Samundra Inst.

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

1 Vernier scale division (VSD) =49/50 mm=0.98mm

1 MSD=1mm
substituting in formula
L.C = 1 M.S.D - 1 V.S.D
= 1- 0.98
=0.02mm

WHAT DO YOU INTERPRET FROM COLOURS OF SMOKE?

Ans-
Grey or colorless- Good Combustion
White- Steam ,
Blue- lube oil entering from somewhere,
Yellow- Sulphur content high.
Black smoke- lack of air or faulty combustion equipment.

FLAME SCREEN VS FLAME ARRESTOR

Ans-
Flame screen: Will not let the fire to come in from outside.

Flame Arrester: will not let the fire to come out from inside.

1
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.

WHY FLUCTUATION IN GAUGES IF AIR IS PRESENT?

Ans- There is fluctuation of gauges if air is present as air is compressible while the
liquid is not.

WHAT IS CRITICAL TEMPERATURE AND PRESSURE?

Ans-
Critical temperature- Temperature above which a gas cannot be liquefied how much pressure can
be applied.
Critical pressure- The pressure at which gas just liquefy at critical temperature

DEFINE VISCOSITY, DYNAMIC VISCOSITY & KINEMATIC VISCOSITY, VISCOSITY INDEX.

Ans-
Viscosity: Resistance of fluid to change its shape, due to the intermolecular forces causing a frictional
drag effect.
Absolute or dynamic viscosity- Force to shear a fluid of area 1 m2 over another fluid of area 1m2 at
the rate of 1m/s when the distance between two is 1 m.
Kinematic viscosity is the ratio of absolute viscosity to the density of the same fluid at
that temperature.
Viscosity index-A value showing the ability of fluid to resist change in viscosity with respect to
change in temperature. a high viscosity index show high resistance

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 COMPRESSION RATIO?

Ans-(Swept volume + clearance volume)/clearance volume.

WHAT IS BRAKE THERMAL EFFICIENCY?

Ans-Ratio of the energy developed at the brake to the energy supplied. Amount of heat liberated during the
combustion to the heat equivalent at the brake

WHAT ARE THE ENVIRONMENTAL PROBLEMS WITH THE USE OF CFCS?

Ans- a. CFC released into the atmosphere are broken down by pyrolysis to release chlorine atoms which
catalytically destroy ozone layer. (This layer in the stratosphere acts as a filter to the UV radiation from the
sun)
b. Furthermore CFCs along with other greenhouse gases inhibit radiation from the earths surface thereby
contributing to the global warming.

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.

WHY IS A MAN HOLE DOOR ELLIPTICAL IN SHAPE?

Ans- Any opening in a pressure vessel is kept to a minimum and for a man entry an elliptical hole is lesser
in size than the corresponding circular hole. Moreover it is prime concern to have a smoothed generous
radius at the corners to eliminate stress concentration. Hence other geometrical shapes like rectangle and
square are ruled out.
To compensate for the loss of material in the shell due to opening, a doubler ring has to be
provided around the opening. The thickness of the ring depends on the axis length along the direction in
which the stresses are maximum and the thickness of the shell. It is important to align the minor axis along
the length of the vessel, as the stress in this direction is maximum.

3
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.
4
 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.

FLOODING IN ENGINE ROOM, WHAT WILL BE YOUR ACTION?

Ans-
Inform bridge & Chief engineer.
Raise engineers call/emergency alarm.
Before starting bilge pump note down the position of vessel & time of starting.
Other engineers will in between try to locate the hole or burst of pipe and repair.
If ingress of water very high, start another pump.
Reduce the engine r.p.m.
Change over main seawater suction to emergency bilge suction.
If level is still coming up try to protect the motor from short-circuiting,
If situation is not coming in control, prepare lifeboat for lowering.

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.

WHAT WOULD YOU DO IN THE EVENT OF OIL SPILL?

Ans-
Raise the alarm, inform bridge and chief engineer.
There should be a set drill for oil spills, which is practiced regularly.
If possible contain the spill on deck and start clean up procedures using appropriate oil spill
equipment.
If the oil has split into the sea: if in port, port authorities should be informed.
If at sea: coast guard should be informed.

5
 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.

PROCEDURE FOR HANDING OVER A WATCH?

Ans-
The engineer should not vacate the engine room until his relief arrives.
He should acquaint the relieving engineer of any abnormal operating conditions that have occurred
during the watch.
Any orders from the bridge, recorded in the log book should be pointed out
Instructions from the senior engineer should be passed on.
Any repairs should be reported together with information on any machinery that has been
dismantled.
The presence of any other members of ships staff in the engine room should be reported.
The engineer much ascertain that his relief if fit and able before vacating the machinery space.

WHAT WOULD YOU DO IN THE CASE OF A CRANKCASE EXPLOSION?

Ans-
When the alarm sounds, the engine speed must be reduced to slow and permission obtained to stop
the engine.
Inform chief engineer
When an engine has stopped under alarm conditions under no circumstances must any doors or
inspection windows be opened
Oil should continue to be circulated and time allowed for the hot spot to cool.
The early opening of doors could cause an explosion due to ingress of air
During cooling down period the engine room staff must keep clear of the side of the engine fitted
with explosion doors.
After a period of at least 20 minutes, stop l.o.pump, cut off all air and engage turning gear
The access doors should then be opened and personal must keep clear of possible flames. Under no
circumstances should naked lights be used nor should anyone be permitted to smoke
Examination should then take place for any squeezed out bearing metal or loose bearing metal in the
crankcase
Heat discolored metal parts or blistering of paintwork must be investigated. The ceiling of the
crankcase and guide bars should also be observed. If the crankcase is clear, the camshaft drive and
main thrust bearing should be inspected for signs of overheating. Should any damage be found, then
a permanent repair must be put in hand immediately
After repair, low should be check for free flow. The engine should then run in i.e., 15 minutes, and
then check components for signs of overheating than half an hour at half speed, again check, the one
hour full speed then check again.
Note: varying times have been quoted for the cooling down period and no set rules are available but
the longer the time taken, the greater the safety factor.

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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.

DESCRIBE THE DUTIES OF A DUTY ENGINEER?

Ans-
1. Regularly check and record all pressure and temp in the engine room log
2. Pay attention to readings for deviation from normal particular attention being made to exhaust temp,
scavenge temp and pressures and turbocharger r.p.m
3. Adjustments should be made for S.W Temp, changes to keep correct temp and pressures.
4. Checks should be made on the pressure drops across fuel and lube oil filters to see that they are
operating within required limits.
5. Check all oil levels in auxiliary machinery, main engine sump levels, cylinder lubricators,
turbocharger and governors.
6. Check around all bearings and crankcase doors using palm of hand to feel for any increasing temp.
7. ensure that fuel in the daily service tanks is at correct levels and that is sludge and drained of water
8. depending on type of purifiers fitted sludge and drain , check oil level, signs of vibration and clean if
required
9. Carryout all routine assignment as recommended by engine builders or the company.
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 10. At all times use sight, smell and hearing and this is often the first sign of a fault developing in the
engine room
11. Check bilge levels, stern gland, air start bottles and maintain correct level a and pressures
12. Record and fuel/lube oil transfer and any irregularities in log.

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

WHAT ARE THE MARPOL RESTRICTED AREA?

Ans- The Mediterranean sea, Baltic sea, Black sea, Red sea, Gulf areas, North sea, Antarctic, wider Caribbean
region including gulf of Mexico and the Caribbean sea.

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.

TO WHAT ALL SYSTEMS THE EMERGENCY GENERATOR SUPPLIES POWER?

Ans- In case of the failure of the main power generation system on the ship, an emergency power system or
a standby system is also present. The emergency power supply ensures that the essential machinery and
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system continues to operate the ship.

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

b) Emergency bilge and fire p/p

c) Watertight doors.

d) Firefighting system.

e) Ships navigation lights and emergency lights.

f) Communication and alarm 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.

DIFFERENCE BETWEEN SAFETY VALVE AND RELIEF VALVE?

Ans-
Relief valve will release the excess pressure within the system(i.e. discharge to suction in case of
pump)
And safety valve just vents out the atmosphere
Relief valve opening is gradual opening ,directly proportional to the pressure rise in vessel
Safety valve is sudden opening when the set pressure is reached
Relief valve just releases the excess pressure when the set value is reached and as soon as pressure
falls below set pressure it sits back to its position.
Where as a safety valve sits very slowly and almost all the pressure inside the vessel will released.

WHY IS THE FRIDGE COMPRESSOR BELT DRIVEN?

Ans- a. A slight misalignment is a problem or vibration of the electric motor may lead to shaft seal leakage,
leading to loss of the refrigerant. So minimize these the fridge compressor is belt driven.
b. In case of the liquid entry into the refrigeration compressor, the belt drive gives a limitation of the damage
owing to the slip in the belt and flexibility of the belt material.

WHAT IS THE GENERAL COMPOSITION OF THE STAINLESS STEELS?

Ans- Chromium: 18%, Nickel: 8%, Carbon: 0.12%

EXPLAIN WHY STAINLESS STEEL IS RESISTANT TO CORROSION?

Ans- Stainless steel depends on the formation of a protective oxide film, tenacious chromium oxide for
resisting corrosion. This film is formed spontaneously on exposure to air or well aerated water.

9
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 AN INDICATION IN THE EXHAUST GAS OF GOOD COMBUSTION?

Ans- Grey smoke indicated good combustion.

WHAT IS THE IMPORTANCE OF M NOTICES?

Ans- M notices are important as they convey very useful information such as,
Merchant shipping notices (MSNs): which will only be used to convey mandatory information,
which must be complied with under British legislation.
Merchant guidance notices (MGNs): which will provide advice and guidance to relevant parties in
order to improve the safety of shipping and of life at sea.
Marine information notes (MINs): which will provide information to as more limited audience
such as training establishments or equipment manufacturers.

HOW MANY PPMS CAN BE PUMPED IN MARPOL RESTRICTED AREAS?

Ans- 15PPM
10
WHAT ARE THE USES OF REAMERS?
Ans- A reamer is a type of rotary cutting tool used in metalworking. Precision reamers are designed
to enlarge the size of a previously formed hole by a small amount but with a high degree of accuracy to leave
smooth sides.
There are also non-precision reamers which are used for more basic enlargement of holes or for
removing burrs. The process of enlarging the hole is called reaming.

WHAT IS SQUAT PHENOMENON?

Ans- It is a venturi effect while vessel is moving on shallow water. A vacuum is created due to which the
draught of the vessel is increased there by increasing the engine load. Steering ability of the ship is reduced
as a result.

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 IS 1ST ORDER MOMENT?

Ans- These moments acts in both vertical and horizontal directions. For engines with 5 cylinders or more,
the 1st order moments are of rare significance to the ship but it could be of a disturbing magnitude in the 4
cylinder engines. Resonance with a 1st order moment may occur for hull vibrations with two and/or three
nodes. 1st order compensator can be introduced in the chain tightener wheel. It comprises of two counter
rotating masses rotating at the same speed as the crankshaft.

WHAT IS A SECOND ORDER MOMENT?

Ans- The second order moment acts only in the vertical direction and precaution needs only be considered
for 4, 5 and 6 cylinder engines. Resonance with the 2nd order moment may only occur at hull vibrations
with more than 3 nodes. A 2nd order moment compensator comprises two counter rotating masses running
at twice the engine speed.

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.

11
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.

EXPLAIN A TUBE RENEWAL PROCESS

Ans- To remove the tube, first remove the flare on the tube by chiseling off the flare flush with the tube plate
and then split the tube taking care not to damage the tube plate. The tube can then be cut by a tube cutter to
drop the tube inside the shell. Fitting of a new tube is carried out by first positioning the tube in place
12
between the end tube plates and flaring to the correct amount by a flaring tool after fixing the other end by
a brass wedge. It could by either hand operated, pneumatic or motor operated. The tube should have a
protruding part about 1/4~1/8 and the flaring should be to about 1/8 + tube diameter at the tip.

HOW DO YOU INDENT A DRILL BIT?

Ans-
1. Order the drills in consultation with the personnel routinely working with the tools
2. Take the inventory of the drills, estimate the consumption of each drill, analyze to ensure that excess
inventory is not kept
3. Regarding the technical specifications follow the instructions as per the ordering book viz.
IMPA/ISSA
4. Some aspects should be looked into before arriving at a conclusion, these are:
5. Material of the tool and the intended nature of its work, like for light or heavy duties
6. Industry specification like DIN, JIS, BIS etc.,
7. Length of the drill, normal or extra length
8. Cutting angle, standard angles are 118 & 135 degrees
9. Nature of twist, right handed, left handed, spiral etc.,
10. The shank shape, tapered, straight or S cut
11. Number of flutes
12. Drills and counter sinks
13. Reputation of the company and cost
14. Any previous experience with the companys tools.
Most commonly used drills on board are jobber drills (drills without a shank, which are gripped in the vice)
for light duty, tapered shank drills for medium to heavy duty.

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.

13
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

Only then will the liquid raise up to the pump.

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.

CENTRIFUGAL PUMP: PURPOSE OF LANTERN RINGS

Ans- Lantern rings exist in pipe glands and connected to discharge side with a small pipe. The lantern ring
is under pressure and acts very effectively as a seal and provides water for cooling and lubrication of gland.

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.

14
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.

CENTRIFUGAL PUMP DISCHARGE CHARACTERISTICS

Ans- Pump characteristics show a pumps performance capabilities in a graphical manner. After testing, the
head, pump efficiency, power absorbed plotted in y axis and pumped volume in x axis.

15
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.

GENERAL MATERIALS FOR CENTRIFUGAL PUMP CONSTRUCTION

Ans-
Freshwater pumps- Cast iron casing with bronze interiors, bronze or stainless steel shafts,
Seawater pumps- Gun-metal casing with aluminum bronze impeller, stainless steel casing.
Boiler feed water pumps - Cast steel, shafts and impellers of stainless steel.

STATE HELESHAW PUMP WORKING PRINCIPLE?

Ans-Variable delivery pumps can run continuously in one direction, but have the capability of an infinitely
changeable discharge from zero to a maximum either way. Principle of operation is based on altering
the stroke of the pump pistons in radial or axial cylinders, by means of a floating ring or swash plate
respectively. There is very little shock during starting of delivery or end as pump stroke increases gradually
and also at end it tapers of gradually.

16
WHY DO WE NEED GASKETS?
Ans-Gasket is used so that expensive machining is not required for mating parts.

GLAND PACKING CHECKS?

Ans-Minor leakage should be allowed for cooling. Its simple and reliable and tolerates poor conditions like
off centered shafts.
Replacing- Clean stuffing box with air, inspect stuffing box sleeve for wear, sufficient clearances must be
there, use lubricant and stagger packing by 90 degree. Tighten fully then loosen then hand tight.

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.

WHAT WOULD HAPPEN IF THE L.O.PR DROPPED TOO LOW ON A PUMP?

Ans- If the L.O pr were to drop too low on the L.O pump, the stand by L.O pump would cut in.

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.

17
WHAT MATERIALS ARE USED FOR GEARS IN GEAR PUMPS ?
Ans- Integrally forged nitri alloy steel, hardened and ground finished.

EXPLAIN GEAR PUMPS W.R.T THE MATERIALS USED ?

Ans-
Rotors and shafts are integrally forged of Nitra alloy steel.
Gears are case hardened, medium carbon steel. They are hardened all over and ground finished after
hardening.
Casing and bearing housing are close grained grey cast iron.
Shafts are supported by white metal bearing or roller bearings or bronze bushes on the free ends.
Liquid being pumped is forced out after being carried around the gear teeth between the gear teeth
and the casing.

Backflow is limited by:

a. Minimizing the radial clearances between the teeth of the gears and the housing.
b. Increasing the number of teeth.
c. Optimizing the side tolerances /play.
Gear pump suitable for operating up to 25bar and can achieve displacement volume of 0.35~1.0
liters/revolution.
Clearances between the gear teeth and the housing are of the order 0.02~0.03mm.

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.

18
 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.
19
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.

6. Air Charge Ratio

Air charge ratio can be defined as the ratio of the air contained in the cylinder at the start of the compression
to the swept volume of the piston. It is also known as air mass ratio or air supply ratio. In four stroke marine
engines, the value of air charge ratio will fall in the range of 0.85 to 4. In two stroke engines, the value will
be in the range of 0.85 to 2.5

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.

20
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.

21
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.

15. Total Base Number (TBN)

Total Base Number (TBN) can be defined as the measure of reserve alkaline additives that are put into the
lubricating oil to neutralize the acids. It determines how effectively the acids formed during the combustion
process can be controlled.
Higher the TBN better is the capability to fight oxidization and corrosion, and to improve viscosity
characteristics. It also allows longer operating period between lubricant changes under harsh operating
conditions.
Diesel engines burning low grades of fuel show high rate of liner wear as low grade fuel have higher sulphur
content. This high sulphur content leads to corrosive wear to the liner surface. Thus, alkaline lubricating oil
is used to protect the liner surface against corrosive attack by neutralizing the sulphur derivative
compounds. The TBN is generally between 8-10 for marine lubricating oils.

6. Total Acid Number (TAN)

Technically, the total acid number (TAN) of the oil indicates the deteriorating condition of the lubricating
oil. Higher the TAN, more acidic is the lubricant, and further are its chances of getting more deteriorated.
TAN also indicates the potential of the oil to cause corrosion problems, leading to component failure. The
TAN should not be more than 2 for marine lubricating oils.

TERMINOLOGIES USED FOR POWER OF THE SHIPS MARINE PROPULSION ENGINE

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

Indicated Horse Power: It is a theoretical power calculated with a formula

PxLxAxN
4500
Where P- Mean indicated pressure of the cylinder
L- Stroke of the engine
A- Cross Sectional Area of the engine cylinder
N- Speed of the engine in RPM
4500 is a constant for conversion.

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.

22
 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.

VALVE TIMING DIAGRAM OF 2 STROKE ?

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

approx. 110 Before TDC

approx. 10 Before TDC
approx. 12 At TDC
approx. 110 After TDC
approx. 140 After TDC
approx. 140 Before TDC

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

23
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.

MAIN ENGINE NAMING NOMENCLATURE?

Ans-

24
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.

WHAT IS A DIESEL CYCLE?

Ans- This thermodynamic cycle is first analyzed by Rudolph Diesel. This is a slight variation of the above
constant volume cycle, the difference being that the heat addition in the cycle takes place at constant
pressure. The other processes during compression, expansion, and heat rejection remain same as with the
constant volume cycle.

26
HOW THE INJECTION TIMING IS ADJUSTED IN A 4S ENGINE?

Ans- Checking procedure:

Turn the flywheel and align the mark on the body with that of the plunger. The graduation on the
flywheel pointed out by the flywheel pointer shows the current fuel injection timing.
Flywheel index near tdc has 2 degree graduations from 0 to 30 degree. Rest places have 5
degree graduations.

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.

WHAT ARE FUEL OIL PROPERTIES?

Ans-
Density: The value should be 800-1000 kg/cm3. The value of HFO is limited to 991 kg/cm3

Viscosity: Viscosity of the heavy fuel oil is required the temperature

range required for satisfactory injection at the fuel atomizer and efficient combustion

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
27
 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.

Carbon residue: The maximum limit of carbon residue content is 22%.

Water: The maximum limit of water content in fuel is 1%.
Calorific value: The CV of a fuel is the heat energy given out during combustion. Heavy FO has a net
CV of 38.9MJ/liter and a gross CV of 41.2MJ/liter.
Specific gravity: The specific gravity of HFO is its ratio to the density of water at a specified
temperature. Bunker oil HFO ranges between 0.95-1.03

WATER LEVEL IN JACKET COOLING WATER EXPANSION TANK IS INCREASING. REASONS?

Ans- Causes:
1. Leaking filling valve
2. Leak in the steam line of jacket water pre heater, resulting in steam entering jacket water line.
3. In some systems a valve is provided for directly injecting steam into jacket water line, a leak in such
line (or the valve might be kept open) can also cause an increase in expansion tank level and a
decrease in cascade tank level.
4. A crack in cylinder head can also cause bubbling and overflowing of expansion tank

DIAGNOSING CAUSES OF HIGH EXHAUST GAS TEMPERATURE IN MARINE ENGINES?

Ans-
1. Increase in Engine Load-The fouling and the deformation of the ship's hull can increase resistance
to a fairly great extent; liable to increase the engine load.
Damage to propeller blades due to drifting wood or going aground, can subject the engine to
an increased load.

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.

