
b. Buffer spring too weak or stiff, faulty hunting gear
c. Instrument error/defective
d. Worn out linkages
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WHY ARE THE ACCUMULATORS USED IN THE HYDRAULIC SYSTEMS?
Ans-a. To absorb shock due to load variation or sudden change in the direction of flow, impact loading
b. To maintain the circuit pressure by compensating for the loss due to leaks or pressure increase due to
rising temperature
c. To supplement the pump delivery where multiple circuit operations have wide flow variations with a
short term peak demand in excess of the pump capacity. Accumulator charge can take place during low
demand periods to meet maximum demand later
190
EXPLAIN THE VARIOUS RUDDER INSPECTIONS AND TESTING IN THE DRY DOCK
Ans- a. Visual examination of the rudder plating for cracks and distortion
b. Air plugs and drain plugs are to be opened in the presence of the class surveyor, repair superintendent
and chief officer. Water draining out indicates a breached rudder and the breach to be located by air
pressure testing and applying soap solution, repairs to be planned
c. Check the rudder drop in the steering gear compartment (trammel gauge)
d. Check the Pintle clearances, jumping bar clearance and the palm coupling bolts tightness to be checked
e. Check the rudder stock for corrosion, erosion and any damage
f. The inspection plates in the way of the upper, the lower Pintle to be cut open, and the Pintle nuts checked
for proper securing. Later the plates to be welded and tested.
g. Hydraulic test the rudder for a static head of about 2.45m of sea water
h. After draining and re oiling the internals, plug the drain and check the effectiveness by a vacuum check
and cement the plug
i. The rudder stock gland packing has to be checked and renewed
2. During these tests the radar should be moves through its full travel in both port and starboard and
the various equipment items, linkages etc. visually inspected for damage or wear. The communication
system between bridge and steering gear room should also be operated
191
HOW IS THE SIGNAL FROM THE BRIDGE WHEN THE HELM IS MOVED TRANSMITTED TO THE
HYDRAULIC RAMS IN STEERING FLAT/?
Ans- When the helm on the bridge is moved, electrical impulses are produced. These impulses are
transmitted via an amplifier or control unit to the steering flat. In the steering flat these impulses are
relayed to a servo motor (telemotor) which drives an adjusting gear and floating lever which put the
steering gear variable delivery pump on stroke, thus crating hydraulic pressure in the system which
means the rams, thus moving the tiller and rudder. The pump is only required to deliver oil when the
whelm is moved i. e once rudder has matched the helm angle, the control lever, will put the pump off
stroke.
Working-
Principle of operation is that oxygen is paramagnetic a strongly attracted by magnetic field, and
attraction varies with amount of oxygen. The dumbbells are filled with nitrogen which diamagnetic.
Dumbbell is kept in a magnetic field
MANUAL:
a. Manual brake / mech. Brake.
b. Cable stopper.
c. Slipping clutch (torque limiter).
d. Relief valve.
192
across the neutral such that constant system pressure and hence a constant motor torque is maintained
whilst both drawing in and paying out.
WHAT ARE THE ADVANTAGES AND DISADVANTAGES OF THE SYNTHETIC LUBE OILS?
Ans- Advantages:
a. Better low temperature fluidity and pump ability, due to nil wax content
b. Better oil retention at high temperatures
c. Lower friction losses
d. Reduced thickening of the oil in service due to oxidation
e. Lower deposits at higher temperature due to resistance to oxidation properties and thermal stability
193
Disadvantages:
a. Increased cost of the lube oil (about 6~12 times)
b. Poor availability
Uses:
a. Air compressors
b. Purifiers
c. Hydraulic units
HOW WILL YOU DECIDE FOR REENTRY INTO THE ENGINE ROOM AFTER FLOODING IT WITH CO2 ?
Ans-Re-entry is determined by
a. Heat buildup due to the scale of the fire and the elapsed time after release
b. Has the fire been extinguished or chances of a smoldering fire exists
c. Ships position, condition and the prevailing weather (ship may be listing to the angle of progressive
flooding etc.,)
d. The location of the entry point
e. Risk analysis outcome
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WHAT ARE THE VARIOUS IG PLANT ALARMS AND TRIPS?