4. Fouling of Exhaust Gas Passageways-Combustion products build-up on the turbocharger nozzle

and the surface of turbine blades, clogging the exhaust gas passage and reducing turbocharger
efficiency.
Clogging also increases back-pressure in the passageways to the turbocharger, restricting the
efficient removal of the gasses.

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.
28
 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.

8. Insufficient /Unsatisfactory HFO Treatment.-HFO requires extensive treatment through

filtration, heat exchangers and centrifuging to remove water and particles.

9. Insufficient Air Supply to Blower-Blower compressor suction filters clogged

insufficient air supply to blower.

10. Exhaust Valve Timing Problem-This can be caused by timing gear slipping of
hydraulic/pneumatic supply to operating components.

DURING STARTING OF THE ENGINE THE SAFETY VALVE BLOWS CAUSES?

Ans-
1. Defective fuel oil valves.
2. Wrong fuel pumps timings.
3. The opening pressure of the safety valve is low caused by a broken spring or a loosened nut.
4. Engine is over cooled.
5. Fuel linkage problems or fuel rack stuck in maximum position.
6. Dripping fuel injectors.

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.

HOW EXHAUST GAS EMMISIONS ARE PRODUCED IN M/E?

Ans-
Nitrogen Oxides- Generated due to the chemical reaction between nitrogen and oxygen at high
combustion temperatures inside the cylinder. This reaction will generally take place only above 1600
degree Celsius. Nitrogen oxides or NOx are considered as very high pollutant as they can produce
components of acid rain which cause photochemical smog, it can react with VOCs (Volatile organic
compounds) in the presence of sunlight to form ozone, which is harmful for living things as it can react
with lung tissues.At stratosphere it can react with ozone, it also react with various compounds to form
nitrile radicals which has a biological mutation potential.

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
29
 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.

HOW IS CRANKCASE OIL PAN CONNECTED TO DOUBLE BOTTOM DRAIN TANK?

Ans- By a pipe connection on the bottom of oil pan, pipe is of very large diameter fitted with a flange at the
upper end. For thermal expansion bellows are also fitted to the pipe. It is covered with a perforated plate.

HOW VISCOTHERM WORKS?

Ans- Principle- In a laminar flow the drop of pressure fluid is directly proportional to the drop in pressure.
A sample of fuel is pumped through a capillary tube at a constant rate. Tapping points are provided so that
the pressure difference can be measured using a differential pressure gauge. The gauge is calibrated directly
in terms of the viscosity. A differential pressure transmitter is provides a signal and controls the fuel heating.

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.

30
 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.

HOW RESETTING OF QUICK CLOSING VALVE IS DONE?

Ans- Resetting is done by first closing and then opening. While opening we are compressing the spring and
keep it on position by a retractable pin attached to an air cylinder which is retracted using an air signal
during emergency.

ADVANTAGES OF SUPER LONG STROKE

Ans-
1. Super long stroke means increased swept volume allowing more mass of air to be drawn into the
cylinder which in turn allows more fuel to be burnt, hence increasing power output
2. Super long stroke increases piston travel time and thereby decreases crank speed so more time for
combustion during the stroke.
3. The efficiency of large diameter propellers is best at slower RPM. With super long stroke we can have
slower RPM of engine with no change in mean piston speed of the engine
4. Low grade fuels can be used
5. lower horizontal space consumed by cross head reduction of weight for same power disadvantage-
increased lateral force on guides due to the relatively short connecting rods

M/E TROUBLE-WHAT TO CHECK IF ENGINE IS NOT STARTING ON AIR AND FUEL?

Ans-
Engine not starting on Air: -
* Low air bottle pressure or airline valve may be shut.
* Air bottle isolating valve or automatic valve or distributor not functioning.
* Control air valves faulty or less control air pressure.
* Starting air automatic valve jammed.
* Turning gear engaged.
* Reversing has not taken place completely.
* Control valve for fuel or start is not in its end position.
* Bursting diaphragm (disc) on start airline damaged.
* Fuel lever on maneuvering stand not on remote mode.
32
* Auxiliary blower not running or not on auto mode.
* Emergency stop has activated.
* Interlock is operated.
*Cylinder air start valve defective or sticky.
*Piston not in firing mode.

Engine not starting on fuel: -

*Less fuel in service tank.
* Fuel Oil filter is chocked.
* Fuel Oil supply pumps not delivering required pressure. Or fuel pump tripped.
* Puncture valve still active.
*Fuel oil temperature to low.
* Fuel level on local maneuvering stand, is not on remote stand.
* Fuel rack stuck.
* Fuel pump malfunctioning, jammed plunger.
* Injector nozzle needle sticking or holes blocked.
* Compression pressure is too low due to broken piston ring or exhaust valve not closing properly.
* Fuel pump relief valve leaking.
* Start air pressure insufficient to turn the engine fast enough.

M/E TROUBLES. EXPLOSION DURING STARTING

Ans-
Operating speed control dial quickly leading to excessive injection,
Leaking injector leading to accumulation of fuel in the combustion chamber.
Fuel injector opening pressure too low,

Action: Blow of the fuel in the combustion chamber by prolonged air running period.

M/E TROUBLES. SPEED DROPPED SUDDENLY? REASONS?

Ans-Combustion troubles-
Fuel pump plunger stuck
Sticky injector
Air intake filter choked
Water in fuel
Fuel filter choked
Scavenge fire
Governor actuator stuck at certain speed level

M/E TROUBLES. NOISE FROM CRANKCASE REASONS?

Ans-Noise from crankcase
Slack chain
Worn gear
Knocking in slacken bearings,
Broken or slacken bolts,
Lubrication fault,
33
 Piston ring blow past.

M/E TROUBLES ENGINE OVERLOAD

Ans- Indication:
Speed droop
High exhaust temperatures
T/C surging causes: propeller damage, bad weather, hull fouling, shallow water

M/E TROUBLES. HIGH EXHAUST TEMPERATURES & LOW EXHAUST TEMPERATURE

Ans- High exhaust temperatures (all units):
High scavenge air temp,
Fouling of air or gas passages,
Wrong camshaft position,
Wear of fuel or exhaust cams,
Bad fuel,
Scavenge fire and overloading

High exhaust temperature (single unit)

Faulty fuel pump or valve.
Leaky exhaust valve,
Scavenge fire in particular unit,
Cooling failure in particular unit.

Low exhaust temperature (one unit):

Faulty fuel injector,
Fuel pump,
Fuel pump plunger sticking

M/E TROUBLE: LOT OF SMOKE FROM THE FUNNEL

Ans- Immediate actions
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.

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.

OIL MIST DETECTOR

Ans-The Oil mist detector takes continuous samples from the main engine crankcase and check whether the
sample concentrations of mist are well below the level at which a crankcase explosion can take place. The
oil mist is drawn into the instrument with the help of small fan, which takes suction from each crankcase
through sampling tubes provided on each crankcase.
The oil mist detector consists of a small rotator with which it takes sample from one cylinder at a time
and the rotator then turns to the next after approximately 4 seconds. The sample from the rotator goes to
the measured cell and the reference cell takes sample from rest of the crankcase to evaluate the difference
in oil mist.
An overall mist density of the crankcase is also measured by comparing the samples with the fresh
air once every rotation of the sampling valve is done. A beam of light from a common lamp is reflected
through mirrors and output is measured from a photocell.
Under normal conditions the output from the reference and measured contact is same and hence
no deflection is measured. However, a deflection in the output gives an alarm indication and the valve
rotator stops at position to know which chamber has high mist concentration.

TESTING- CYLINDER RELIEF VALVE

Ans- 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.

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

PRECAUTIONS TAKEN AGAINST SCAVENGE FIRE

Ans-
1. Regular cleaning of scavenge spaces and keeping scavenge drain pipes clear.
2. Piston rings must be properly maintained.
3. Cylinder-oil usage must be properly monitored.
4. Scavenge ports must be clear
5. Stuffing box scraper rings must be properly checked.
6. MIP of cylinder must be properly matched to prevent overloading of cylinders.
7. Cylinder liner wear must not be allowed above the prescribed value.

SCAVENGE SPACE FIRE

Ans-Factors:
Combustible material: cylinder lube oil mixed with fuel carried to scavenge spaces,
heat source- heat in scavenge space .
Oxygen- scavenge air and ignition source- blow past from piston rings.

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.

Actions in case of scavenge fire:

Objective is first to contain the fire and then minimize the damage to engine.
1. Engine must be put to dead slow ahead and fuel must be taken off from the affected cylinder
2. Lubrication to the affected cylinder must be increased to prevent piston seizure.
3. Scavenge space drains must be shut down to prevent discharge of sparks and burning oil.

*If scavenge fire is major in nature use steam extinguishing media.

WHAT ARE ELECTRIC COMPENSATORS?

Ans-Electrically driven compensators fitted at steering compartments where hull vibrations are maximum
synchronized in correct relative phase to the external force or moment and neutralize the excitation.

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

TYPES OF VIBRATION IN MAIN ENGINE:

Ans-
1. Linear vibration
2. Torsional vibration (most damaging)
3. Resonant (with combination to above)

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.

VIBRATIONS IN TWO STROKE ENGINE:

Ans-
1. External unbalanced moments(1st order and 2nd order moments)
2. Guide force moments(transverse reaction force acting on the cross-head due to con rod and
crankshaft mechanism, they excite engine vibration in athwart ship direction causing
rocking(excited by h moment) or twisting (excited by z moment) can be reduced by adding engine
bracing)
3. Axial vibration in shaft (during gas loading, the arms of crank throw deflect the crankshaft exciting
axial vibration, reduced by using axial vibration dampers)
4. Torsional vibration in shaft (varying gas pressure causes varying torque in crankshaft along with
propeller action on non-uniform wake field can reduced by using torsional vibration dampers

EXPLAIN CRANKCASE FIRE OR EXPLOSION?

Ans-Factors:
Lubricating oil comes in contact with hot spots in bearings, guide, piston rod, piston trunk, or skirt the
particles contacting heated area will vaporize and condenses in cooler regions of crankcase forming a white
mist of very minute particle and permeate the crankcase, sometimes these particles and air mixture reaches
certain proportions so that the temperature of hot spot high enough to ignite the combustion which may lead
to an explosion which may lead to burst opening of c/c door and ingress of fresh air which may lead to a
secondary explosion.

Factors involved in for crankcase explosion are

1. Source to heat up the lube oil
2. Right oil-air mixture and source of ignition, which is most probably the same source.

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.

MAIN ENGINE FUEL OIL PUMP LINE

Ans- Inlet from circulating pump goes to a fuel inlet line with a shock absorber at the end and then to the
fuel inlet opening of fuel pump. The return from injector and fuel pump outlet is given to fuel return valves
with non-return valves. Fuel pump return has an orifice pipe and return to an overflow arrangement. The
leakage detection tank is for high pressure pipe.

REASON FOR WATER IN COMBUSTION SPACE:

Ans-
1. From Cracked Exhaust Valve Cages
2. Cracked Cylinder Head or Liner
3. Fuel Contamination via Fuel Injector
4. Under cooling of the Charge/Scavenge Air.

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
.

HOW TO UNDERSTAND AN INDICATOR DIAGRAM?

Ans- Generally there are two types of indicator diagrams one is power card and other is draw card. With
the help of these two diagrams we can determine the compression pressure, peak pressure and the engine
power.
High loading is to be prevented on main engines units or else it can lead to several problems such as bearing
damage, cracking etc. It is therefore for this reason very important to read these diagrams properly as they
provide several details about the cylinder working pressures and load.
In earlier days, the indicator diagram was taken with the help of mechanical indicator which was to be fitted
on top of the indicator cocks.
Bur nowadays a pressure transducer is fitted on the indicator cocks with the help of which the indicator
diagram can be taken at any moment and displayed in the computer.

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.

2 STAGE INJECTION IN AE?

Ans- 2.6% of total fuel during combustion is supplied via a pilot injection just prior to main injection so that
temperature of compressed air is increased so ignition delay is reduced. There by reducing the amount of
unburnt fuel.

VALVE TYPE FUEL PUMP PRINCIPLE

Ans- Fuel pump delivery is controlled by suction and spill valves. As plunger moves down, the suction valve
is open and fuel-oil is drawn in to barrel. As plunger moves up fuel is displaced through still open suction
valve and delivery commences as suction valve closes and commences till spill valve open.

BOSCH JERK PUMP PRINCIPLE

Ans- A plunger with a helical moves in a barrel with a suction and spill port. The plunger turns in the barrel
aligning the helical grove with the spill port for varying end of injection. Cavitation is reduced by a spring
loaded piston and orifice which can absorb and damp out fluctuation. Adjustment can be done by adjusting
either height of plunger or barrel. In VIT adjustment is done by adjusting barrel, the barrel has an outside
thresh portion which engages into the timing guide operated by a toothed rack. Movement of the rack causes
the pump barrel to move vertically up or down relative to the pump plunger.

WHAT IS BREAK POINT IN VIT?

Ans- The breakpoint is the point where the maximum cylinder pressure has been reached and the injection
timing is advanced the most. Above the breakpoint the injection timing is gradually retarded back until it
reaches its original setting at 100% MCR load. The position of the breakpoint is determined by the layout
of the engine. Formerly it was generally considered to be at approximately 85% MCR load, but it also has
to be ensured that the maximum pressure rise from compression to maximum cylinder pressure is 35 bar
or less (recommended by MAN B&W Diesel A/S). For this reason the breakpoint has tended to be
somewhat higher on the latest engines (approximately 90% MCR load).

ME FUEL OIL PUMP OVERHAUL

Ans-
1. Shut fuel oil inlet valve
2. Open drain valve and remove oil.
3. Dismount high pressure pipe and puncture valve suction valve assembly.
4. Measure fuel pump lead or pmax value can be adjusted by adding shims.
5. Fuel pump lead or pmax can be adjusted by adjusting the relative position of cam with camshaft. 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.
6. Advance cam to increase pmax.

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.

FUEL PUMP: METHODS OF QUANTITY CONTROL

Ans- The amount of fuel injected per stroke is usually done by varying the effective plunger stroke of fuel
pump
1. Varying the beginning of delivery- control in valve type pumps by varying the suction valve closure
(Sulzer).
2. Varying the end of delivery - regulation of effective stroke by helical groove.
3. Varying both beginning and end of injection- VIT.

DIFFERENCE BETWEEN VIT & SUPER VIT

Ans- Before the Super VIT was introduced variable injection timing was obtained by means of a special
profile on the fuel pump plunger. Hence there was a fixed relationship between the injection timing and the
fuel index. Thus it was not possible to adjust the fuel index of the individual pumps without also altering the
injection timing. For this reason the Super VIT was introduced, where it is possible to adjust the fuel index
and the injection timing independently.

MAXIMUM PERMISSIBLE WEAR IN LINER?

Ans- Maximum wear permissible is 1% 0f cylinder bore (6mm in 600mm bore)

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.)

TEST AND OVERHAUL OF FUEL INJECTION VALVES

Ans- The testing and the overhaul of fuel injectors of marine engines includes ,the testing of the needle and
guide condition of the fuel valve, and the procedure to overhaul and inspect the injectors taken out of the
marine diesel engines.
Fuel Valve Checks

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.

Inspection and Repairs

In the case where the fuel injector valve is not performing as required and has some defect, then it needs to
be opened up and overhauled. The assembly and the disassembly have to be done as per the instructions
given by the engine manufacturer. However, below is a general guide about what you will most likely have
to do.
After the fuel valve has been disassembled then the following checks have to be done:

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.

7. Clean diesel oil should be used for the testing purpose.

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.

FUEL INJECTORS: TESTING

Ans-
Prescribed oil- Hydraulic oil with a viscosity 7-10 CST @ 50 degree Celsius. And before mounting open up
the injector and clean with diesel oil. Never do atomization test on slide type fuel injector. Check the spring
housing for attaching the injector to test kit by checking the position of the indicating lever provided.

Pressure testing procedure-

Performing flushing- set air pressure 1bar, operate the change lever (larger lever, repeatedly until non air
mixed air flows out from the drain hole.

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.

EXHAUST VALVE CHECKING.

Ans-
Lift the valve using E/R crane.
Connect compressed air to the pneumatic piston, valve must close.
Insert a 1mm feeler gauge between valve and seat, it should go inside for 15mm.
Now after shutting of the compressed air and release the vent plug screw and purge the air out.
The valve should open.
Check the compressed air is holding the valve for at least 15 minutes.
After overhauling check the wear with provided templates.

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.

WHY PISTON RINGS INNER EDGES CHAMFERED?

Ans- Piston rings are chamfered to prevent them digging into the piston groove lands when oscillation takes
place along circumferential axis.

PISTON RING DEFECTS

Ans-
1. Incorrectly fitted rings- (Axial clearance)-If they are too tightly fitted- rings could seize causing
overheating, excessive wear and excessive blow past. If too slack- angular movement in the groove
causes causing ring breakage and piston groove damage. Butt clearance too high- excessive blow
past.
2. Fouling due to deposits- rings sticking, breakage, increased blow past and scuffing.
3. Corrosion- from ash deposits.
4. Ring bearing surface in bad condition- increased liner wear and scoring.

HOW PISTON RINGS ARE MANUFACTURED?

Ans- Either statically cast or centrifugally casted to form drum like structure from which rings are machined.
Tensioning is done by cold deformation of inner surface by hammering or rolling.

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.

M/E OVERHAULING PROCEDURE- CYLINDER HEAD

Ans-
1. Engage turning gear.
2. Shut off the starting air supply. Open the drain of starting air manifold.
3. Isolate-(Exhaust valve spring air, fuel, cooling water).
4. Remove-(Cooling water connection, spring air connection, hydraulic actuator connection, fuel oil
connection, starting air connection, exhaust valve bellow).
5. Clean cylinder head stud threads.
6. Hydraulic jack operation- Lower the tensioning jack in the thread after the distance piece. Connect
the snap connectors to the jack. Tighten the jack full and slack back half a turn. Pressurize the jack to
required pressure slowly and slacken the nut using a tommy bar. Then depressurize and remove the
jack and remove stud completely.
7. Attach the lifting bolt and remove the cylinder head.
8. Remove all valves and clean and lap their bores using lapping tools.
9. Take measurements of seat using templates.

"LINER WEAR MORE AT TOP", REASONS?

Ans-
1. Change in direction piston
2. Higher thermal stresses
3. Chances of lubrication failure resulting in wear and corrosion.
4. Fuel impingement and flame burning

HOW LINER WEAR IS MEASURED?

Ans- A cylinder liner is gauged using a ball ended micrometer. The micrometer should be checked for
accuracy by first checking it using a set datum, normally supplied with the engine when built for this
51
purpose. A manufacturers measuring gauge with set positions on it vertically is used in conjunction with the
inside micrometer.
Before readings are taken, the temperature inside the liner is taken. The readings are then taken in
the port to stbd directions and in fore and aft directions. To get an accurate reading, the manufacturers
gauge is placed in the liner in one of the above positions, then a chalk mark is made in the holes where the
micrometer is placed, the gauge is then placed on the opposite side, and the readings are taken using the
chalk mark as a reference point.
The rocking" method is then used to get an accurate reading with the micrometer, i.e. the
micrometer is moved up and down, side to side, until the micrometer is just touching the opposite side from
the gauge, the chalk mark aiding this procedure.

HOW THE CROSS SECTION OF LINER O-RING GROVE IS DECIDED?

Ans- Always the cross section of groove must be greater than that of O-ring, the sealing is achieved by
distortion of the ring by using various cross sections. The O- ring must never be volume bound in the
groove as it may cause the liner to get stuck while withdrawing and damaging the cylinder jacket.

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.

HOW LONGITUDINAL EXPANSION OF LINER IS TAKEN CARE OFF?

Ans- Longitudinal expansion of liner takes place through the lower jacket. The sealing of cooling during
expansion is accomplished by silicon rubber rings installed in grooves machined in the liner. Which slide
over the cover as liner contracts and expands.
The O-rings are installed in a group of two, the space between two is open to atmosphere which will
act as tell-tale holes of leakage.

WHY IT IS NECESSARY TO MAINTAIN OPTIMUM CYLINDER LINER TEMPERATURE?

Ans- To reduce the risk of low temperature corrosion or cracking occurring in the lower portions of liner.
It can be done by using load controlled cooling system or insulating the cylinder spaces prone to this risk.

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.

FACTORS CONCERNING THE HEIGHT OF PISTON TOP LAND.

Ans- The top piston should be well clear of the hottest part of the piston .Further top ring is down the size
of the piston increases. So we have to make a decision optimizing the effects.