Ans- ALARMS:
a. O2 content high
b. Scrubber tower water level low
c. Deck seal water level high
d. Deck seal water level low
e. IG pressure low
f. IG pressure high
g .IG temperature high
h. Boiler uptake soot level high (Ringlemann)
TRIPS:
a. Scrubber tower water level high
b. Venturi water pressure low
c. Low IG cool sea water pressure
d. Scrubber cool sea water pump abnormal stop Power failure
e. Incorrect mode of the boiler (mode set to NAV, GF etc.) IG temperature high high (more than alarm level)
f. IG blower abnormal stop Deck seal water low flow
g. IG deck main extreme high pressure
WHAT IS A PRESSURE-VACUUM VALVE AND WHY CANT IT BE USED TO VENT THE CARGO VAPORS
DURING LOADING?
Ans- PV valve is designed to compensate for the variations in the tank pressure conditions due to variation
of temperatures and the vapor quantity. A drop towards vacuum condition because of condensation of
steam will also be handled by this valve. Usual set point of the valve is about +700mmHg and -350mmHg on
the vacuum side.
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This valve cannot cope up with the requirements of cargo loading, as its capacity of pressure venting
is small. Moreover it is not designed for this purpose.
The valves displace a weight that vents the tank in case of an overpressure or vacuum condition. The
valves are fitted with velocity vents that make sure that the inert gas is ejected out of the tank with such a
velocity that it clears the deck sufficiently rendering the deck surface safe.
WHAT IS THE MATERIAL OF MAIN STEAM PIPING AND EXPLAIN HOW IT IS SUPPORTED?
Ans- Main steam piping is usually made of seamless low alloy steel. Where temperatures are above 455C,
the most widely used alloy contains 0.5% molybdenum, 1.25% chromium. Gaskets between the flanges are
made of thin stainless steel strips spiral wound with insulating filler between successive layers.
There are three types of supporting to carry the weight of main steam piping.
a. Rod hangers
b. Variable spring hangers
c. Constant force spring hangers
Horizontal sway braces are often used to resist dynamic forces applied to the piping due to rolling and
pitching or due to vibrations transmitted to pipe anchor points. Sway braces could be of the turnbuckle-
rod type, the preloaded spring type or the hydraulically damped type. At fixed anchor points, the pipe anchor
brackets are separated from the anchor foundation by insulating material to reduce the heat transfer from
the steam piping to the hull structure.
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WHY IS A COPPER GASKET ANNEALED?
Ans- The essential qualities of a copper gasket are softness and toughness (provision for cold working
without fracture). In its place the copper gasket is subjected to considerable mechanical stress, resulting
from elastic strains internally balanced. These elastic strains are due to jamming of dislocations, which
occurred during cold deformation (during service). If this cold worked gasket is heated to a sufficiently high
temperature the total energy available to the distorted regions will make possible the movement of atoms
into positions of equilibrium so that the elastic strains diminish and the locked-up energy associated with
them escapes. Tensile strength and hardness will fall to approximately their original values and capacity
for cold work will have returned.
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i. Ash: May be used to indicate the amount of additives in the lube oil. It can also consist of wear particles,
sand and rust. It should always be evaluated by comparison with the ash content of the unused oil. Limits:
Max 2%
j. Insolubles: Stated as pentane/heptane and benzene Insolubles. Equal parts of the oil sample are diluted
with benzene and normal pentane or heptane. As oxidized oil (lacquer and varnish like constituents) is only
soluble in benzene, and not in pentane or heptane, the difference in the amount of Insolubles is indicative of
the degree of oil oxidation. Benzene insolubles are the solid contaminants. Limits: Pentane insolubles Max
2%, Benzene insolubles Max 1%
Apart from the primary parameters as stated above, the insolubles are usually stated as
percentage/ppm of individual constituents such as Vanadium, Sodium, Aluminium, Iron, Silicon, Tin etc.,
which shows the engine wear and tear empirically.
WHAT IS BOD?
Ans- In sewage system, the effectiveness of the biological treatment of raw sewage is measured by BOD,
biochemical oxygen demand.
In a biological sewage treatment plant certain bacteria feeds on the raw sewage aerobically there by
rendering the sewage harmless and with reduced suspended solids. After complete treatment the bacteria
has no or little action.
Therefore, by measuring, the amount of oxygen consumed from a sample of treated sewage the activity of
these aerobic bacteria and hence the completeness of the treatment can be estimated.
In actual check, 1Litre of the sample is collected in a measuring container and stored at about 20C in water,
which is well oxygenated and in a container and the amount of oxygen consumed in a period of five days is
measured and is expressed in mg/L or ppm as BOD.