PISTON CLEARANCE IN CYLINDER BORE

Ans- 2S-0.2% cylinder bore
4S- 0.1% cylinder bore.

REASON FOR TAPPERED PISTON CROWN?

Ans- For radial thermal expansion as top part of the greatest mass of metal occur.

NEED FOR WEAR BANDS IN PISTON SKIRTS?

Ans- Wear rings or rubbing bands made of bronze alloy or steel or cast iron (in HFO engines). Their
purpose are-
They provide rubbing surfaces with low frictional characteristics & they prevent hot upper side
wall of piston from making contact with liner working surface of liner. This is achieved by
increasing the radial clearance between piston and liner.

WATER VS OIL COOLED PISTON

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.

Piston skirts- made of cast iron- superior rubbing properties.

LUBRICATION SYSTEM FOR CROSSHEAD GUIDES AND RUNNING GEAR BEARING

Ans- The method of lubricating bottom end bearings of having oil cooled pistons is to supply the bottom
end bearing with oil down a central hole in the connecting rod from the cross head bearing. The oil is
supplied to the cross head bearing either by telescopic pipe or a swinging arm.
Advantage of telescopic pipe over swinging arm is that it got three glands while telescopic got only one.
From cross head oil is supplied to guides, cross-head bearing, piston cooling and big end bearing.

55
ADVANTAGES OF FLOATING TYPE GUIDESHOES USED IN CROSSHEAD?
Ans- Alignment required for cross head and piston can be eliminated.

CONNECTING ROD: CROSS SECTION IS ROUND IN 2S AND I BEAM IN 4S. REASON?

Ans- Round section connecting rods are cheap to produce, but in 4s I beam is a
necessity because of the high inertial forces acting on it. The four stroke con rod
undergo both compressive and tensile forces.

REASONS FOR FAILURE IN CONNECTING ROD?

Ans- Connecting rod may fail from crack propagation or fracture in vulnerable areas or they may buckle.

Causes- Starting with liquid in cylinder space, crank pin seizure, misalignment, vibrations etc.

INSPECTIONS ON CHAIN DRIVE OF MAIN ENGINE

Ans- Checks:
1. Look for loose screws or bolts.
2. Lube oil pipe damages.
3. Jet nozzles for blockage or deformation..
4. Rubber track guide ways for cracks.
5. Check teeth of chain wheels for abnormal wear (done by keeping a straight edge over the wear edge).
56
 6. Check for cracks in chain, rollers and side plates.
7. Check the chain slackness by measuring the length of 10 chain links and compare with manufacturer
data.

Chain tightening method:

1. Loosen the nuts on the chain tightener.
2. Bring the slack part of the chain in the chain tightener side by turning the engine.
3. Make sure the balancing weights are pointing downwards.
4. Tighten various bolt of the chain tightener as per instruction.

NEED FOR BORE RELIF IN BEARINGS?

Ans- The mating surface of bearing shells are machined so that to create bore reliefs, whose function is
to prevent- during misalignment protruding edges of bearing shells acts as oil scrapers can cause oil
starvation.

LUBRICATION IN THRUST BEARING

Ans- The thrust collar of main thrust bearing revolves in an oil bath. The revolving collar picks up the lube
oil from the bath using a diamond shaped scraper or spreader. This oil is diverted into two channels which
keeps the thrust face adequately supplied with oil. The oil bath is supplied with oil from the M/E lubricating
oil.

MEASURING OF CRANKPIN BEARING CLEARANCES

Ans- Keep the piston in bdc and measure the clearances by inserting a feeler gauge in the bottom of the
shell in both the sides. Take difference between actual measurement data and data given in adjustment
sheet to obtain wear.
*Max wear is .01mm per 10000hrs.

SPARK ERROSION AND REMEDIES?

Ans- A problem that can arise from currents generated in the rotor shaft due to stray magnetic fields, under
fault conditions these stray fields can be very large, these currents if allowed to flow, would arc across
the bearing surface and cause small craters which would eventually destroy the bearings.

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.

MEASURING OF CROSSHEAD PIN CLEARANCES?

Ans-
Keep the crank throw 90 degree before BDC in the exhaust side.
Measure the clearance by inserting feeler gauge between bearing cap and
journal, near the landing face of piston rod bottom end.
If it is more than 1mm then head bearing must be opened up and inspected.
Max wear allowed is 50% of oil groove.

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

MAIN ENGINE BEARINGS

Ans- Bearing materials: White metal used in both thick and thin shell bearings. Tin aluminum (AlSn40)
used only in thin shell bearings.
Thick shell bearings- clearances can be adjusted using shims they are 30-60mm thick used in main
bearings only. Thin shell bearings must have wall thickness of about 2-2.5% journal diameter .They have
crush or nip.

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.

MATERIAL OF CROSS HEAD GUIDE PLATES

Ans- Generally made of cast iron and bolted to the machined surface of the mono-block

HOW FIRING LOADS ARE TRANSMITTED TO BED PLATE?

Ans- Firing load acting upward (tension) cylinder cover cover stud cylinder beam tie rod bed plate
transverse girder.
58
Gas pressure acting on piston (compressive) piston rod connecting rod crankshaft lower half of
main bearing bed plate cross girder .
So the total forces are balanced and small difference in magnitude are shown as stresses in
engine structure.

DIFFERENT TYPES OF CRANK SHAFT

Ans-
1. One piece construction( forged, used in small engines)
2. Built up crankshafts- fully built up (webs are shrunk into journals and crank pins), semi built up
(web and crank pin made as one unit and shrunk onto journals).
3. Welded (forged parts are welded together)

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.

Crank web is like a cantilever subjected to bending and twisting.

Journals will be subjected to bending and twisting.

Hoop tensile stresses also acting on shrink fit parts

CONSEQUENCE OF RUNNING ENGINE WITH HOLDING DOWN BOLTS SLACK?

Ans- Vibration patterns changes, fretting occurs in contact surfaces & crankshaft may get damaged through
misalignment.

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.

HOW TO CHECK TIE-RODS ARE TIGHTENED TO THEIR CORRECT PRE-TENSION?

Ans-
1. Connect hydraulic-jacks to all the tie-rods together.
2. Operate the pump until prescribed hydraulic pressure and maintain the pressure.
3. Check the clearance between the nut and intermediate ring (or contact
surface as in MAN B&W) with a feeler gauge,
4. If clearance exist then the nut is tightened onto the intermediate ring and the pressure released.
5. If a tie bolt is found broken, it must be immediately replaced, otherwise fretting and premature
failure may occur.

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.

A- FRAME OR MONOBLOCK CONSTRUCTION?

Ans- With super-long stroke lateral force components on guide increased due to relatively small
connecting rods, so in order to maintain structural rigidity mono-block arrangements are preferred over
A-frame arrangements.

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.

*Slippage can be detected by checking the reference marks.

*Slippage may result in alteration of timing, inefficient operation.

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

AIR STARTING VALVE OVERHAUL?

Ans- Checking-
1. Attach service air on top of the valve and check for a lift at least 15-20mm.
2. And on closing the air valves must be shut instantly.

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.

MAIN ENGINE FUEL OIL PUMP OVERHAUL

Ans-
1. Shut fuel oil inlet valve,
2. Open drain valve and remove oil.
3. Dismount high pressure pipe and puncture valve suction valve assembly.
4. Measure fuel pump lead or Pmax value can be adjusted by adding
shims.
5. Fuel pump lead or Pmax can be adjusted by adjusting the relative position of cam with camshaft.

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.

WHAT IS PUNCTURE VALVE IN AN ENGINE?

The puncture valve consists of a piston which communicates with the control air system of the engine. In
the event of actuation of the shut-down system, and when 'STOP' is activated, compressed air causes the
piston with pin to be pressed downward and 'puncture' the oil flow to the fuel valve.
As long as the puncture valve is activated, the fuel oil is returned through a pipe to the pump housing, and
no injection takes place. I have also added a few more comments and attached a file to further explain the
function(s) of the puncture valve.
MAN B&W reversing: Reversal of the fuel pump follower only takes place while the engine is rotating. If the
engine has been stopped from running ahead and started astern, the fuel pump follower will move across
as the engine starts to rotate and before fuel is admitted by venting the fuel pump via the "puncture" valve.

HOW VARIABLE INJECTION TIMING IS ACHIEVED

Ans- 1. Mechanical-Pneumatic: Older System
Low pressure air is fed to the pressure control valve, the output of which is fed to the VIT servos on the fuel
pump. A link from the governor output (or fuel pump control handwheel) moves a pivoted bar, the position
of which determines the output of the pressure control valve.
The position of the control valve is adjustable which can be used to allow for fuels of varying ignition
qualities and changes in the camshaft timing due to chain elongation.
The pivots are also adjustable for initial setting up of the VIT and adjustment of breakpoint position.

Electro Pneumatic: Later Engines.

The air signal to the fuel pump VIT actuators which operate the VIT racks is implemented within the
electronic governor as an electrical signal between 4 and 20 milliamps. This signal is sent to an IP converter
which generates the pneumatic control signal between 0.5 bar (min VIT setting) and 5 bar (Max VIT setting).
The essential difference between the mechanical and electrical system is the use of the breakpoint and how
the pressure rise is controlled. With the mechanical system the breakpoint is fixed, with the electrical VIT
system the breakpoint is variable depending on the scavenge pressure.
If the scavenge pressure is high, then the resulting compression pressure within the cylinder will be higher:
This means that unless adjustments are made, the maximum pressure in the cylinder could rise above the
design point. By altering the breakpoint to a lower percentage point of engine load, Pmax is reached earlier
and maintained at that point until 100% load.

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.

VALVE TYPE FUEL PUMP PRINCIPLE?

Ans- Fuel pump delivery is controlled by suction and spill valves. As plunger moves down, the suction valve
is open and fuel-oil is drawn in to barrel. As plunger moves up fuel is displaced through
still open suction valve, and delivery commences as suction valve closes and commences till spill valve open.

WHAT ARE TYPICAL MAIN ENGINE BEARING FAILURES?

Ans-
1. Typical bearing failures
2. Fatigue failure,
3. Tin oxide encrustation,
4. Wiping damage,
5. Tearing of overlay,
6. Acidic corrosion,
7. Cavitation & erosion(cavitation : vaporization due to oil pressure falling below vaporization goes to
high pressure region and collapses causing heavy impingement Causes: High temperature, low
pressure, contamination, vibration ) ,
8. Dross inclusion,
9. Spark erosion,
10. Bacterial action(honey colored deposits)

STATIC AND DYNAMIC BALANCING?

Ans- A shaft is statically balanced if the center of gravity lies in the polar axis of its journals, a shaft is
dynamically balanced if it is statically balanced and when shaft is rotated in two set of bearings, the load on
both bearing must same throughout the time of rotation (360 degree)

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.

POWER CALCULATION WITHOUT INDICATOR DIAGRAM

Ans- This estimation is based on nomogram involving engine parameter measurements taken on test bed
given in manual.

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.

POWER CALCULATION FROM INDICATOR DIAGRAM?

Ans- For engines with indicator drive or MIP-equipment, we can take the indicator diagram which can be
used to find the Mean Indicated Pressure (MIP)[it is the indicated pressure} & [ MEP is the effective pressure
available after friction losses in the crankshaft and drive].

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

MIP =Pi (bar) = Area / ( Length x Spring constant )

Mean Effective Pressure (MEP) = MIP-Frictional losses (its independent of load and obtained from
manufacturer.)
Then obtain cylinder constant k =1, 30,900 X (bore2) X stroke (in kW).
Multiply it with MIP X rpm to get Mean Indicated Power
Multiply MEP X rpm to get Mean Effective Power or Brake power.

ADVANTAGES OF HYDRAULIC EXHAUST VALVES IN MAIN ENGINE?

Ans-
1. Reduction in overall weight.
2. Allows the camshaft to be placed in the most effective position
3. Reduces the power absorbed and inertia losses,
4. Eliminates side thrust on the valve spindle and spring surge or vibration
5. Allows valve to be rotated by vanes

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)

HOW TO CONFIRM EXHAUST VALVE ROTATION IN MAN B&W?

Ans- There is a spring loaded plunger or rod which when removed from its stowed position stands upright
on the damping piston. The piston has a tapered crease. When the plunger is in contact with this, when the
valve rotates the plunger the top portion moves 6mm. This is an indication of valve rotation.

WHY IS FQS LEVER PROVIDED IN SULZER ENGINES?

Ans- Fuel Quality Setting (FQS) is provided so that engine operator can manually adjust the adjusting timing
to quality of fuel.

WHY WATER MIST CATCHER IS USED?

Ans- Water entering the cylinder with scavenge air can disturb the lube oil film in the liner and can be
removed by water mist catcher which is an air flow reversing chamber.

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

WORKING OF ELECTRONIC LUBRICATOR AND ADVANTAGES?

Ans- Alpha lubricator is a high pressure computer controlled cylinder lubricator developed with the aim of
reducing cylinder oil consumption. Its a flexible system which enables a specific amount of oil can be
injected in any number of engine revolutions in between (4,5,6...)( it can be during either compression or
expansion stroke).The high pressure enables cylinder lube oil is injected exactly in ring pack when it passes
through the quills and the injection is in a tangential direction which ensures optimal distribution.

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.

CONTROLLED PRESSURE RELIEF TOP RINGS ADVANTAGES?

Ans- Controlled pressure relief ring piston top rings used in MC series engines have double lapped joint and
relief grooves across the ring ensures optimum pressure relief across the piston ring.
Advantages: It is effective in protecting liner surface and top of the piston from excessive heat loads.

SHUT DOWNS & SLOW DOWNS IN MAIN ENGINE

Ans-
Shut down:
Over speed ,
M/E Lube Oil low pressure

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.

M/E TROUBLES ENGINE OVERLOAD?

Ans- Indication:
Speed droop
High exhaust temperatures
T/C surging

Causes:
Propeller damage
Bad whether
Hull fouling
Shallow water

STELLITE OR NIMONIC COATINGS?

Ans- Hardened materials by the process of metallic cementation.
Nimonic: C, Cr, Ti, Mo, Co, Al, Fe, Ni.
Stellite: alloys of Co or Cr. Must be cast and deposited by welding. High abrasion &
corrosion resistance strength even in red hot temperatures.

DURING STARTING OF THE ENGINE THE SAFETY VALVE BLOWS CAUSES?

Ans-
1. Defective fuel oil valves.
2. Wrong fuel pumps timings.
3. The opening pressure of the safety valve is low caused by a broken spring or a loosened nut.
4. Engine is over cooled.
5. Fuel linkage problems or fuel rack stuck in maximum position.
6. Dripping fuel injectors.

ADJUSTING THE INJECTION TIMING IN A 4S ENGINE?

Ans- Checking procedure:
Turn the flywheel and align the mark on the body with that of the plunger. The graduation on
the flywheel pointed out by the flywheel pointer shows the current fuel injection timing. Flywheel index
near TDC has 2 degree graduations from 0 to 30 degree. Rest places have 5 degree graduations.
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.
67
CAUSES FOR PISTON HEAD CRACK
Ans-
Casting defect,
Thermal stress due to cold starting air and scavenge air
After burning,
Fuel penetration and overheating due to cooling failure (deposits on cooling area, coking of lube oil
etc.)

CYLINDER HEAD CRACKING CAUSES AND DETECTION

Ans- Causes:
1. Scaling on the waterside causing uneven temperature gradient
2. Cylinder relief valve malfunction
3. Overloading of engine
4. Corrosion
5. Uneven tightening of cylinder head bolts

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.

CHECKS ON CYLINDER HEAD

Ans-
Check for carbon adherent to ports and clean them.
Check for scaling and corrosion in water jacket part.
Conduct hydraulic test for 7 bar or dye penetration test.
In valves check for sulphuric acid corrosion and bent valve seats.
Check for high temperature corrosion on valve seats.
Check for adhered carbon and blow by.
Replace worn or bent valves.
Check for corrosion or crack in springs.

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.

WORKING OF RACHET TYPE (TURNOMAT) VALVE ROTATOR?

Ans- In turnomat the exhaust valve spindle and upper spring carrier is supported by spring via an axial
roller bearing. There is freewheeling mechanism (its like a ratchet mechanism) attached to the spindle via
two roller bearings. So when valve opens freewheeling mechanism is in free running state. When valve is
closing freewheeling mechanism is in an engaged state and lower spring carrier will be rigidly attached
to valve guide. The exhaust valve and upper spring carrier rotates on the axial roller bearing.

NEED FOR EXHAUST VALVE ROTATION

Ans-
Even wear on valve & seat.
To loosen seat deposits.
Extend valve life and reduce wear.

NEED AND EFFECTS OF IMPROPER TAPPET CLEARANCES?

Ans- Need for tappet clearances
For valve thermal expansion,
For ensuring positive closing
Tolerance for wear.

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

If tappet clearance is more:

1. Valve will open late & close early.
2. Lesser heat energy to T/C, so reduction in scavenge air & hence power.
3. No proper removal of gases.
4. Hammering of valve stem-may cause damage to valve stem.

WHAT IS PISTON SLAP ?

Ans- Sideways movement of piston against the liner due to extensive wear.

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.

WHY IS THERE A STARTING AIR OVERLAP PROVIDED IN A DIESEL ENGINE?

Ans-
To give a positive starting in correct direction.
Starting ability from any position.
If any one of the valve is malfunctioning. Engine can still be started.

WHAT IS THE SIGNIFICANCE OF FIRING ORDER?

Ans-
Balancing of primary and secondary inertia forces.
To assist the exhaust grouping.
For distribution of stress over the length of crankshaft and optimum bearing loading.
A firing interval for even turning moment.

WHAT HAPPENS IF FUEL PUMP LEAKS?

Ans-
Fuel quantity is reduced loss of power, cylinder liner lubrication is affected.
Loss of cylinder power.
Late injection.
After burning.
High exhaust temperatures, smoky exhaust.
Power imbalance among units.

.WHAT ARE THE CAUSES OF CYLINDER HEAD CRACKING?

Ans-
Scale deposits
Inefficient cooling water
Uneven tightening of bolts and fuel valves
Fluctuating cooling water temperature (excessive temperature gradient)
Overloading or racing of engine
Faulty relief valve
Mechanical failure due to gas corrosion, acidic corrosion due to leaky exhaust valves
Water side corrosion

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)

STATE THE ADVANTAGES OF UNIFLOW SCAVENGING

Ans-
Simple liner construction
Long skirt (for piston) not required
Stroke length can be increased
High scavenging efficiency
High thermal efficiency
Low grade of fuel can be burnt
Uniform wear of piston rings and liner
Less thermal stresses
Less intermixing of scavenging air with the exhaust gas
Exhaust valve can be made to open late more work, close early
scavenge air is more utilized.

WHY CYLINDER LINER WEAR IS MORE AT THE TOP?

Ans-
High temperature exposure due to the combustion gases
Loss of liner lubrication in low speed diesels
Corrosion, predominantly acidic due to combustion products
Fuel impingement, deposits
Change of direction of the piston, which causes to a step like formation at the reversal point

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

WHAT ARE THE CRITICAL SPEED EFFECTS?

Ans- Resonance, torsional vibration, fatigue failure of components
Can be remedied by:
Detuners
Vibration dampers
Electric vibration compensator unit

WHAT IS A FORCING FREQUENCY?

Ans- W.r.t the crank shafts, the forcing frequencies are caused by the firing impulses in the cylinders.
Firing impulses superimpose on one another and appear as a complex waveform represented by harmonics

1x cycle frequency: first order harmonics of firing

2x cycle frequency: second order harmonics
3x cycle frequency: third order harmonics and so on

HOW CAN THE FREQUENCY OF RESONANCE, THE FORCING IMPULSES AND THE RESULTANT
STRESSES ADJUSTED?
Ans-
By adjusting shaft sizes
Number of propeller blades
73
 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.

EXPLAIN THE VIBRATION CHARACTERISTICS OF LOW SPEED 2-S ENGINES

Ans-
External unbalanced moments
Guide force moments
Axial vibrations in the shafting system
Torsional vibrations in the shafting system

WHAT IS AN ELECTRIC COMPENSATOR?

Ans- It is electrically driven compensator preferably located in the steering gear compartment, where
deflections are the maximum and the effect of the compensator is maximum. Such a compensator is
synchronized to the correct phase relative to the external force or moment and can neutralize the excitation.
The compensator requires an extra seating to be fitted.

WHAT ARE GUIDE FORCE MOMENTS AND THEIR TYPES?

Ans- The origin of the guide force moment is the angularity of the connecting rod. It is the vibration of the
engine about the foundation bolts.
Guide force moments are caused by the transverse reaction forces acting on the cross head due to the con
rod crankshaft mechanism.
Guide force moments may excite engine vibrations moving the engine top arthwartships causing a rocking
(excited by the H moment) or twisting (excited by X moment) movement of the engine.
Guide force moments are harmless except when the resonance occurs in the engine double bottom system.
As a precaution, top bracing is installed between the engines upper platform brackets and the casing side
for all its 2S models.

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.

74
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.

WHAT IS UNDER CRITICAL RUNNING?

Ans- The natural frequency of the one node vibration is so adjusted that the resonance with the main critical
order occurs about 35~45% above the engine speed at specified maximum continuous rating (MCR). The
characteristics of an under critical system:
Relatively short shafting system
Probably no turning wheel
Turning wheel with low inertia
Large diameter of the shafting
Without barred speed range

WHAT IS OVERCRITICAL RUNNING?

Ans- The natural frequency of the one node vibration is so adjusted that the resonance with the main critical
order occurs about 30~70% below the engine speed at the specified MCR. The characteristics of the system
are:
Turning wheel may be necessary on the crankshaft
Turning wheel with a relatively high inertia
Shaft with relatively small diameter (shaft material has to be of high UTS)
With a barred speed range of about +/- 10% w.r.t the critical engine speed

IF RESONANCE OCCURS, WHAT IS THE SOLUTION?

Ans-
The following modification(s) have to be carried:
Lanchester balancers, either on the engine or electrically driven units usually located in the steering
flat, compensated for ships vibration caused by the 2nd order vertical moment
Counter balancing weights on the crankshaft to be adjusted for compensating the first order
vibrations
Combined primary and secondary balancers
Adjusting the side stays

WHAT IS A USUAL VOLUMETRIC EFFICIENCY OF A DIESEL ENGINE?

Ans-a. Naturally aspirated engine: 0.85~0.95
b. Supercharged engine: up to 4.0
c. For 2S engine: 0.85~2.5

75
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 ARE TIE RODS PROVIDED?

Ans- Tie rods are provided to keep the whole engine structure in compression which:
a. Increases the fatigue strength of the engine structure as it is the tensile stress which causes fatigue
b. Maintain running gear alignment to avoid fretting. The firing forces that press down the bearing saddle
also attempt to push up the cylinder covers, the net effect being to put the whole engine structure into tensile
loading. So the tie rods are tightened such that the engine structure is maintained in compression even
during the peak firing conditions and that the engine is not subjected to the tensile loading.

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.

EXPLAIN THE CROSS HEAD SLIPPER LUBRICATION

Ans-a. The lubricating oil is fed to the guide shoes by a pipe from the main lube oil system
b. The lubricating oil may also be fed from the drilled passages in the pin to the slipper faces

WHAT IS THE LENGTH OF THE CRANK WEB?

Ans- Length of the crank web = stroke length/2

WHAT IS THE MATERIAL OF THE FOUNDATION BOLTS?

Ans- High tensile steel

WHAT IS THE MATERIAL OF THE TIE ROD?

Ans- High tensile steel

WHAT IS THE MATERIAL OF THE DOUBLE BOTTOM PLUG?

Ans-Silicon steels
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WHAT IS THE MATERIAL OF THE CRANKSHAFT?
Ans- Forged low carbon alloy steel. Carbon: 0.12% and less

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 ARE THE LINER WEAR RATES? AND HOW IS IT ACHIEVED?

Ans- Old engines: 0.1mm/1000hrs
Modern engines (2S): 0.03mm/1000hrs
Modern engines (4S): 0.12mm/1000hrs

This is achieved by:

a. Highly alkaline lube oil
b. Load dependent jacket cooling water temperature control
c. Good quality of cast iron with a hard face
d. Careful design of the piston ring profile
e. Improvement in lube oil
f. Multilevel cylinder lubrication
g. Condensate separation from the scavenging air
h. By use of the anti-polishing ring or the piston cleaning

WHAT IS THE MATERIAL OF THE FUEL VALVE NEEDLE AND BODY?

Ans- Needle: high speed steel Body: case hardened steel

WHAT IS THE MATERIAL OF THE CHAIN AND ITS TIGHTENER ARRANGEMENT?

Ans- High tensile steels

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
77
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

WHAT ARE THE ADVANTAGES AND DISADVANTAGES OF RESIN CHOCKS?

Ans-
Advantages:
100% contact on uneven surfaces
Cheaper to install as no hand fitting is required
Dont corrode and are resistant to most of the chemicals
As they achieve good contact, there is little chance of fretting, thus cheaper, shorter, non-resilient
bolts can be used. These permit a reduction in the bolt tension by a factor of 4
Avoid vibrations

Disadvantages:
Overstressing of the bolts causes the resin to shatter and break
Maximum temperature is limited to about 80C

WHAT ARE THE NIMONIC AND STELLITE COATINGS?

Ans- These are considered to be the hardened materials by the process of metallic cementation Nimonic:
carbon, chromium, Titanium, Aluminum, Cobalt, Molybdenum, Iron, Nickel There could be other
constituents such as Manganese, copper, silicon
Stellite: They are alloys of Cobalt, and Chromium, with the addition of varying amounts of tungsten and other
elements
They are very resistant to corrosion and abrasion. Retain their hardness at a red heat Since they cannot be
forged, they must be cast direct to shape or deposited by welding

WHAT ARE THE CYLINDER LUBE OIL PROPERTIES?

Ans-
SAE 50 or higher range oils
TBN about 70 for heavy oil burning engines with sulfur content of about 3%
Ability to burn completely and leave no deposits
Good detergency
Good load bearing property
Good spread ability
Incompressibility for accurate metering and timing the injection
High flash point
78
HOW IS THE CHAIN DRIVE OF A MAIN ENGINE INSPECTED?
Ans- Chain inspection is to be carried out as follows:
a. Make a general inspection for loose screws and bolts
b. Inspect lube oil pipes for damage, and check oil jet nozzles for possible stoppages or deformations

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

79
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

WHAT IS THE PROCEDURE OF CONROD REMOVAL FROM A MAIN ENGINE?

Ans

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
80
 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.

This can be concluded as follows:

For a two-stroke engine the air starting valve timing is Air on 15ATDC, Air off 50BBDC (exhaust opens at
about 40BBDC) therefore a net starting angle of 115. At the end of this angle of a unit in power stroke,
another unit of the engine should be 15ATDC in the power stroke, for continuity of starting. For this to
happen, the maximum possible crank angle difference can be 115 between units.
A two-stroke engine has a complete cycle angle of 360, therefore the minimum number of units
(360/115) = 3.13
Minimum possible number of units in a two-stroke engine is therefore FOUR.

Similar approach to four-stroke engines gives the following inference.

81
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
82
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.

WHAT IS THE THERMAL EFFICIENCY OF THE MAIN ENGINE?

Ans- Thermal efficiency of a plant = Heat energy converted to work/Heat input in a main engine heat input
= (Fuel consumed x Calorific Value x reference time) Heat energy converted to work = Brake power x
Reference time

WHAT IS COMPOSITION OF THIN SHELL BEARINGS?

Ans- Thin shell bearings are broadly of:-

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.

83
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 SPECIFIC FUEL OIL CONSUMPTION?

Ans-
Take the fuel oil flow meter readings for a specific time interval usually for an hour
Calculate the volume (difference between the above readings)
Using the fuel oil sample test results provided by the shore facility, calculate the density of the fuel
oil at the temperature near the flow meter
Calculate the mass of the fuel consumed by multiplying the results in b and c
Calculate the shaft power of the engine during this interval of time, take an average value
84
 Specific fuel consumption is calculated by mass of fuel consumed/Avg.shaft power developed by the
engine in the time interval.
Express the result in the Units of specific fuel oil consumption: g/Kw-h

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.

Corrected fuel index, P = average fuel index x K

Where
K = Correction factor for fuel pump index
= K1 X K2 X specific gravity of fuel @ 15C

85
86
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

Brake Horse Power (BHP) = C x Pe x Ne

Mean Effective Pressure Pe = Horizontal coordinate in the above graph

Where C = Cylinder coefficient = 8.811 for 6S60MC MANBW engine
Pe = Mean Effective Pressure
Ne = Engine RPM

OUT PUT OF THE ENGINE (Shaft Power in Kw) = BHP x 0.7355

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.

EXPLAIN RUNNING DIRECTION INTERLOCK

Ans- Running direction interlock is provided to withhold the fuel supply during maneuvering if the running
direction of the engine is not coincident with the setting of the engine telegraph lever.
At the camshaft, forward end the shaft is coupled to the camshaft and carries round with it, due to the key,
a flanged bush and spring plates which cause an adjustable friction pressure axially due to the springs and
nut. This pressure acts on the coupling disc which rotates through an angular travel until the stop pin
prevents further rotation. This causes angular rotation of a fork lever and the re-positioning of a control
valve plug in a new position within the sleeve. Oil pressure from the reversing valve can only pass to the
valve block valve (air) and unlock the air start lever and the fuel control if the rotation of the direction
interlock is correct. If the stop pin were to break, the fork lever would swing to position M and the fuel
supply would be blocked.

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

87
 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,

Shaft Power, P = 2 NT/60 where N= RPM, = 22/7 (PI)

WHAT ARE THE IMPURITIES IN HEAVY FUEL OIL?

Ans- Impurities in H.F.O. come in the form of solids and liquids.
Solids-------dirt, rust, and sand.
Liquids----- water and sludge

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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.

*Note : when diesel is used, no heating is required.

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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.

GIVE AN EXAMPLE OF THE DENSITY OF H.O, L.O AND D.O?

Ans- H.F.O. --------- 950 kg/cu.m
L.O --------- 870 kg/cu.m
D.O --------- 880 kg/cu.m

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.

WHAT FITTINGS WOULD YOU EXPECT TO FIND A START AIR RECEIVER?

Ans- Safety valve, fusible plug, isolation valve to main air start system.
, filling valve from compressor, drain valve, valve to control air, valve to whistle, and pressure gauge.

HOW IS THE L.O.TEMP CONTROLLED?

Ans- By means of a thermostatically controlled valve which will allow L.O.to bypass the cooler when too
cold and divert L.O.through the cooler when too hot. Preset wax elements being incorporated in these valves
for this purpose.

WHAT WOULD HAPPEN IF THE L.O.PRESSURE JUST DROPPED TO ZERO/?

Ans- The engine would shutdown on the low l.o.pressure trip.

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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.

WHAT WOULD CAUSE A CRANKCASE EXPLOSION?

Ans- A crankcase explosion could be caused by the formation of hot spot i.e. the overheating of a bearing,
which in turn could cause an oil mist to be generated.If this oil mist is allowed to build up an explosive
condition could occur where the oil mist can be ignited by piston blow by or the hot spot itself.

EXPLAIN A MAIN ENGINE L.O.SYSTEM?

Ans- LO for an engine is stored at the bottom of a crankcase known as sump or in a drain tank located
beneath the engine. The oil is drawn from this tank through a strainer by one of two pumps in parallel, one
pump being on standby. The pump discharges the oil into one of a pair of fine filters it is then passed through
a cooler before entering the engine and being distributed to the various branches pipes. The branch pipe for
a particular unit feed the main bearing, for instance. Some of this oil will pass along a drilled passage in the
crankshaft to the big end bearing and then up a drilled passage in the connecting rod to the gudgeon pin in
a trunk piston engine or a crosshead bearing in a crosshead bearing. An alarm at the end of the distribution
pipe ensures that adequate pressure is maintained by the pump. Pump and filters are arranged in duplicate
with one as stand by. After use in the3 engine the LO drain back to the sump or drain tank for reuse.

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 INSTRUMENT MEASURES SMALL CHANGES IN CRANKCASE PRESSURE?

Ans- A manometer

WHAT IS AN INDICATION IN THE EXHAUST GAS OF GOOD COMBUSTION?

Ans- Grey smoke indicates good combustion

HOW CAN EXHAUST VALVE LEAKAGE BE CONFIRMED?

Ans- By taking an indicator card. The card should be taken with fuel ON and OFF the unit. If the valve is
leaking, the compression pressure and maximum pressure will be low.

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.

WHAT WOULD YOU DO IN THE EVENT OF A SCAVENGE FIRE?

Ans- If a scavenge fire were to start, the 2 main objectives are to confine the scavenge fire to the
scavenge space and to minimize damage to the engine.
In the event of the fire breaking out, inform bridge that the engine is to be brought to dead slow ahead
and also inform the chief engineer.
The fuel should be cut off to that particular cylinder.
The cylinder l.o. should be increased to prevent seizure and wear.
If fixed firefighting is attached to the scavenge trunking this can be brought into operation, depending
on severity of situation. But in most cases the fire will generally subside within 5 15 minutes.
Once the fire is out and navigational circumstances allow it, the engine must be stopped.
Do not open scavenge space doors or crankcase doors before site of fire has cooled down. When
opening up, care must be taken to keep clear of any flame.
After opening up all scavenge spaces must be thoroughly cleaned and all debris removed. The piston
rods and cylinder liner should be examined for surface blemishes, straightness etc., and the
diaphragm glands (stuffing box) examined to ensure that t they are operational and not damaged.
Also piston rings should be checked, as blow by may have been the ignition source of the fire. If
possible the piston head in question should be renewed at the earliest possible moment and the
damaged unit overhauled.
On engines fitted with tie bolts, it may be necessary to retighten the bolts adjacent to the fire.
When starting the engine, care must be taken after switching on the fuel to the cylinder in question,
and that also the cylinder l.o. quantities are reduced to normal.

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WHAT CAUSES WHITE SMOKE FROM COMBUSTION I.E., IN THE EXHAUST?
Ans- The presence of water

HOW WOULD YOU GET WATER IN THE COMBUSTION SPACES?

Ans- From cracked exhaust valve gages, cracked cylinder head and liner, fuel contamination via fuel injector
and under cooling of the charge/scavenge air.

WHAT SAFETY DEVICES ARE FITTED TO A START AIR LINE?

Ans- Non return valve, flame traps/arrestors, bursting discs and safety valves

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 ARE WE LOOKING WHEN WE PULL A PISTON?

Ans-
When you pull a piston, you are looking for any damage to the piston crown, including cracks.
The condition of piston rings are checked, plus piston ring grooves, check for any scuffing of piston
skirt
Check condition of top end bearing, bush and gudgeon pin, p [plus clearance between pin and bush
Check lubrication bores are clear on underside of piston

WHAT WOULD YOU DO IF YOU HAD HIGH J.C.W. TEMPERATURE?

Ans- Inform bridge and then reduce engine load and investigate problem which could be insufficient flow
through cooler due to fouled cooler or faulty thermostatic valve.

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.

WHAT IS CROSS FLOW SCAVENGING?

Ans- In cross flow scavenging, the incoming air is directed upwards, pushing the exhaust gases before it.
The exhaust gases then travel down and out of the exhaust port. Advantage is no exhaust valve.

WHAT SAFETY DEVICES ARE FITTED TO THE MAIN ENGINE CRANKCASE?

Ans- Explosion door/relief valves and oil mist detectors.

HOW WILL YOU FIND THE LEAKING OF AIR STARTING VALVE?

Ans- If we have to detect the leak in air starting valve of a particular unit in a stopped engine then first close
the indicator cocks of all units and open the main air starting valve (make sure turning gear is disengaged

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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.

MAINTENANCE OF MAIN ENGINE AIR COOLER?

Ans- Cleaning of M/E charge air cooler is done in a system of chemical cleaning which involves degreasing,
descaling, neutralizing, ultra sonic cleaning and high temperature washing to ensure that the unit is clean
off full chokes and impurities.
We perform a detailed testing which includes hydrostatic and air testing to ensure that the charge air cooler
is operating at their maximum potential.

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.

HOW TO STOP AUX ENGINE IF NOT STOPPING BY STOP HANDLE?

Ans-
a. Pull the fuel rack to zero position.
b. Operate any trip.

HOW CYLINDER LUBRICATION IN MAIN ENGINE

Ans- For marine diesel engines operating on residual fuels containing sulphur, cylinder lubrication must
generally serve the following purposes:
Create and maintain an oil lm to prevent metal to metal contact between the cylinder liner and
piston rings.
Neutralize sulphuric acid in order to control corrosion.
Clean the cylinder liner, and particularly the piston ring pack, to prevent malfunction and damage
caused by combustion and neutralization residues.

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.

WHAT TO CHECK IF ENGINE IS NOT COMING ONLOAD?

Ans-
Check voltage of bus bar & incoming generator, both should be same.
Check frequency of bus bar & incoming generator, both should be same.
Power factor is ok.
Synchronizing procedure should be correct.
Always before paralleling incoming generators parameter should be in operational range.

WHAT IS LINER WEAR?

Ans- Cylinder liner requires adequate lubrication to reduce piston ring friction and wear. The oil film not
only acts as a gas seal between the liner and piston rings, but also as a corrosion inhibitor. If the cylinder
lubrication is low the oil forced into the piston ring grooves reduces ultimately it causes the liner wear .And
also due to acidic corrosion the wear takes place.
The rate of cylinder sleeve wear varies over the life of liner. It is high during the initial Running-in
period after which it should reduce to an almost constant rate for most of the useful life of liner. Finally the
wear rate progressively increases as the wear becomes excessive.

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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.

WHAT HAPPENS IF FUEL PUMP LEAKS?

Ans- a. Fuel quantity is reduced loss of power, cylinder liner lubrication is affected.
b. Loss of cylinder power.
c. Late injection.
d. After burning.
e. High exhaust temperatures, smoky exhaust.
f. Power imbalance among units.

WHAT ARE THE CAUSES OF CYLINDER HEAD CRACKING?

Ans- a. Scale deposits
b. Inefficient cooling water
c. Uneven tightening of bolts and fuel valves
d. Fluctuating cooling water temperature (excessive temperature gradient)
e. Overloading or racing of engine
f. Faulty relief valve
g. Mechanical failure due to gas corrosion, acidic corrosion due to leaky exhaust valves
h. Water side corrosion

TYPES OF CRANKSHAFT?

There are four main types of modern day crankshaft:

1. Built crankshafts where the crank pin journal, main journal and crank webs are all manufactured
separately and then fitted together by shrink fitting and relying on friction to prevent slippage.
2. Semi-built crankshafts where webs and main journals and/or crank webs and crank pin journals are
forged as 1 piece and then shrunk fit together. These methods are essential in large engines as it is
impossible to build a very large crankshaft from one piece of metal.
3. Welded crankshafts which were patented by MAN-B&W. These consist of a web, a half main journal
and half crank pin journal which are welded together.
4. 4. On smaller engines fully forged crankshaft constructed from one piece of metal are used.

97
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.

WHAT IS THE SIGNIFICANCE OF FIRING ORDER?

Ans-
Balancing of primary and secondary inertia forces.
To assist the exhaust grouping.
For distribution of stress over the length of crankshaft and optimum bearing loading.
A firing interval for even turning moment.

DIFFERENCE BETWEEN MANB&W AND SULZER

MAN B&W SULZER

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

CROSS HEAD LUBRICATION

- Utilises system pressure 2.5 to 3 bar
- Has patent on the increased dia on
the cross head pin and enhanced
super finish polished surface
Has a separate cross head pump for
lubrication
Has a patent on forced lubrication
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

- JERK TYPE - Has suction and spill valves

- Has suction and spill ports - Plunger doesnt have helix
- Plunger has a helix

CYLINDER HEAD RELIEF VALVE

- Elastic studs - Relief valve
CYLINDER LUBRICATION
- Alpha lubricator - Load controlled electric motor
PISTON RING NOS
- 4 - 5

WHY REQUIRE VIT?

Ans- It enables to make small changes in fuel pump timing during
1. Wear on fuel pump cam
2. Allow Pmax balancing of individual cylinders
3. Fuels of poor ignition qualities - compensation
4. Changes in cam shaft timing due to chain elongation
5. Enables a change in timing of 2 deg

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 .

HOW THE TESTING OF EMERGENCY GENERATOR IS CARRIED OUT?

Ans. Emergency generator on ship provides power in case the main generators of the ship fails and creates
a dead or blackout condition. According to general requirement, at least two modes of starting an
emergency generator should be available. The two modes should be battery start and hydraulic or
pneumatic start.
The Port state control (PSC) might detain a ship or provide some time to correct any kind of deficiency found
if the second mode of starting is not operating.
Testing of Emergency Generator: -

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.

REQUIREMENTS FOR EMERGENCY GENERATING SETS?