WHAT IS MICROBIAL INFESTATION OF LUBE OIL? WHAT ARE ITS CAUSES, EFFECTS?
Ans- Suggest remedies.
Microbial infestation of lube oil is the undesirable growth of bacteria, yeasts and/or moulds in the oil.
Infestation of the oil can be due to contaminated seawater, hydrocarbon source already onboard or due to
poor housekeeping practices.
The problems are like tank washing with contaminated seawater, water ingress from leaks of seals
(as in a stern tube, CPP etc.,), leaking cooling water, microbe infested fuel oil contamination, onboard
contamination due badly maintained or stagnant tanks (long layoff), bilge water etc.,
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The effects of such microbial infestation can be
a. Slimy appearance of the oil; the slime tends to cling to the crankcase doors
b. Rust films
c. Honey-colored films on the journals, later associated with corrosion pitting
d .Black stains on white metal bearings, pins and journals
e. Brown or grey/black deposits on metallic parts
f. Corrosion of the purifier bowl and newly machined surface
g. Sludge accumulation in crankcase and excessive sludge at the purifier discharge
h. Paint stripping in the crankcase
i. Additive depletion
j. Rancid or sulfitic smells
k. Increase in oil acidity or sudden loss of alkalinity. (BN)
l. Stable water content in the oil, which is not resolved by the purifier
m. Filter plugging in heavy weather
n. Persistent demulsification problems
o. Reduction of heat transfer in coolers
To counter the problems of the microbial infestation, it is necessary to take steps to prevent such
infestation. The microbial infestation is not possible without the presence of water. Some water in the oil in
inevitable due to leaks, condensation, etc., so it is necessary to constantly purify the oil. Tanks should be
provided with drain cocks at the bottom most part to regularly drain the tank of water. The tanks should be
designed to prevent any pockets where the flow is minimal or stagnant. The oil should be stored outside the
15~35C range. This temperature zone is very conducive for bacterial growth. Preferably, the tank should
be kept at a higher temperature to facilitate sterilization. Lube oils have a maximum risk of infestation in
the water-cooled pistons engine. Therefore, care must be taken not to allow any scope for water leakage
from the cooling system and the coolers should be kept leak free.
Once the oil is infested, it is necessary to kill the bacteria by physical, chemical or other means.
PHYSICAL MEANS:
a. Settling: microbes settle the as they have a higher specific gravity (Sp.gr. 1.05)
b. Centrifuges: they can be separated by centrifuging
c. Filtration: microbes can be filtered by suitably staging filters
d. Heat: This is a function of both temperature and time at that temperature. A temperature of over 70'C for
20 minutes is effective in killing the microbes. However this is difficult to achieve at the plate surfaces and
it may be necessary to sterilize the tank first say by the use of steam lances before filling with oil for heat
treatment
CHEMICAL MEANS:
Killing microbes using microbes is easy and effective, however the selection of chemicals appropriate for
the system application and should be done with care. Such things as compatibility and hazards should be
taken into account. However, if the infestation is acute, higher concentration of dosage of the chemical is
required. This may render the oil unusable and has to be discharged to shore facilities.
Other means of combating the microbes are available like
a. Irradiation (UV Rays, Gamma Rays or X Rays)
b. By ultrasonic treatment of the infested oil
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c. Using microwaves
d. Continuous pasteurization of the infested oil and heat control
2. BASE NUMBER
BN tester kits are provided onboard to determine the alkaline properties of the lube oil. These testers use
the chemical reaction of a reagent with the alkaline lube oil additive (calcium) to produce a pressure rise.
10ml of oil is mixed with equal volume of a reagent. 10ml of another reactive reagent is placed in a plastic
cup, which is floated on top of the oil and reagent. The testing unit is sealed and thoroughly mixed. The
resultant pressure rise is directly read on an calibrated pressure gauge against base number.
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3. KINEMATIC VISCOSITY
Onboard testing lube oil for viscosity is by the use of a comparative flow stick. This measures the relative
flow between two oils, usually a sample of the in-use lube oil is measured against a fresh unused sample of
the same grade of lube oil.