Ans- Requirements for emergency generating sets involve starting in cold condition and starting energy-
storing devices.
The Convention contains the following in the regulations:
Emergency generating sets shall be capable of being readily started at a temperature of 0C. If this is
impracticable, or if lower temperatures are likely to be encountered, provision shall be made for the
maintenance of heating arrangements.
Each emergency generating set arranged to be automatically started shall be equipped with starting
devices approved by the Administration with a stored energy capability of at least three consecutive
starts. A second source of energy shall be provided for an additional three starts within 30 min unless
manual starting can be demonstrated to be effective.
The stored energy shall be maintained at all times, as follows:
Electrical and hydraulic starting systems shall be maintained from the emergency switchboard;
Compressed air starting systems may be maintained by the main or auxiliary compressed air
receivers through a suitable non-return valve or by an emergency air compressor which, if
electrically driven, is supplied from the emergency switchboard;
All of these starting, charging and energy-storing devices shall be located in the emergency generator
space; []. This does not preclude the supply to the air receiver of the emergency generating set from
the main or auxiliary compressed air system through the non-return valve fitted in the emergency
generator space.
Where automatic starting is not required, manual starting is permissible, such as manual cranking,
inertia starters, manually charged hydraulic accumulators, or powder charge cartridges, where they
can be demonstrated as being effective.
When manual starting is not practicable, the requirements of paragraphs 2 and 3 shall be complied
with except that starting may be manually initiated.

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.

HOW TO MEASURE MAIN BEARING CLEARENCE OF 2-STROKE DIESEL ENGINE?

Ans- Main bearing clearances on a 2 stroke crosshead engine are measured using a set of retractable feelers
sometimes referred to as Swedish feelers
The clearance is measured at the top of the bearing, & to obtain access. The engine is first turned so
that the crank webs are horizontal.
By sitting on the crank web, Swedish feelers can be slid down the gap between web & bearing.
The clearance can be measured by extending the feelers in to the gap between journal & bearing.

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.

DIFFERENT TYPES OF SUPERCHARGING

Ans- 1) Mechanical supercharging using:
a) A rotary air blower driven by diesel engine crankshaft. Here, some indicated engine power is
wasted in the drive. Hence there is less mechanical efficiency and more fuel. Consumption and it is
inefficient at higher pressures.
b) Scavenge pumps which are of engine driven reciprocating type.
c) Under piston space scavenging using under piston spaces to pump the air.
d) Auxiliary blowers which are of independently driven type. These are used mostly in the first or
second stage of a combined supercharging system only as scavenge assistance.

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.

WHAT IS POWER CARD AND DRAW CARD?

Ans- Power cards
It plots the pressure variations in the cylinder and can be integrated with a planimeter to calculate the mean
indicated pressure .The power developed in a cylinder can be calculated by multiplication of the engine
speed and the cylinder constant. It also highlights after burning.

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.

DIFFERENCE BETWEEN 2-STROKE AND 4-STROKE ENGINES

Ans-
4-stroke engines are naturally aspirated engines whereas 2-stroke engines are supercharged
engines.
4-stroke are speed stroke and 2-stroke are power stroke.
4-strokes have inlet valves but 2-stroke have inlet port.
2stroke engine suction starts from BDC, in 4-stroke it starts from TDC.
2-stroke engines are low speed engine because of high stroke
Length and 4-stroke engines are high speed engines because of low stroke length.
The whole cycle (suction, compression, expansion and exhaust) is completed in two strokes of the
piston in a 2-stroke engine, as compared to4-strokes of the piston in a 4-stroke engine.
High speed 2-stroke engines are less efficient due to less volumetric efficiency.
Fuel consumption is more in 2-stroke engines, since the engines work on the Otto cycle principle.

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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

DIFFERENCE BETWEEN 2 STROKE N 4 STROKE ENGINES?

The biggest difference between a two stroke and four stroke engine has to do with firing timing,
which can often be noticed in terms of sound: the two engine often has a high-pitched, very loud
rumble, whereas the four engine tends to have a quieter purr. In most cases this is a facet of basic
operation and efficiency. Two stroke engines fire once per revolution, which gives them twice the
power of a four stroke that generally fires only every other revolution. Four strokes are more
efficient, but theyre heavier and more expensive, too.
Both types of engines burn fuel through four distinct processes, known as strokes. How quickly
they complete these strokes is one of the biggest differences, but they both will perform all four at
some point.
Intake is the first stroke. This is when the piston travels down the cylinder while the intake valve is
opened to allow a mixture of fuel and air to enter the combustion chamber. Next comes compression.
Here the intake valve is closed and the piston travels back up the cylinder, thereby compressing the
gasses. Combustion happens when the spark plug ignites the compressed gas, causing it to explode;
this forces the piston down. Finally is exhaust, the final step that happens when the piston rises up
the cylinder as the exhaust valve is opened, allowing the piston to clear the chamber to start the
process over. Each time the piston rises and falls it turns the crankshaft that is responsible for turning
the wheels or propelling a non-wheeled vehicle. This is how fuel is converted into forward motion.
When the Engine Fires
In a standard four engine the spark plug only fires once every other revolution in synch with a
sophisticated set of mechanisms working to create the four strokes independently. A camshaft must
alternately tip a rocker arm attached either to the intake or exhaust valve, for instance, and the rocker
arm returns to its closed position via a spring. The valves must be seated properly in the cylinder
head to avoid compression leaks, and all of this has to happen simultaneously.
Where the two engine is concerned, by contrast, all four events are integrated into one downward
stroke followed by one upward stroke; this is where the name two stroke comes from. Intake and
exhaust are both integrated into the compression and combustion movement of the piston,
eliminating the need for valves.
This is accomplished by an inlet and exhaust port in the wall of the combustion chamber itself. As the
piston travels downward from combustion, the exhaust port is exposed, allowing the spent gasses to
rush out of the chamber. The downward stroke also creates suction that draws in new air and fuel
through an inlet located lower in the chamber. As the piston rises again, it blocks off the inlet and
port, compressing the gasses at the top of the chamber. The spark plug fires and the process begins
again. Significantly, the engine fires on every revolution in these sorts of engines, which gives them a
power advantage at least in the short term.
Weight-to-Power and Orientation Differences
Two engines are usually better suited for settings where quick, sudden bursts of energy are
important but arent expected to be sustained over a long period. A jet ski, for instance, can often
accelerate more rapidly with its two stroke engine than a truck could with a four stroke model, but
it also is usually only made to ride for a short amount of time, whereas a truck may go for hundreds
of miles or kilometers before resting. Some of this short-term efficiency owes to the two stroke

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 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

WHY VIT IS USED? HOW IT FUNCTIONS?

Ans- Modern engines (slow speed, high pressure charged types) loose too much combustion pressures and
temperatures at low loads and speeds. The later delayed ignition, as in the case of constant end types, lead
to lower peak pressures and lower efficiency at low loads. With costs of fuel increasing, cheaper highly
viscous residual fuels are now used which have longer ignition delays, lower peak pressures, delayed
combustion, higher exhaust temperatures and high fuel consumption. Latest engines have a high stroke bore
ratio i.e. super long stroke for more power output and run at a lower rpm.
VIT Method
In suction and spill valve controlled pumps, injection timings can be varied by raising or lowering the
positions of the suction and spill valves. Raising or lowering of the suction and spill valve positions are done
by changing the position of the eccentric. Raising the valve implies earlier timings, while lowering the valve
implies later timings. The suction valve controls the beginning of ignition i.e. The timing of injection, while
the spill valve controls the end of the injection i.e. the quantity of fuel.

TYPES OF LUBRICATION IN MAIN ENGINE

Ans- a) Hydrodynamic Lubrication
It is also called as full fluid lubrication .It is the lubrication between moving surfaces which are
separated by a continuous unbroken oil film of adequate thickness .Oil pressure is self-generated due to the
motion of the moving surfaces.

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.

EXAUST VALVE OPERATION

Ans- Hydraulic pressure is provided by the cam operated hydraulic pump, to the hydraulic piston of the
hydraulic actuator. Lube oil from the camshaft system is used to actuate the hydraulic actuator to open the
exhaust valve by moving it downwards. Control air at 7bar pressure is supplied to the air piston to use it as
an air spring, which closes the exhaust valve when the pneumatic air force is greater than the hydraulic oil
force.

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.

WHAT ARE CAT FINES?

Ans. They are an aluminum compound ranging in size from 5 mm to 50 mm and are extremely abrasive. As
a result of the small size of these compounds they are difficult to be removed completely by centrifuge.

HOW CAT FINES COME IN FUEL?

Ans. The high aluminum content contamination is a result of carry-over of catalytic fines from the refining
process of the initial oil. Very low levels of aluminum indicate the presence of catalytic fines in the fuel
which, if used will lead to high levels of abrasive wear in the fuel system, piston, rings and liner in an
extremely short period of time; 30 ppm of aluminum is generally considered as the maximum
allowable level in fuel oil bunkers before purification. The purification plant, in correct operation, will
reduce the aluminum content to about 10 ppm before it is used in the engine. It has been found that if
the aluminum content is above 30 ppm difficulties will be experienced in attaining a safe level of 10
ppm after purification.

104
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.

VOLUMETRIC EFFICIENCY FORMULA AND HOW TO INCREASE IT?

Ans. Volumetric efficiency is the ratio of actual volume of gas taken into cylinder during suction stroke
to piston displacement/ swept volume (Vs).

vol = Vs
Where m mass flow rate, v - Specific volume

REASONS OF ENGINE FUNNEL SPARKING?

Ans. It can be caused by too much after burning or poor combustion. A dirty economizer should be soot
blown (and water washed when the engine is stopped). In case the exhaust temperature is too high,
there could be a soot fire. Check fuel oil temperature and scavenge temperatures. Drain the fuel oil
tanks.

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.

Several principles apply to the mechanical deaeration of feed water:

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:

C total = total concentration of the gas in solution

P = partial pressure of the gas above solution
k = a proportionality constant known as Henry's Law Constant

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:

1. A vacuum is applied to the system and the unwanted gas is vented

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.

106
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.

Types of valve rotator

There are two types of valve rotators
1. Non- positive type or release type
2. Positive type

Non- positive type

Non positive type rotators release the spring tension from the valve while open. This allows the valve to
rotate from engine vibration
There are two types of non-positive valve rotators
1. Split-collet valve rotators
2. Thimble valve rotators

Split-collet valve rotators

The stem of the valve has three annular grooves of semi-circular section and the inner surface of each collet
has three semicircular ribs. These press against each other providing a small radial clearance between the
valve and the collects. The vibration of the valve gear rotates the valve at between 15 and 25 rpm at engine
speeds above 1500 rpm.

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.

107
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.

Winged valve rotator

In two stroke engines valve operated by hydraulically uses winged valve rotators in this type valve spindle
is fitted with wings (vanes) the kinetic energy of the exhaust gas rotates the valve at small amount as it
passes

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 IS UNIFLOW SCAVENGING?

Ans- With uniflow scavenging the incoming air enters at the lower end of the cylinder and leaves at the top.
The outlet at the top of the cylinder being a large exhaust valve. The advantages of uniflow is the simple
design of the liner and it is the most efficient

WHAT IS THE CRITICAL AND BARRED RANGE OF AN ENGINE?

Ans- This is where the speed of an engine in rpm, at which the resonant condition occurs, and is referred to
as critical speed. The high stresses associated with resonant condition start to build up as critical speed is
approached and do not come back to a safe value until speed is beyond critical speed. The unsafe stresses
either side of critical speed are known as flank stresses either side of of critical speed are known as flank
stresses this is known as the barred speed range. The engine must not be continuously operated at speeds
within the barred range

WHAT ARE THE CRANKCASE PRESSURE RELIEF VALVES FOR?

Ans- These valves act as a safeguard to relieve excessive crankcase pressures, which may occur from oil
vapor igniting in the occurrence of an engine component overheating. They also prevent flames from being
omitted from the crankcase and must also be self-closing to stop the return of atmospheric air into the
crankcase.

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.

110
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.

HOW DO YOU START UP/ AND PARALLEL A GENERATOR?

Ans- First check engine oil levels such as L.O. sump, turbocharger oil level, governor oil level, rocker
arm bank oil level (if fitted).
Check jacket water header tank level
Ensure indicator cocks are open, startup l.o. priming pump then bar engine over (ensure turning bar
is removed)
Kick engine on air close indicator cocks
Start the engine
Check all parameters are correct-l.o.pressure/temperature, j.c.w. pr/temp
Check s.w cooling pr and rocker arm l.o pr
Allow engine to warm up and when satisfied that everything is ok.

Engine may be paralleled as follows

Ensure the voltage of the machine to be paralleled is the same as the bus bar voltage. Ensure the
frequencies of both machine are same (the frequency of the incoming machine can be adjusted using
the speed control)
Select the machine to be paralleled on the synchroscope selector. The synchroscope should then start
to rotate; it should be rotating in a clockwise direction slowly. If it is rotating in an anticlockwise
direction, this means the speed of the incoming machine is too slow or if it is rotating fast clockwise,
the speed of the incoming machine is too fast, this is adjusted using the speed control.
When the needle of the synchroscope is rotating in the clockwise direction slowly, the breaker of the
incoming machine should be closed.
When the needle of the synchroscope is at the 5 to 12 position, this will allow the incoming machine
to take a slight amount of load when coming on the switch board and also prevent the machine
tripping on reverse power

HOW IS THE J.C.W. TEMP CONTROLLED?

Ans- It is controlled by means of a thermostatic valve normally known as an AMOT VALVE. This operates
by diverting JW. Through the cooler when too hot or by passing the cooler when cooler. The AMOT valves
normally use wax elements to operate the valve

WHAT ARE THE REASONS FOR NOT ENOUGH SCAVENGE/CHARGE AIR?

Ans- Blocked air filter on turbocharger or a faulty turbocharger

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?

Ans- As it could lead to an explosion in the start air system

It is prevented by means of interlock, which prevents fuel being injected when the air start auto valve is
open. The interlock operated a stop solenoid, which keeps the fuel rack to zero position.

WHAT ARE THE NORMAL J.C.W TEMPERATURES AND PRESSURES?

Ans-
Normal j.c.w. pressures are between 2- 3 bar
Temperatures 70 80 deg cent
Alarm at 85 deg cent
Shutdown at 90deg cent

WHAT CAUSES BLACK SMOKE FROM COMBUSTION I.E. IN THE EXHAUST?

Ans- Black smoke would indicate faulty fuel injection equipment or it would indicate insufficient air supply.

WHAT WOULD YOU DO THE J.C.W.TEMPERATURE STARTED TO RISE?

Ans- Inform Bridge and reduce load on engine, investigate problem, which would be a fouled cooler
112
HOW IS FUEL SUPPLIED FROM FUEL PUMP TO THE INJECTOR?
Ans- Through double wall/skin high pressure pipes

WHAT PREVENTIVE MAINTENECE SHOULD BE FREQUENTLY DONE TO DIESEL ENGINE START AIR
RECEIVER?
Ans- They should be drained of accumulated moisture

NAME MAIN ENGINE SHUT DOWNS

Ans-
Low l.o.pressure
High j.c.w. temperature
High main bearing temperature
Over speed and
Oil mist detector

WHAT IS THE PRESSURE BETWEEN THE FUEL INJECTOR AND FUEL PUMP?
Ans-250 350 bar

WHY IS OVERLAP NECESSARY ON AIR START VALVES?

Ans- Overlap is necessary as if there was no overlap it would be possible for the engine to stop in a position
where no valves are open i.e. unable to start

WHAT CAUSES BLUE SMOKE IN COMBUSTION I.E. IN THE EXHAUST?

Ans- Excessive l.o. was being burnt in combustion
.
HOW WOULD YOU KNOW AN AIR START VALVE WAS LEAKING OR PASSING?
Ans- The adjacent start air line for that valve would become very hot.

HOW IS MEDIUM SPEED ENGINE REVERSE (WITHOUT CPP)

Ans- In medium speed diesel engines, reversing is achieved by the use of duplicate cams for the air inlet
valves, exhaust valves and fuel pumps. Air start distributor timing is also changed by means of camshaft
movement or by a directional air supply being admitted to the start air distribution, to reposition cams.
To engage correct cams for ahead and astern movements the camshaft slides axially in its bearings.
This movement is controlled by the camshaft reversing gear, which is normally a servo piston. Motion of the
piston being directly transmitted to the camshaft.
Note: in a slow speed, only duplicate fuel cams required.

WHAT PERCENTAGE OF ENGINE SPEED DOES THE OVER SPEED OPERATE AT?
Ans- 10 15 % maximum speed

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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 SYMPTOMS OF A SCAVENGE FIRE?

Ans- When a scavenge fire has broken out the scavenge air temp and the exhaust temperature of the unit in
question will considerably and in some cases the turbocharger may start surging. Even hot spots on the
scavenge trunking can be found.

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

WHAT COULD START A SCAVENGE FIRE?

Ans- The main cause of a scavenge fire is the fouling of scavenge spaces by the blow by products of
incomplete combustion caused by incorrect cylinder lubrication, faulty fuel injection equipment,
accumulation of such mixtures in the scavenge space can be set alight by sparks or flame blow by.

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

REASONS FOR HUNTING IN AUXILLIARY ENGINE?

Ans- First see that whether the hunting is due to an error in tachometer. If there is an accelerating or
decelerating sound along with the fluctuating rpm then: -
1. The tachometer or its wire may be out of order. They may be rubbing, or the pin might have turned
round and is about to give in. Try lubricating the wire, or changing the tachometer. But if you can
hear the hunting by sound do not touch it as it might be working after all.
2. Ingress of air in the fuel in the fuel system.
3. Engine is cold during starting since the right preheating temperature is not maintained.
4. Faulty governor.
5. Some fuel injectors getting stuck and firing intermittently.
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HOW GENERATOR CYLINDER IS LUBRICATED?
Ans- 4 stroke engines are lubricated by oil held in oil sump. The oil is distributed through the engine by
splash lubrication or pressurized lubrication pump system, these systems may be alone or together.
Splash lubrication is achieved by partly submerging the crank shaft in the oil sump. The momentum of the
rotating crank shaft, splashes the oil to the other engine components such as cam lobes, wrist pins and
cylinder wall.
Pressurize lubrication uses an oil pump to provide pressurized film of lubricant between the moving parts
such as main bearing, rod bearing and cam bearings. It also pumps oil to the engine valve guides and rocker
arms.

WHAT CHECKS ARE CARRIED ON AUXILIARY ENGINE CYLINDER LINER?

Ans-
1. Measure liner wear.
2. Checks for signs of seizure, streaks or corrosion.
3. Do dye penetration test for cracks. Check on the rounded parts of the collar of the cylinder liner.
4. Check for corrosion and wear on part of the liner that meets with the cylinder jacket on reassembly
align the reference mark on the liner with the cylinder block

TRIPS AND ALARMS IN AUXILIARY ENGINE

Ans- The various trips and alarms are mentioned as follows
Alternator bearing low oil level alarm & trip
Alternator bearing high temperature lube oil alarm & trip
Low sump oil level alarm and trip
Lube low oil pressure alarm and trip
Reverse current trip
Over speed trip
Over load trip
High and low frequency trip
Jacket cooling water low-pressure alarm

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

D/E TOUBLES: ENGINE RUNNING ON AIR FAILING ON FUEL?

Ans-
Fuel injectors leaking
Dirt in fuel
Governor gear jammed
Fuel system not primed
Air or water in fuel
Fuel oil supply restricted (suction filter is choked, tanks empty, vacuum in tank).
Fuel injection pressure low (spill valves jammed or priming valves left open.)
Rotational speed on air too low( starting air pressure low, cylinder head valves leaking, tight
bearings)
Compression pressure low (rings leaking, indicator cock open cylinder head relief valve leaking).
Incorrect fuel pump timing.
Jammed speed governors.

A/E LO CONSUMPTION INCREASES AFTER OVERHAUL REASONS?

Ans-
1. Check all the valves of lo system are properly operated and holding,
2. Check dipstick bottom for blockage which can give nonferrous reading.
3. Check operation of purifier.
4. Check whether piston scraper ring is put correctly if put in upside down lot of oil will burn in the
combustion space.
5. Check whether the valve spindles are properly aligned which also can lead in lo burning in
combustion chamber.

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.

CHECKS ON AUXILLIARY ENGINE CYLINDER LINER?

Ans-
1. Measure liner wear.
2. Checks for signs of seizure, streaks or corrosion.
3. Check for dye penetration. Checks for cracks on the rounded parts of the collar of the cylinder liner.
4. Check for corrosion and wear on part of the liner that meets with the cylinder jacket on reassembly
align the reference mark on the liner with the cylinder block
5.

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

CHECKS ON BOTTOM END BEARING OF AN AUXILIARY ENGINE?

Ans- The defects found on inspection of the bottom end bearing and pin are
Bearing shells may have signs of fretting on the reverse side
There may also be signs of wear or overheating on the shells
Signs of pitting on the face or on the back of the shells if they have not been seating correctly,
They should also be checked for signs of pitting or cavitation.
Signs of overheating maybe due to overloading of the engine or lack of oil or from the oil being too
hot, cavitation or pitting can be caused by impurities in the oil due to poor filtration, other reasons for
poor bearing shell condition are oil dilution from fuel.

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.

WHERE IS A THRUST BEARING INSTALLED IN AN AUXILIARY ENGINE? AND WHY?

Ans- Axial location of the crankshaft may be required if the coupling does not incorporate a thrust housing.
This is achieved by forming white metal rings on the sides of one main bearing shell that allows the shaft
to run with a small clearance between running faces on the two adjacent webs.
In some engines a small collar may be provided at one side of the bearing. It is important to appreciate that
only one such locating bearing should be fitted to any one shaft, otherwise the differential thermal
expansions of frame and the crankshaft may cause problems.

HOW DOES GENERATOR L.O.COPE WITH BLOW BY?

Ans- Generator lube oil cope with blow by, by having a TBN of 20 30 (TBN standing for Total Base
Number which is an indication of the quantity of alkali, i.e., base, which is available to neutralize acids from
blow by).

WHAT ALL TRIPS & ALARMS ARE PRESENT IN AUXILIARY ENGINES?

Ans- The various trips and alarms are mentioned as follows
Alternator bearing low oil level alarm & trip
Alternator bearing high temperature lube oil alarm &trip
Low sump oil level alarm and trip
Lube low oil pressure alarm and trip
Reverse current trip
Over speed trip
Over load trip
High and low frequency trip
Jacket cooling water low-pressure alarm

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.

2. Dial Gauge Method: -

In this method the fuel injector is taken out and from the opening a dial gauge is put inside.
Then the turning gear is engaged and the engine turned over. The pointer of the dial gauge will move in
one direction and then stop and start in opposite direction. The moment the pointer of the dial gauge
stops and changes its direction of movement is the TDC of the unit. This method is not normally used in
day-to-day practice, but may be used in the calibration of the flywheel if it is not calibrated, or after some
repairs.

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.

*(Exhaust valve tappet value -0.4mm & Suction valve- .3mm)

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

WHAT IS THE MATERIAL OF THE 4S ENGINE CONROD?

Ans-
a. Forged steel: Open hearth plain carbon steel
UTS: 432~494 MN/m2
% Elongation: 25~30%
Fatigue limit: 208 MN/m2 (push pull)

b. Nickel steel, 3%Ni UTS: 695 MN/m2

%Elongation: 20%
Fatigue limit: 309 MN/m2 (push pull)

Methods of tightening:
a. Measuring the extension of the bolts
b. Use of the calibrated torque wrenches
c. Hydraulic tensioning
d. Angle tightening

WHAT IS THE PURPOSE OF ROCKER GEAR ON AN ENGINE?

Ans- To operate the inlet and exhaust valves on the cylinder head

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.

WHAT TRIPS ARE THERE ON A GENERATOR?

Ans- Lube Oil low pressure shutdown
JCW high temp
Over speed shutdown

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.

CONSTANT PRESSURE VS IMPULSE TURBO CHARGING

Ans- Impulse T/C:
At low loads more efficient.
It doesnt require assistance from blowers at low loads.

Constant pressure T/C:

Exhaust pipe arrangement very simple,
Higher efficiency at large loads.
At low loads require blowers. Less pressure fluctuations in the system

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.

Failed T/C bearing

TURBO CHARGER WORKING- FUNCTIONS OF DIFFUSER AND NOZZLE RING

Ans- The exhaust gas discharged from the engine is channeled to the t/c inlet casing after being expanded
and accelerated by means of a nozzle ring and fed to a radial turbine which converts the kinetic energy into
roto motive force of shaft, which in turn turns a axial compressor impeller which channels external air
through silencer and accelerates it whose kinetic energy is converted to pressure energy by a diffuser and
fed to the engine.

MEASURING ROTOR DEFLECTION AND THRUST CLEARANCES IN A TURBOCHARGER?

Ans- After assembling the turbocharger during overhaul, turn the compressor impeller with hand and
confirm smooth rotation. The measure shaft deflection using a dial gauge keeping the dial at the end of rotor
and rotating it by hand. Maximum clearance allowed is .05mm. Higher deflection shows worn bearings or
ingress of particles in oil. Thrust clearances it is the axial movement of rotor when pressed by hand, it is
measured by keeping the dial gauge at the end of rotor axially. 0.1mm to 0.16mm is the normal value.
The clearance between turbine wheel and casing, compressor wheel diffuser must also be measured.

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

TURBO CHARGER BEARINGS?

Ans- Replacement interval determined by type lube oil filtration between 5000-8000 hrs.
Thrust bearings are tappered land type. The wear of thrust bearing is measured by calculating the ratio of
tappered to flat land part. As thrust bearings are worn flat land increases compared to flat land. In turbine
side flat to tapper ratio-1:1, while in compressor side 1:2. In journal bearing clearances is measured using a
dial gauge

WHY THERE IS AN INCREASE IN TEMPERATURE OF EXHAUST GAS BETWEEN CYLINDER EXHAUST

BRANCH AND TURBINE INLET BRANCH.
Ans- This anomaly is because major cause a part of the kinetic energy of gas coming from the cylinder is
converted into additional heat energy as it adiabatically compresses the column of gas ahead of it and minor
cause is at the end of exhaust, what coming from the exhaust valve is a snug of cold air which has a cooling
effect on the thermometer.

WHAT IS THE PROCEDURE INVOLVED IN THE REPLACEMENT OF A TURBOCHARGER BEARING?

Ans-
Starting on the compressor end, remove drain plug from the bearing housing and drain the oil.
Then remove the pump assembly.
Then using the bearing extractor tool, the bearing assembly is removed while the shaft is supported.
All dismantled parts should be wrapped in waxed paper and kept clean.
The bearing chamber should be thoroughly cleaned before inserting the new bearing, the
bearing assembly is then replaced on the shaft, and the pump is now placed.
The turbine end bearing is now changed in the exact same way.
Before the bearing housings are reclosed and filled with oil, the "K" value must be measured and
checked that it is the same as the "K" value that is stamped on the plate of the turbocharger.

*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.

WHAT ARE THE CAUSES OF TURBOCHARGER SURGING?

Ans-
Rapid variation (reduction) in load.
Chocked exhaust and air passage like scavenge ports, valve or air cooler etc.,
Abnormal fuel system like a unit misfiring.

124
 Chocked air suction filter, fouling of the turbocharger, unbalanced output from the engine, damaged
exhaust valve, scavenge fire

WHAT IS THE PURPOSE OF VOLUTE CASING IN A TURBOCHARGER?

Ans-
To change the air velocity into pressure.
It also ensures a constant velocity of air leaving the turbocharger by accommodating for the gradual
increase in quantity of air that builds up at the circumference of the compressor.

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

STEAM BLAST JET TYPE BURNER

Ans- In blast jet type burner oil is atomized by spraying it into the path of a high pressure steam jet or air
jet, steam is used generally and compressed air is used in the startup. Steam is expanded in a
convergent divergent nozzle where its pressure energy is converted into kinetic energy, resulting in a high
velocity jet of steam, oil is sprayed on to this path and will get atomized. The nozzles are tangential to give a
rotary motion to the atomized fuel so that a rotating cone of fine fuel particles is obtained. High turn down
ratio of 20:1 is available. Safety valves are provided to shut of steam and fuel when it is being removed.

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.

BOILER PRESSURE JET BURNERS

Ans- It is having a steel tube attached with a swirl plate and orifice plate. The oil is supplied to the burner
under pressure. The swirl plate imparts rotational energy, orifice plate atomize the fuels. Turn down ratio
is 1: 3.5.

PROCESS OF COMBUSTION IN BOILER BURNERS

Ans- When fuel is atomized in a burner, two types of droplets are formed. Very fine mist of lighter fractions
and larger droplets of heavier fractions of residual fuel. Combustion in the burner is called a suspended
flame, the rate at which particles entering is particles entering the flame is proportional to the rate at which
particles are leaving. The actual flame remains suspended. The combustion zone can be divided into two
zones, primary flame- the lighter particles are ignited quickly from the radiant heat from the flame and
refractory quarl. The primary flame will heat up the heavier particles and they get ignited at the secondary
flame zone. The primary flame stability depends upon how we provide primary air, which provided by
producing a vortex flow at the end of burner tip plate. This ensures good mixing of air and fuel, be reducing
the speed forward and keeping primary flame within refractory quarl.

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.

2. Check that the steam stop valve is closed.

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.

11. Open the steam stop valve.

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

WHAT IS THE MATERIAL OF A BOILER TUBE?

Ans- Low carbon alloy steels containing chromium, nickel, molybdenum

WHAT ACTIONS DO YOU TAKE INCASE OF AN EGB SOOT FIRE?

Ans- The oxygen levels in the EG Boiler/Economizer is about 14~16%, so this can support combustion.
The nature of combustible deposits include soot from the combustion of fuel in the plant as well as
some amount of unburnt oil (fuel and lube oil), particularly at low loads.
Ignition of soot may arise at sufficient high temperature of the layer of the soot whose surface temperature
may go up to 300~400C, but presence of unburnt oil may lower this temperature to about 150C and under
favorable conditions to about 120C.

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

How to deal with this situation:

a. Stop the main engine so that the oxygen levels can be brought well below the fire sustenance levels
b. Carry out the boundary cooling
c. Fire watch to be kept on deck due to the risk of the funnel sparks, fire hoses to be kept charged
d. Continue running the circulating water pump
e. Never use the soot blowers for fire fighting
f. Stop the auxiliary blowers
g. Ensure that all the exhaust valves are positively closed (check the spring air pressure)

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
128
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.

The various reasons for priming:

a. High water level in the boiler
b. Rapid changes in the steam demand
c. Safety valve lifting frequently due to its malfunction
d. Rough weather causing heavy rolling/pitching
e. Rapidly raising steam
f. High salinity of the boiler water
Foaming is the formation of unbroken chain of bubbles on the surface of boiler water. A common cause of
the same is the oil contamination.

WHAT IS A PHOSPHATE RESERVE? WHY IS IT IMPORTANT IN HIGH-PRESSURE BOILERS?

Ans- A reserve of phosphate should be present in the boiler water to neutralize any hardness salts, which
may enter. These salts would deposit as a scale on the heating surface if reserve were too low while, too high
a reserve leads to foaming and possible excess production of sludge. It also gives alkalinity.

3CaCO3 + 2Na3PO4 ---- Ca3 (PO4)2 + Na2CO3

3CaSO4 + 2Na3PO4 ---- Ca3 (PO4)2 + Na2SO4
3CaCl2 + 2Na3PO4 ---- Ca3 (PO4)2 + 6NaCl
MgSO4 + 2Na3PO4 ---- Mg (PO4)2 + 3Na2SO4
Precipitates as Sludge
At high pressure and temperature, reaction from left to right will be more. Therefore, it is very important in
high pressure boilers to keep the reserve level up to required concentration to avoid excessive caustic
alkalinity and thus caustic cracking.
Na2CO3 + H2O --- 2NaOH + CO2
In high pressure boilers where there is a risk of caustic concentration and subsequent caustic attack it is
common to apply a coordinated or congruent phosphate control programme. These control methods are
based on the hydrolysis of tri-sodium phosphate (TSP) and disodium Phosphate (DSP) in the boiler water.
129
 Na3PO4 + H2O ----- Na2HPO4+ NaOH
Na2HPO4 + NaOH ---- Na3PO4+ H2O
The objective is to maintain a desirable pH without the presence of free OH alkalinity. The desired conditions
are obtained by maintaining the relationship of the pH to phosphate concentration in the boiler water at
less than that of the equivalent stoichiometric solution of Na3PO4 (<3:1). This is achieved by the equilibrium
reaction above. The congruent phosphate approach utilizes mixtures of TSP and DSP to further ensure the
absence of free OH alkalinity and usually run with a Na: PO4 ratio of <2.8.

EXPLAIN THE MOUNTING ARRANGEMENT OF BOILER FEET

Ans- The alignment of boiler should incorporate provisions for thermal expansion at the boiler feet
(saddles) when the boiler is in hot operating condition. Expansion may be in the order of 10mm. Assuming
a four-point support; one foot will be bolted down hard to the foundation, while the other three feet will be
bolted down so as to permit the feet to slide.
Holes for the fixed bolts will be renamed in place. The foundation bolts in way of the sliding feet must be
accurately located with respect to the elongated holes in the boiler feet to enable the feet to slide clear of
the bolts. The pipe sleeves prevent the bolts from tightening down on the sliding feet. A brass liner or a
lubricant such as molybdenum disulfide is normally used to facilitate the sliding action. In some cases, the
pipe sleeves are not used. Instead, the bolts are tightened only slightly so that the boiler foot can slide.
Fixed foot
Bolt
Elongated
Hole in
Boiler feet
Sliding feet
Outline of
Boiler
Lock nut
Boiler feet
Steel liner
Foundation bolt
Interference body bolt or fitted bolt
Fixed foot

130
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

131
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.

IF THERE WAS NO WATER IN GAUGE GLASS AFTER BLOWING DOWN?

Ans- Shut down the boiler immediately and use easing gear to relieve boiler pressure

HOW WOULD YOU BLOW DOWN A BOILER GAUGE GLASS?

Ans-
Close the water and steam cocks on the gauge glass and open the drain
Then open the steam cock a strong jet of steam should be seen from the drain.
Close the steam cock
Open the water cock -- a strong jet of water should be observed from the drain
Close the water cock and then close the drain
Then open the water cock, the water will rise in the gauge above normal level
Then open the steam cock, the water should then settle down, finding its correct level.
If only one inch of water was observed in the gauge glass (only one gauge glass) after blowing down
the boiler gauge glass, what would you do?
Reduce firing rate of burner and increase feed water flow to boiler by starting another feed pump.

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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

HOW MANY SAFETY VALVES ARE THERE IN BOILER AND WHY?

Ans- There are two safety valves in boiler, one is set at design pressure of boiler vessel and another at
3%less than the design pressure.
Here two safety valves are provided because if one of the safety valve for some reason does not
operate the second safety valve should lift.

BOILER GAUGE GLASS BLOW DOWN PROCEDURE?

Ans. If the boiler has to be blown down to the sea, allow as much time as possible after shut down before
commencing. The ships side blow down cock must be opened first and then the blow down valve on
the boiler can be gradually opened up. In this way the operator has some measure of control over the
situation, if for example the external blow down pipe between boiler and ships side was in a
corroded condition, then if the operator opened up the boiler blow down valve first, this could lead
to rupturing of the blow down pipe and a possible accident resulting while he is engaged in opening
up the ships side cock. When the handle is removed the cock must be in the closed position, this is a
safety measure to ensure that the cock is not accidently left open.
Our senses tell us when the blow down process is coming to a close, the noise level falls and
the pressure will be observed to be low. Care must be taken to ensure that no cold sea water gets into
the boiler. The boiler when empty of water would still contain steam which could condense and cause
a vacuum condition. This in turn could assist the entry of cold sea water. To help prevent sea water
entry, the boiler blow down is usually non-return (in some water tube boilers a double shut-off is
provided) but even with a non-return valve it is strongly advisable to start closing the boiler blow
down valve when the 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.

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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.

USE OF VENT ON BOILER?

Ans- When filling the boiler following repairs the air is released via the air vent. On the other hand as the
boiler is allowed to cool and the steam condenses back to water, a vacuum is created inside the boiler. The
vacuum on the inside means that pressure is placed on the boiler from the outside. To ensure that no damage
occurs, a vacuum breaker is fitted to the boiler shell which will allow air into the boiler to remove the
Vacuum.

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
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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.

WHY DO WE DO BOILER WATER TEST?

Ans- Objectives of the Boiler Water Testing
1) To monitor the condition of the boiler water.
2) To control the chemical dosing of the boiler.
3) To maintain the boiler in healthy state, around any possible seawater contamination.

P- Alkalinity Test (CaCO3)

Purpose:

1. It gives the alkalinity of the sample due to Hydroxides and Carbonates.

2. It gives warning against high concentration of sodium hydroxides and subsequent damage to the boiler
from caustic embitterment.

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.

PH Value (Reciprocal or Hydrogen Ion) Test

7.5 14.0 for Boiler Water
6.5 10.0 for Condensate Water

Purpose:

1. To give warning on acidity or alkalinity of boiler water sample.

2. Result help to establish the dosage of boiler compound to fight against corrosion.

Chloride ppm CI Test

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.

BOILER CORROSION TYPES?

Ans- Corrosion can be caused by oxygen and carbon dioxide which contained in condensed steam.
Corrosion is reforming of metal from its natural original form such iron to be oxide iron, aluminum, etc.
Corrosion can be caused by the following below:
- Corrosive gases such as O2, CO2, H2S
- Crust and deposit
- Different metal type
- Low PH

There are two principal forms of corrosion.

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.

WHY PURGE THE BOILER FURNACE?

A boiler furnace is purged before burner operations to ensure that there is no unburned fuel or gases in the
furnace, which may cause a blow back. Purging should be carried out for at least two minutes.

WHAT TYPES OF WATER TESTS WOULD YOU DO ON A L.P. AUXILIARY BOILER/ECONOMIZER?

Ans- 1. Chloride test
2. PH_- alkalinity test
3. Total dissolved solids test _ using hydrometer
4. Phenolphthalein alkalinity test
5. Hardness test
6. Phosphate reserve

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.

WHY CARRY OUT BOILER FEED WATER TESTS?

Ans- To prevent and detect contamination of the feed water i.e., a buildup of scale occurring, which could
reduce boiler efficiency and can cause serious overheating. Also to prevent corrosion prevent carryover
where soluble salts and suspended solids are carried over with steam

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.

HOW DO YOU PREPARE A BOILER FOR SURVEY?

Ans- Before a survey, the boiler must be prepared. The preparation process involves:
I. Water side preparation prior entry into the steam drum for internal inspection
II. Gas side preparation for external tubes inspection also the refractory condition can be inspected
III. Electrical isolation
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Electrical side isolation:
The power supply to the boiler control panel should be isolated. The power supply breakers for the FD fan;
burner pilot fuel oil pump should be switched off and caution tags put.

Gas side/Exhaust side:

a. If the boiler is an exhaust gas boiler, then the main engine should be isolated from starting positively. The
composite boiler should be isolated on the fuel side in addition by manual isolation of the fuel line by a shut
off valve and isolating the power of the boiler control panel.
B .Oil fired boiler should be isolated on the fuel side by a manual shut off valve and isolating the power of
the boiler control panel

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

The waterside requires a similar approach for cleaning

a. Remove for access to steam drum and water drum manholes and headers
b. Allow for header blanks for water side survey
c. Remove all steam baffle plates in the steam drum
d. Hydro-jet cleaning of the internals of drums and tubes may be required to remove mill scale and
sediments

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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.

Some widely used oxygen scavengers are:

a. Sodium sulfite (Na2SO3)

Method of dosage: Dose the feed water continuously to maintain a desired concentration. Where corrosion
in the feed system is experienced, it is used as a catalyzed form of sodium sulfite. The catalyst (usually a salt
of cobalt) is to speed up the following reaction, so that this is complete before the water gets into the
boiler.
How is O2 Scavenged? :

2Na2SO3 + O2 --------- 2Na2SO4

Limitations: The speed of the reaction is influenced by the pH of the feed water which should be between
8.0~9.5. Sodium sulfite adds some solids to the feed water, so it should not be overdosed or applied to the
cold feed water. Otherwise, this may lead to increased blow down requirement.
Sodium sulfite can be used in the boilers of pressures up to 62 bars. Above these pressures, decomposition
products such as H2S and SO2 can affect steam purity

b. Hydrazine (N2H4)

Method of dosage: Liquid hydrazine is injected at the earliest possible point in the feed water system.
How is O2 Scavenged?

N2H4 + O2 -------- N2 + 2H2O

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,

3N2H4 -------- 4NH3 + N2.

Hydrazine is not permitted in the systems where steam is in contact with the foodstuffs.

c. Carbohydrazide (Eliminox) (N2H3)2CO)

Carbohydrazide is a combined form of hydrazine. It is superior in performance and is designed to minimize
exposure to hydrazine vapors during handling. Carbohydrazide
reaction products will add no dissolved solids to water. This can be used as an oxygen scavenger and a metal
passivator at both high (230 deg C) and low (60 deg C) temperatures.