The flow stick is filled with 3ml of each oil in each reservoir, once both the oils are at the same temperature,
the flow stick is tilted to cause both oil grades to flow down the channels. Once the new oil has reached the
reference mark, the position of used oil in the channel is checked. The following inferences can be drawn
a. If the used oil has a low viscosity, due to light fuel dilution. Then oil will have traveled further down the
channel than the new oil.
b. If the used oil has a higher viscosity, due to oxidation or heavy fuel oil contamination it would not have
traveled as far as the new oil.
4. DENSITY
This method uses hydrometer to test the sample oil density. It is important to keep the oil and the
hydrometer at the same temperature and maintained throughout the experiment.
5. WATER CONTENT
Onboard water content is tested by using a calcium carbide. The tested is carried out by mixing 5ml of oil
with 15ml of a petroleum reagent (paraffin, toluene). The two liquors are thoroughly mixed and then a
measured amount of reagent (calcium carbide) is placed on floating on the oil/reagent surface. The test unit
is sealed and thoroughly mixed to bring all liquids together. If water is present the carbide will produce
acetylene gas, and the resultant pressure rise will indicate the level of water contamination.
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carbonates have been dealt with by the acid. One bicarbonate molecule is formed from two carbonate
molecules, hence in the test the quantity of acid used is a measure of the alkalinity due to the hydroxides
(caustic) present and half the carbonates.
T-Alkalinity: Methyl-orange indicator is less alkaline than phenolphthalein and bicarbonates. It can be used
initially in place of phenolphthalein or in continuation after the alkalinity to phenolphthalein test. If no
yellow coloration results when the methyl-orange is added to the alkalinity to phenolphthalein sample no
bicarbonates are present. Hence no carbonates are present. Therefore, the alkalinity as determined in the
alkalinity to phenolphthalein test has been due to hydroxides alone.
WHAT IS THE MATERIAL OF CONNECTING ROD BOLT? WHAT IS THE IMPORTANCE OF ELONGATION?
WHAT IS THE NATURE OF STRESSES IN THIS COMPONENT AND WHY SHOULD THESE BOLTS BE
REPLACED AFTER SOME TIME IN SERVICE?
Ans- The connecting rod bolt in service is subjected to:
a. A dynamic tension loading due to centrifugal force of the mass of connecting rod rotating with the crank
pin
b. A dynamic tension loading owing to inertial forces of the reciprocating mass of the piston which is
fluctuating with angular displacement of the crank and having the peak value at an instant of 360 after the
firing TDC in a cycle of operation
c. A dynamic shear stress at the parting of the two halves of the bearing housing Dowel pins with fitted bolts
or serrations at the face or both are used to reduce shear loading on bolts and possibility of fretting.
Bolts should be constructed of materials having high resilience and should not be stiffer w.r.t bearing
housing.
Pretension of the bolts should be regarded as the single most important factor which contributes towards
the fatigue life of the material of the bolt. Pretension must be kept high enough, so that the increase in stress
owing to dynamic loading remains within the range of stress already given by pretension.
Some routine checks on this part are (rejection criteria of the bolt)
a. Check for corrosion by acidic lube oil, discard if any present on shanks
b. Check the length of the bolt against a new or bolt tolerances. If longer, yielding of the material should have
taken place. Renew the bolt in this circumstance
c. Check for mechanical damage, especially on shanks
d. Check for fractures by NDT
e. Check the landing faces for uneven tightening
f. Discard the bolt when either designated life, over speed failure or piston seizure has occurred
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WHAT ARE THE REQUIREMENTS OF A FIXED CO2 FIRE FIGHTING INSTALLATION?
Ans- The system must give 40% saturation of the Compartment to be filled.
85% of the CO2 charge must be discharged into the Compartment within the first two minutes
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Diagrams
Hydraulic Tightening
204
Main Engine Fuel Injector
205
Main Engine Exhaust Valve
206
2 Stroke Engine Components
207
4 Stroke Engine Components
208
Types of Main Bearings
209
High Pressure Cutout
210
Thermostatic Expansion Valve
211
SHAFT SEAL
212
2 Stage Air Compressor
213
214
Cylinder Unloading Mechanism
215
Hunting Lever
216
Four Ram Electro-Hydraulic Steering Gear
217
Stern Tube Outer Seal
218
Reciprocating Pump
219
Centrifugal Pump
220
Working of Purifier
221
Drive for Purifier
222
Purifier Components
223
Purifier desludging
224
Heat Exchangers (Shell & Plate Type)
225
Fresh Water Generator
226