Carbohydrazide can be applied to boilers up to 170 bars.

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How is O2 Scavenged?

(N2H3)2CO + 2O2 -------- 2N2 + 3H2O + CO2

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.

e. Erythorbic Acid (Sur-Gard) (R1-C(OH)=C(OH)-R2)

This is an effective oxygen scavenger and a metal passivator. This is the only non- volatile scavenger, which
can be used for spray attemperation. This does not add measurable solids to the boiler water; is non-
volatile and will not hamper the steam purity. Erythorbic acid can be used in boilers up to 122 bars. This is
considered as a safe substance by FDA.

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.

WHY DO WE CARRY OUT BOILER WATER TREATMENT?

Ans- The objects of boiler water treatment are:
a. Prevention of scale formation and feed system by
i. Using distilled water
ii. Precipitating all scale forming salts into the form of a non-adherent sludge
b. Prevention of corrosion in the boiler and feed system by maintaining the boiler water in an alkaline
condition and free from dissolved gases
c. Control of the sludge formation and prevention of carry over with the steam
d. Prevention of entry into the boiler of foreign matter such as oil, waste, mill-scale, iron oxides, copper
particles, sand, weld spatter, etc., by careful use of oil heating arrangements (close watch on the drains),
effective pre-commission cleaning and maintaining the steam and condensate systems in a non-
corrosive condition

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
140
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.

WHAT IS THE IMPORTANCE OF LIP CLEARANCE IN A BOILER SAFETY VALVE?

T Ans- The boiler safety valves make use of a special shaped valve seat and a lip on the valve which gives
increased lift against the increasing downward force of the spring. The action is as shown above. And this
lip value is of importance and should be checked during inspection. Damage to this region can lead to
malfunctioning of the valve.

WHAT IS THE PROCEDURE OF PLUGGING BOILER OF BOILER TUBES?

Ans- Procedure of plugging water tubes
a. Clean the face of leaky tube remove all the scales and dirt both in steam and water drum
b .Plug with brass plug, hammer tight and weld
c. Cover this tube on the furnace side with heat resisting material

Procedure of plugging smoke tubes

a. Brass plug with stud and tightened by nut at both the ends.

WHAT IS THE MATERIAL OF A BOILER VALVE?

Ans- Valve body: Cast Steel
Spindle, valve seat, valve disc and other parts: Monel Metal, Bronze or stainless steel

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 .

Then how we are getting an increased level in gauge glass?

Its because of the difference in density. The water formed from condensed steam is very pure and density
of the boiler water is comparatively higher since it contains chemicals , suspended particles etc. So the lesser
dense water will show higher level.

141
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.

WORKING OF UNLOADER OF REFRIGERATION COMPRESSOR

Ans-When the compressor is not in operation, the unloader mechanism is in the unloaded position.
The mechanism is operated by oil pressure from the capacity control valve. The oil pressure pushes the
Unloader spring against the unloader piston. This action moves the unloader rod to the left,
thereby rotating the cam rings.

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.

SPECIALITY OF REFRIGERATION COMPRESSOR PRESSURE GAUGES.

Ans- In refrigerant compressors dual pressure gauges which shows saturation temperature for particular
pressure is used.

REASON FOR REFRIGERATION ROOM TEMPERATURE NOT COMING DOWN?

Ans-
1. Expansion valve or solenoid valve stuck.
2. Room insulation failure or door kept open.
3. Defrosting in evaporator.
4. Evaporator fan not running.
5. Presence of moisture.
6. Scaling in condenser.

PURPOSE OF EQULIZATION LINE PROVIDED IN REFRIGERATION SYSTEMS?

Ans-
Used in installations with a large drop in pressure across the evaporators. In
TEV the pressure acting on top of the bellow corresponded to
the saturation pressure of refrigerant leaving the evaporator.
A connection is made to the bottom of the bellow directly from the evaporator
exit so the saturation pressure of the refrigerant is balanced and the spring
force is overcome by the pressure corresponding to the degree of superheat.
So we are getting a better control over the superheat.

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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.

REASONS FOR LIQUID IN SUCTION LINE?

Ans- Reasons for liquid in suction line:
1. TEV stuck open
2. Incorrect super heat setting
3. Over charge

REFRIGERANT CHARGING PROCEDURE?

Ans:- Gas Charging of Refrigeration Plant:
For gas charging, a special T piece valve block with mounted pressure gauge is provided to combine three
connectors inter-connecting:
-Vacuum pump
-Charging Cylinder
-Charging Point

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.
145
 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.

WHAT IS FOAMING IN REFRIGERATION SYSTEM?

Ans- Rapid boiling out of refrigerant from the compressor oil when pressure is suddenly reduced causing
oil carry over .It is caused because of following reasons:
1. Liquid in suction line
2. Crankcase heater not working
3. High superheat setting in TEV
4. Less lubricating oil

DETECTION OF AIR IN REFRIGERATION SYSTEM AND PURGING PROCEDURE?

Ans- Detection of air:
High condenser pressure
Small bubbles in sight glass
Compressor discharge pressure high or running hot
More superheat
Pressure fluctuations

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.

With condenser outlet valve closed and cooling water

circulation on start the compressor and pump down the charge to the condensor with suction
pressure not being dropped below atmospheric pressure(possibility of air ingress).

Circulate the water until both inlet and outlet temperatures are equal.

Compare outlet temperature (seawater) with refrigerant pressure in PT chart, if they

dont match air is in the system.

Purge air opening the vent until temperature equals the saturation temperature for the given
pressure.

SAFETIES IN FRIDGE SYSTEM

Ans-
HP cutout
LP cutout
Differential lube oil pressure cut out
Relief valve in condensor
Belt driven( belt will slip in over load)
Capacity control
Non return vales
Liquid sensing solenoid valves in compressor suction line
Cylinder head relief valve.

SPECIALTY OF REFRIGERATION COMPRESSOR PRESSURE GAUGES.

Ans- In refrigerant compressors dual pressure gauges which shows saturation temperature for particular
pressure is used.

REMOVING OIL FROM REFRIGERATION EVAPORATOR

Ans-
1. Pump down the refrigerant 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.
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WHY CRANKCASE DOOR NOT FITTED IN REFRIGERATION COMPRESSOR?
Ans- To prevent contamination of refrigeration system by air and moisture as crankcase forms
the suction chamber of the compressor, also there is no risk of crankcase explosion as no O2 will be available
in the crankcase and no possibility of hot spots as incoming refrigerant temperature is low.

DIFFERENCE BETWEEN LP CUTOUT, LP CONTROLLER & HP CUT OUT?

Ans-
LP controller- Performs the switching on and of compressor if there is low pressure in compressor
suction line due to the closure TEV since the required temperature is achieved in the evaporator,
LP cutout is a safety device to protect compressor against low suction pressure due to blockage or
leakage otherwise vacuum in line causes ingress of air.
HP cutout trips compressor if pressure at discharge side of the compressor exceeds the working
pressure.

FUNCTIONS OF BACK PRESSURE VALVE IN REFRIGERATION?

Ans- Back pressure valve is a spring loaded non-return valve fitted at the end of the evaporator whose
temperature is set higher in a multi room fridge system
Function:
1. Create equilibrium of the system so that pressure of the gas at each compartmental exit vary.
2. Creates a back pressure on the evaporator coil so that no liquid leaves evaporator.
3. Makes sure that most of the liquid refrigerant is available to compartment with lesser temperature setting
( fluid always follow least resistant path, back- pressure valves put resistance in easier path so refrigerant
exits always through the evaporator of the coldest room.)

BILGE INJECTION VALVE

Ans- Introduction
We have been talking about various types of emergency situations on board a ship. Needless to say some of
the most dangerous situations arise not due to grounding or collision of ships (though they are risky too)
but mainly could be due to those situation which either involve a fire or flooding. It is certainly interesting
to note that the two of the five basic elements namely fire and water reign supreme in the marine world too.
Sometimes the marine bilge pumps are not sufficient to deal with such situations and we require other
measures as we shall see below.
Bilge Injection Valve
Both these types of emergencies (fire and flooding) involve the use/role of sea water. If there is a fire, sea
water is the biggest resource of water available in the sea. Similarly if it involves flooding of the engine room,
cargo spaces or any other place on the ship for that matter; you would again require pumping the sea water
out of the ship. In both these cases you require pumps.
We have studied a lot about sea water pumps, marine bilge pumps and piping arrangement on ships
including various types of valves. Now in this article we will study about another important valve which is
used to take suction from the bilges in case of serious flooding and this is known as the emergency bilge
injection valve.
So as you must have noticed, there are two valves in close proximity namely main injection valve and bilge
injection valve. Both of them have their own independent controls. The diameter of the bilge injection valve
is kept nearly 66% of the main valve diameter which draws water directly from the sea through the grid.
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This is a legal requirement that the diameter of this injection valve is at least 2/3 times the main suction,
though it can be more also.
Hence the injection valve is an arrangement where the main sea chest can be bypassed in case of emergency
so that instead of the sea, water gets drawn from within the ship itself.
There is a strainer attached to the bilge injection valve and the pump used for this valve is normally the
largest sea water pump (or pumps) available in the engine room. Hence this valve is used to suck sea water
from one of the lowest points in the engine room which you can also see from the sketch. This basically
means that when you need to remove a lot of water from the ship, you simply need to open this valve and
run the big pump/s.
If the junior engineers are reading this, they must always remember that opening up of the bilge injection
valve always needs to be done with approval/permission from the chief engineer of the vessel.
Checks and Precautions
Emergency situation can arise anytime (thats why is called emergency) so it would not be a good
idea to find out that your valve is stuck due to rust or non-operation. Hence it is a good practice to
check for the operation as a matter of routine.
The space near the injection valves should be kept clear of all obstacles since normally one would
rush to open the valve in an actual emergency, and hence should be minimal obstacles in the space
around the valve.
Not only should the valve be easily approachable and operational, but it also needs to be checked
regularly for actual suction and operation. This can be done occasionally by actually running the
pump and trying to draw out water from the bilge spaces uses this valve.
The valves should be clearly marked since more often than not, people do get confused in emergency
situations and you certainly dont want to be opening some wrong valve at such a critical time
Just always remember that nothing is more important than life which in turn depends on the safety of the
ship. Hence such procedures should not be ignored or postponed for a later date, despite the hectic schedule
of work.

EXPLAIN CAPACITY CONTROL IN A REFRIGERATION SYSTEM

Ans- Automation provided to effect refrigerating compressor operation to meet to the varying refrigerating
load is called capacity control in a refrigeration system. The nature of automation is dependent on the size,
capacity of the refrigeration system.

Capacity control in refrigeration can be achieved by any of the following methods:-

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

EXPLAIN UNLOADER OF A REFRIGERATING COMPRESSOR, RECIPROCATING TYPE

Ans- Large reciprocating compressors are provided with an unloading system which enables the
compressor to start easily with no vapor pressure load in the cylinder, permitting the use of electric motors
with low starting torques. Unloading is effected by holding the suction valves open, or by opening a by pass
valve between the discharge and suction sides during starting. The unloading mechanism is actuated
hydraulically, mechanically or by solenoid valve.

WHAT IS THE PRIMARY FUNCTION OF EXPANSION VALVE IN REFRIGERATION SYSTEM?

Ans- To regulate the flow of refrigerant from the high pressure side to the low pressure side of the system
The pressure drop causes the saturation temperature to drop enabling it to boil off at the low temp of the
evaporator

HOW WOULD YOU KNOW A REFRIGERATION SYSTEM WAS UNDERCHARGED?

Ans- Undercharge will show as a low compressor pressure and large bubbles in the liquid line sight glass

WHAT IS COMPRESSION AND EXPLAIN WHAT HAPPENS AIR IS COMPRESSED?

Ans- Compression is where the air that is drawn into the cylinder is compressed on the upward stroke of
the piston both inlet and exhaust valves being closed on this stroke. As the air is compressed by the rise of
the piston the air temp is consequently raised. As the piston reaches the TDC fuel is injected causing ignition
and very rapid rise in pressure of the gases forcing the piston down.

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 COMPRESSOR LUBE OIL PROPERTIES?

Ans-
1. Good miscibility and solubility with refrigerant.
2. Low floc point and wax content.
3. Thermal stability
4. Chemical stability with refrigerant.
5. Low pour point (to prevent congealing and restriction of flow)
6. High viscosity index and should maintain viscosity even diluted with oil.
7. Low foaming (prevents excessive carryover during starting). E.g. Alkyl Benzene.

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

WHAT IS TEV? EFFECTS AND CAUSES OF TEV MALFUNCTIONSB IN REFRIGERATION?

Ans- Its the regulator b/w high pressure and low pressure side. The pressure drop across the TEV causes
the evaporating temperature of the refrigerant to drop to the temperature in evaporator.

Important functions:-1. It prevents refrigerant in liquid state coming to compressor.

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)

151
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.

WHAT IS THE FUNCTION OF AN L.P CONTROLLER?

Ans- The LP controller stops the compressor at low suction pressure caused by the closure of all
compartmental solenoids. When the pressure in the compressor suction rises due to solenoid opening, the
LP controller restarts the compressor.

WHAT IS THE FUNCTION OF AN L.P CUTOUT?

Ans- This is used to protect the compressor against the low suction pressure due to loss of refrigerant or
blockage. If the a/c compressor suction pressure is allowed to fall below atmospheric pressure then there
exists a risk of moisture and air ingress into the system.

WHAT ARE THE REASONS FOR FOAMING IN REFRIGERATION COMPRESSOR CRANKCASE?

Ans-Due to rapid boiling out of the refrigerant dissolved in the oil when the pressure is suddenly reduced.
When the compressor starts operating, if a large quantity of refrigerant has been dissolved, larger quantity
of refrigerant boils out and can be carried through the refrigeration lines. Reasons:
a. Liquid in the suction line (viz. TEV stuck open, incorrect super heat setting, sensing bulb not closing,
overcharge etc.,)
b. Crankcase heater not working.
c. Compressor capacity too high at the start.
d. Expansion valve giving too small superheat
e. Oil charge is less.

EXPLAIN THE FUNCTIONS OF LUBE OIL IN REFRIGERATION SYSTEM

Ans-
a. Lubrication
b. Seal the clearance spaces between the discharge and suction sides of the compressor.
c. Act as a coolant.
d. Actuate capacity control.
e. Dampen the noise generated by the compressor.

WHY A CRANKCASE RELIEF DOOR IS NOT FITTED IN THE REFRIGERATION COMPRESSOR

CRANKCASE?
Ans- a. Possibility of the contamination of the refrigeration system by air by leaks
b. Oxygen is not available in the compressor crankcase
c. The incoming refrigerant temperature is low and chances of hot spots is low
d. Crankcase forms the suction chamber of the compressor and chances exist that the compressor may draw
in air and moisture
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WHY HEATERS ARE PROVIDED IN THE CRANKCASE OF A REFRIGERATION COMPRESSOR?
Ans-a. To avoid carryover of the lube oil because at low temperature, the separation of the refrigerant and
the oil is difficult
b. To condition the lube oil, by maintaining the viscosity so that the lubrication is effectively carried out.
c. This prevents the lube oil achieving its floc point which may cause narrowing or chocking of the passages
(flocculation)

WHY IS AN EQUALIZING LINE PROVIDED IN THE REFRIGERATION SYSTEM?

Ans- It is used in the installations where a large drop in pressure occurs in the evaporator. In the expansion
valve, the pressure acting outside (top) of the bellow corresponds to the saturation pressure plus the degree
of superheat of the refrigerant leaving the evaporator. This pressure is trying to open the valve against the
spring force from below the diaphragm. The external equalizer connection has a saturation pressure of the
refrigerant leaving evaporator, to act below the diaphragm. Therefore the saturation pressure from the
external equalizer connection balances the saturation pressure of the sensing bulb leaving only the pressure
due to degree of super heat only to oppose the spring force. Therefore, this degree of superheat is supposed
to open the expansion valve.
By this method, we are getting a control over only the degree of superheat of the refrigerant leaving the
evaporator coil. This is important to ensure proper utilization of the refrigerant and that no liquid
refrigerant reaches the suction of the compressor.

WHAT ARE THE REASONS FOR SHORT CYCLING OF A REFRIGERANT COMPRESSOR?

Ans- a. Refrigerant charge is too low
b. Frosting or clogging of the evaporator
c. Dirty suction strainer
d. Low pressure control differential too small
e. Wrongly adjusted capacity regulator
f. Refrigerant vapor in the liquid line
g. Too much cooling water
h. TEV faulty
i. Too high compressor capacity

WHAT IS THE FUNCTION OF A SOLENOID VALVE IN THE REFRIGERATION SYSTEM?

Ans-There is an electric signal actuated valve in the liquid line of the refrigeration system just before the
thermostatic expansion valve. This is being actuated by the thermostat in the refer compartment. The
solenoid shuts off the refrigerant supply if the compartment is sufficiently cooled to the lower set point of
the thermostat. Also it connects the supply when the temperature of the compartment goes high i.e. above
the thermostat higher set point.

153
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.

WHAT IS THE FUNCTION OF A H.P CUT OUT IN A REFRIGERATION SYSTEM?

Ans- This is a safety device (trip) provided in the discharge of the compressor. It functions to trip the
compressor if the pressure in the HP side goes high above the working level

WHAT COULD CAUSE AN EXCESSIVE HIGH PRESSURE IN A REFRIGERATION SYSTEM?

Ans- High pressure could be caused by lack of cooling or a fouled condenser or even overcharge, but this is
unlikely

WHAT IS THE FUNCTION OF THE DRIERS IN THE REFRIGERATION SYSTEM?

Ans- The filter/drier is installed in the main liquid line of the system to absorb any moisture present in the
refrigerant. It consists of activated alumina or silica gel in a renewable cartridge. It also accommodates the
charging connection

WHAT ARE THE SAFETIES IN THE FRIDGE SYSTEM?

Ans-a. HP cut out
b. Differential lube oil pressure cutout
c. LP cutout
d. Relief valve in the condenser
e. Belt driven
f. Cylinder head relief valve
g .Cooling water low flow/high temperature alarm
h .Motor overload
i. Oil separator
j. Drier
k. Mech. Seal
l. Unloaders /capacity controllers
m. Non return shut off valves
n. Sensors temperature, pressure

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

HOW TO ADJUST BUMPING CLEARANCE IN TANDEM COMPRESSOR?

Ans- It all depends on type of compressors. By adding shims, the bumping clearance reduces in tandem type
compressors. It also depends on where you add the shim. In normal reciprocating types, if you add shims at
con rod the bearing clearance will increase nothing will affect the bump clearance. In tandem types, adding
shims will reduce bump clearance - shims are added at the bottom of piston rod of tandem type, the other
method is using gaskets on the cylinder head of varying thickness

TROUBLE SHOOTING- POSSIBLE FAULTS WITH A RECIPROCATING AIR COMPRESSOR

Ans-

FAULT LIKELY CAUSE

Safety valve of 1st stage blows off 2 stage valve not working properly.
nd

(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.
155
 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.

FUNCTION OF THE UNLOADERS IN RECIPROCATING COMPRESSORS?

Ans- For no load starting of compressor starting in large units is done by keeping
suction valve open or by opening a bypass between suction and discharge side.

WHAT IS MUD BOX & WHAT IS ITS PURPOSE?

Ans- Mud boxes are fitted into the machinery space bilge suction piping. The mud box is a coarse strainer
with a straight tailpipe down to the bilge. To enable the internal perforated plate to be cleaned when
necessary, the lid of the mud box is easily removed without disconnecting any pipe work.

156
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.

WHY COPPER GASKETS ANNEALED?

Ans- Annealing can remove stresses developed during cold working or during service so the elastic strains
diminish and value of strength and toughness come back to their original value.

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.

PRESSURE REDUCING VALVES

Ans- It maintains downstream pressure within a range of flow, despite any change in supply pressure. There
is spring versus steam or air equilibrium.

NEED FOR GASKETS?

Ans- Gasket is used so that expensive machining is not required for mating parts.

DIFFERENCE BETWEEN SAFTEY VALVE AND RELIEF VALVE

Ans-
Safety valves: Its a pressure relief valve actuated by inlet static pressure and characterized by rapid
action or pop up action. Safety valves generally applies to valves protecting vessels where there is a
risk of explosion. The vent of a safety valve is lead to a safe place.
Relief valves: Actuated by static inlet pressure and opens in proportional to the increase in pressure
over the opening pressure. Protecting vessels containing non-expandable liquids which wont cause
explosion. Relief valve vents outside the valve.

157
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.

AIR BOTTLE MAINTENANCE AND INSPECTION?

Ans-
Regularly drain it of water & oil.
Check for corrosion internally and externally, internal coating (copal),welding seam( dry
penetration),
Check face of manhole for pitting marks,
Overhaul valves, replace gaskets & check seats for wire drawing effects,
Safety valves to be inspected as per class requirement. (if excessive corrosion in air bottle derating
must be done, it is decided by class surveyor)

HOW TO CHECK AIR COMPRESSOR VALVE LIFT?

Ans-With increase in valve lift, volumetric efficiency drops. Improper valve lifts can
be checked by checking parameters of air compressor.

HOW IS COMPRESSOR CAPACITY MEASURED?

Ans- Compressor capacity is measured in cubic meter per hour FAD (free air delivery) It is the amount of
air a compressor can deliver at 15 degree Celsius and 1.013bar.

HOW BUMPING CLEARANCE REDUCES VOLUMETRIC EFFICIENCY?

Ans- At the end of stroke the clearance space will be full of high pressure air which has to be expanded
until pressure within the cylinder is low enough for the suction valve to open.(i.e. large part of suction
stroke is made ineffective

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.

Effects of large clearances-

FAD decreases
Air outlet temperature increases

Checking bumping clearances-

Using a lead wire pressed between head and piston inserted through the valve opening and
connecting rod jacked up using a crowbar.

Correcting clearances: Cylinder head gaskets to be changed size, inserting shims between big end of con-
rod.

158
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.

REASONS FOR HIGH OIL CONSUMPTION?

Ans-
1. If the level of oil in the crankcase is high consumption increases
2. Restricted air intake. (Clean or replace air filter.)
3 Oil leaks. (Tighten bolts or replace gasket.)
4 Worn piston rings. (Replace rings.)
5 Wrong oil viscosity. (Drain oil, refill with oil of proper viscosity.)
6 Compressor tilted too much. (Level compressor. Vibration pads may help with this)
7. Scored cylinder. (Replace cylinder)

AIR BOTTLE SAFETIES?

Ans-
1.Relief valve
2. Low pressure alarm
3. Fusible plug
4. Drain

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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.

WHY DO AIR COMPRESSOR HAVE TWO STAGES?

Ans-No of stages used is governed by the required final pressure. When air is compressed in stages its easier
to control the temperature of air. The cooling in intercoolers lowers the work done on compressing. The
work saved is evident in the PV diagram. It also has the advantages of less difficulty experienced in
lubrication and coking of valves due to the higher air temperature in the single stage compressors. Reason
for reduction in work done while compressing in stages. Adiabatic compression if air is compressed and
heat is not removed (PV= constant), isothermal compression if heat is completely removed
(PV=constant). For compression with inter-cooling, the compression approaches an isothermal
compression which is called a polytrophic process where (PVn= constant) since value of n < the slope of
pV diagram is reduced. {Value of is the ratio of specific heat of air at constant pressure to constant volume}
{value of n depends inter cooling is between 1.35 to1.25}

WHY ARE THE CO2 BOTTLES PROVIDED WITH DIP TUBES?

Ans-It is to ensure that only liquid is drawn during release. The liquid expands after the nozzles and assumes
the gaseous state. This will prevent co2 freezing and blocking the nozzle Also it achieves the 85% discharge
in 2 Minutes as liquid part represents a large volume of gas
The materials used in its construction are copper, stainless steel

WHAT IS VOLUMETRIC EFFICIENCY OF AIR COMPRESSORS?

Ans- Actual volume of air drawn in / swept volume

WHY INTERCOOLING IS PROVIDED IN AN AIR COMPRESSOR? AND WHY IS THE COMPRESSION

DISTRIBUTED INTO STAGES?
Ans- a. By employing the inter stage cooling we are trying to achieve an isothermal compression cycle. So
least work is expended in the process.
b. The air outlet temperature after compression is lowered by intercooling. So oxidation of the lube
oil is prevented. Also good lubrication is achieved.
c. Lesser deposits in the air system.
d. Intercooling increases the air density and hence reduced volume of the HP compression chambers
is possible.
e. It facilitates removal of moisture by condensation at the intercoolers.
f. To facilitate intercooling the compression is distributed into stages. Also even load distribution is
160
 achieved over the cycle.

WHAT IF THE COMPRESSOR MOTOR CONNECTIONS ARE REVERSED AFTER OVERHAULING?

Ans- a. The lube oil pressure will not be sufficient for lubrication so the compressor may trip on low lube
oil pressure. The moving parts may get damaged due to the failure of the lubrication.
b. The cooling water pump which is also shafted driven usually does not build up enough
flow/pressure hence the compressor may trip of the cool water non flow or high air temperature.

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.

HOW WILL YOU WELD THE CRACK ON A PLATE?

Ans-
Prepare the surface for machining and hot work i.e. remove the paint and other impurities if any
Drill hole on the either sides of the crack. This will stop the crack to propagate.
Create a groove on the crack so that filler metal can be filled in.
Carry out welding on that crack
Make sure metal fills properly.
Or can put a plate of large dimension than the crack region and weld the plate on the former plate
with crack. This is a temporary arrangement.

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

EXPLAIN THE AIR BOTTLE ENTRY PROCEDURE

Ans- a. Inspection is to be carried out when the receiver capacity is not required for maneuvering
b. Receiver properly isolated, depressurized and notice pasted
c. The internal pressure is to be checked by the pressure gauge and by opening the drain valve
d. Open the manhole door carefully and ventilate the air bottle
e. Obtain an enclosed space permit and comply with it
f. Ventilation is to be maintained during the entire time of enclosed space entry

WHAT ACTION SHOULD BE TAKEN IN CASE OF CORROSION/WASTING OBSERVED ON AIR BOTTLE?

Ans- MINOR: clean the site of corrosion, observe the varnish manufacturer instructions for surface finishing
prior applying the coat. Apply new coat of the varnish.
MAJOR: The site has to be cleaned and re varnished as above. The air bottle has to be de rated.
In case of excessive the entire bottle has to be replaced. The derating procedure should be carried out as
follows:
a. The extent of the derating is determined by the class surveyor to a value which ensures the safe limit of
the hoop stress at this reduced thickness of the shell plating
b. The derating should not violate the starting air requirements for consecutive starts of the main propulsion
engine
c. The setting of the safety/relief valve, should be set not exceeding 10% of the maximum working pressure
after derating
d. The cut in and cut out pressure switches for compressor automation should be readjusted
For these reasons the air pressure vessels on board ship are fabricated to allow for derating in future still
complying with the consecutive start requirements of the propulsion engine

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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

WHAT IS THE ROUTINE MAINTENANCE, CHECKS ON THE PV BREAKER?

CHECKS:
Ans - a. Check the seal liquid periodically and replenish the liquid in case
Liquid levels of inner and outer pipes do not coincide
0 points of inner and outer pipes do not coincide when the pressure inside the cargo tanks is
atmospheric pressure
b. Clean the flame screen in the cover at the top when the ships makes a dock- in

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

MAINTENANCE & INSPECTION IN DRYDOCK:

Ans- Disconnect and remove top cover with attached internal stand pipe. Disconnect and remove Flame
Arrestor Assembly. Remove flame screen. Thoroughly clean internal of flame arrestor. Renew flame screen
with shipyard supplied equivalent type mesh. Drain breaker liquid, thoroughly clean internal breaker body,
and stand pipe. Apply two coats of shipyard supplied tar epoxy by hand brushing to all internal surfaces.
Level gauges, cocks and protective housing to be removed and trAnsported to workshop for cleaning and
overhaul. Dismantle sight glass tubes and cocks for overhauling and cleaning. Upon completion, re-
assemble Andre-install onboard with new shipyard supplied approved type jointings, studs, and nuts. Prove
filling and level cocks clear and free. Disconnect and remove PV Breaker valve. Dismantle and clean surfaces.
Lap valve and disc. Set valve to +0.21kg/cm2 and 0.07kg/cm2 in the presence of the attending
superintendent. Record and submit calibration of valve settings. Close on completion with new shipyard
supplied approved type jointings and sealing compound and bolts and nuts.

163
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

WHAT ARE THE REASONS OF PISTON SEIZURE IN A RECIPROCATING AIR COMPRESSOR?

Ans-
Failure of lubrication
Failure of cooling water
Valve part broken and fell into the chamber
Piston ring breakage

SHOW HOW THE REQUIREMENT OF CARBON DIOXIDE IN A SHIPS INSTALLATION IS CALCULATED.

HOW THE NUMBER OF BOTTLES REQUIRED IS CALCULATED?
Ans- Regulation stipulates the requirements of CO2 onboard ships as follows
a. For cargo space, 30% of gross volume of largest cargo space
b. CO2 of sufficient amount to give minimum value of free gas equal to larger of following volumes
I.40% of gross volume of largest machinery space excluding casing
II. 35% of gross volume of largest machinery space protected including casing Regulation also states that,
for machinery space, piping arrangement should be such that 85% of the gas can be discharged into the
space protected including the casing with in
2min. The following information about CO2 is important
Volume of free CO2 should be taken as 0.56m3/Kg (inverse of density) CO2 content in a bottle is 45.4Kg
(standard)
Water capacity of the bottle = 65.1 liters (standard)
For example, consider a ship in which
a. Engine room gross volume (to upper deck) = 4658m3
b. Engine room gross volume to top casing = 5358m3
c. Volume of the largest cargo hold = 6849m3
Calculation of the CO2 cylinder required as per the regulations for the volume of the air reservoir = 375m3
Therefore, for engine room the CO2 bottle requirement is calculated as For gross volume excluding casing,
(4658+375)*0.4/ (45.4x0.56) = 80 cylinders
For gross volume of engine room including casing, (5358+375)*0.35/ (45.4*0.56) = 79 cylinders
For cargo hold, requirement is calculated as (6849*0.30)/(45.4*0.56) = 81 cylinders
The requirement is the largest of the above values, which is 81 cylinders

164
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.

HOW DO YOU DETECT A LEAKAGE IN A BILGE PUMP SUCTION LINE?

Ans- With the main suction of the pump closed, start the pump with discharge open. Monitor the vacuum in
the pump suction, if the vacuum is maintained for some time the pump is in good condition.
Proceed for checking the integrity of the suction lines as follows: With the discharge of the pump opened for
delivery,
a. Set the pump to draw bilge from each particular well closing other suction lines valves
b. Start the pump and note the buildup of vacuum
c. Repeat the operation for all other suction lines individually, closing other remaining lines
Now conclusion can be drawn with above observations.
The pump does not achieve good vacuum for any well, in this case
The manifold intactness by opening the sea water valve on the suction side and check it for the seawater
leaking. Repair the line after identifying the location
Identify for the leaks on the suction lines for which the pump does not achieve good vacuum This can be
done by pressure testing the line by opening the seawater valve on the pump suction. The non-return valve
on the line has to be dismantled and the valve put back after removing the valve disc.
The sealings on the strainers have to be checked, like renewing gaskets.

HOW IS AN ENGINE LUBE OIL SAMPLE COLLECTED?

Ans- Sampling points for an engine lube oil are clearly mentioned by the maker of the engine. In any case,
the following points are to be adhered to
a. Sample of lube oil should be drawn from the inlet to the engine

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

WHAT IS THE SAFETY DEVICES FITTED TO AN AIR COMPRESSOR?

Ans-
Low L.o.pressure shutdown
High air temperature shutdown
First stage relief valve
Second stage relief valve
A fusible plug is fitted after the second stage cooler, set at 120 deg cents
If water cooled, a jacket water safety valve is fitted.

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

166
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.

WHY DOES A CENTRIFUGAL CARGO PUMP HAVE A RELIEF VALVE?

Ans- A centrifugal cargo pump requires a relief valve, as the working pressure of the pump has to tie in
with the working pressure of the cargo pipe work.

WHAT IS THE REGULATION REGARDING USE OF EVAPORATORS IN SHORE?

Ans- Evaporators should not be used within 20 miles from shore, due to risk of pollutants being taken into
the f.w.system

AIR COMPRESSOR SAFETY

Ans-
(i) Bursting disc on intercooler( water side)
(ii) Bursting disc and fusible plug on after cooler
(iii) Relief valve on LP and HP stages
(iv) Automatic moisture drain valve.
(v) Cooling water supply failure alarm.
(vi) Relief valve on crank case lube oil pump
(vii) Delivery air high temperature cut out and alarm on after cooler outlet.

HUNTING GEAR WORKING.

Ans- The steering gear system consists of the telemotor which receives a signal from the bridge wheel. This
acts on the hunting gear. The hunting gear moves displacing a control rod, this rod acts on the pump
displacement control gear to alter the delivery from the pump. The delivery from the pump causes the ram
to move there by rotating the rudder stock and hence the rudder. The other end of the hunting gear is
mounted on the rudder stock. The rotation of the rudder stock moves the hunting gear, turning the operating
rod from the pump to the neutral position, once the rudder has achieved the correct angle.

167
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.

WHY AIR COMPRESSORS HAVE INTERCOOLER?

Ans. Intercooler purpose is to reduce the temperature of the compressed gas which reduce its volume, so
the work done by the compressor will be less for less volume, which is reduce the input power.

WHAT IS ACCUMULATION PRESSURE TEST?

Ans-
(1) Under pressure accumulation test a boiler is subjected to
(a) under full firing conditions;
(b) with the feed water shut off; and
(c) with the stop valves closed except to the extent that it is necessary for any stop valve to be open
to supply steam to auxiliary equipment for the purposes of the test.

(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.

WHY IS A J.C.W. SAFETY VALVE FITTED ON AIR COMPRESSOR?

Ans- It is fitted to relieve excess pressure in the cooling system should a cooler tube burst and compressed
air escape

WHAT IS THE PRESSURE OF A START AIR RECEIVER?

Ans- 25 40 bar depending on the type of engine

WHAT TYPES OF PUMPS ARE USED FOR PUMPING BILGES IN AN EMERGENCY?

Ans- High capacity centrifugal pumps (mostly main cooling s.w.pump)

168
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.

REASONS FOR INCREASE IN SALINITY IN FRESH WATER GENERATOR OUTPUT?

Ans-
1. Sea water leaks in condenser.
2. Drop in vacuum.
3. Increase in sea water temperature
4. Defective salinometer.
5. Clogged demister.
6. Increase in feed.
7. Carryover of salt particles due to rapid rate of evaporation.

HOW DOES SEA WATER TEMPERATURE AFFECT PRODUCTION IN A FWG?

Ans-
If sea water temp is less, then you can maintain performance of FWG by controlling the bypass valve.
If temp is high, it will reduce the vacuum and production will be less. And if you cannot maintain shell
temperature below 60 then it will cause scaling on plate surface.

FRESH WATER GENERATOR VACUUM TEST?

Ans-
Run the ejector pump without providing heating and cooling water to freshwater generator.
When the vacuum is reached, close the valve and stop the pump and check whether fresh water
generator is not losing vacuum.

BUNKERLINE PRESSURE TESTING

Ans- Bunker lines are required to be tested to 1.5 times their allowable operating pressure by placing them
under a constant hydrostatic load for a prescribed period of time (usually 5-10 minutes is sufficient). This
is best achieved by using the FO transfer pump (s) to fill bunker lines up to the manifolds (with fuel oil),
purge the lines via manifold valves, then build pressure in the lines until 1.5 times the normal operating
pressure is reached (operating parameters should be available in the bunker plan, or the vessel may be
guided by pipeline material pressure ratings).

If the FO transfer pump is a positive-displacement type, it may be stopped when the required test pressure
169
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.

WHAT IS THE FUNCTION OF EXPANSION BELLOW?

Ans- Permit thermal expansion of parts by allowing it to expand in different direction.
Absorb vibrations

HOW TO TEST THE WORKING OF SALINOMETER?

Ans- Using a testing resistor to check salinity:
Disconnect the probes and attach a spare resistor it should show a mentioned value in the salinometer (1.8
K ohms= 50ppm) .And it should also initiate an alarm.
Full scale check:
Short circuit the probes- It should show maximum value in salinometer and alarm should initiate.

PROCEDURE FOR TESTING FRESH WATER GENERATOR FOR LEAKS

Ans-
1. Close all valves (distillate pump outlet, vacuum breaker, feed water valve)
2. Pressurize fresh water generator using flange with air connection attached through anode pocket
and keep the pressure maintained at 1bar for 1hr and apply soap solution to joints.

TROUBLE SHOOTING- TOO MUCH SALINITY IN DISTILLED WATER

Ans-
Salinometer malfunction (test salinometer).
Excessive feed rate or jacket water
Low evaporating temperature or vacuum too high
High sea water level in separator
Leaking pipes in condenser
Dirty demister.

170
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

FWG PRINCIPLE AND HOW FRESHWATER IS CREATED?

Ans- Everyday considerable amount of fresh water is consumed in a ship. The crew consumes an average
100 liter/head/day. In a steam ship (a ship whose main propulsion unit is steam turbine or a ship which is
a large tanker having steam turbine driven cargo oil pumps) the consumption for the boiler can be as high
as 30 tons/day.
Sufficient potable water may be taken on in port to meet crew and passenger requirement but
the quality of this water will be too poor for use in water tube boilers. It is common practice to take on only
a minimum supply of potable water and make up the rest by distillation of seawater. It is statutory
requirement to have a distillation plant for emergency use if otherwise ship has carried sufficient potable
water.

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.

Such plants are widely used because of:

Control over type of scale formed.
Heating medium can be at relatively low temperature. (e.g. diesel engine jacket water or waste
steam)
Improved heat transfer across the heating element. This is due to higher temperature difference for
lower pressures.

Operation of the Plant

Heat from the diesel engine cooling water is used to evaporate a small fraction of the seawater feed in the
plate type evaporator. Unevaporated water is discharged as brine (by brine ejector) and that which is
evaporated passes through the demister to the plate type vapour condenser, where, after condensation it is
discharged to fresh water storage tank by fresh water distillate pump. During entire operation the feed rate
to the evaporator is fixed by the orifice plate.
In the event of salinity of freshwater density exceeding a predetermined value (maximum usually 10 ppm)
the solenoid controlled dump valve diverts the flow to the bilge, preventing contamination of the made
water. Excess salinity could be used by many factors include leakage of seawater at condenser or priming of
evaporator or malfunctioning of demister, or many other reasons.

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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.

HOW PROTECTION IN DONE IN SEA WATER PIPES?

Ans-
1. Coating with bitumen-based paints or epoxy coatings
2. Using rubber sheets to be bonded to mild steel or cast iron.
3 Cathodic protection using sacrificial anodes
4. Chemical additives and corrosion inhibitors circulated with the system.

TROUBLE SHOOTING- HIGH EVAPORATION TEMPERATURE.

Ans-
Vacuum breaker valve is open.
Volume of cooling water is insufficient.
Leaks in any part of the unit.
Air in condenser.
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 Ejector not working well.
Air ejection valve stuck.

REASONS FOR LOWERING OF PERFORMANCE FOR ANY HEAT EXCHANGER?

Ans-
Air locking
Fouling
In multipass heat exchangers fluid bypassing due to holed division plates

FUNCTIONS OF SOLENOID VALVES?

Ans- There are two solenoid valves on before TEV which shuts the valve when the
compartment temperature is reached and another solenoid valve after evaporator which shuts if liquid is
present in the line.

HOW TO FIND COOLER LEAKS?

Ans- Fluorescent sodium crystals are dissolved in water and viewed using UV light.
Lube oil cooler, discoloration of sludge in the sea water side seen as dark patches and presence of oil
globules.

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.

TUBE RENEWAL PROCESS IN A SHELL AND TUBE TYPE COOLER.

Ans- Remove the tube flare, cut in between and remove through sides. Install new tubes and flare it using
a flaring tool. Flaring = 1/8th inch + tube diameter

WHAT IS THE PURPOSE OF STEAM TRAPS?

Ans- Steam traps are automatic valves that release condensed steam (condensate) from a steam space while
preventing the loss of live steam. They also remove air and non- condensable gases from the steam space.
Steam traps are designed to maintain steam energy efficiency by performing specific tasks such as
maintaining heat for process. Once steam has transferred its energy, it becomes hot water and is removed
by the trap from the steam side as condensate and either returned to the boiler via condensate return lines
or discharged to atmosphere (a wasteful practice).

173
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

WHAT WOULD YOU DO IF L.O TEMP STARTED TO FALL?

Ans- Reduce S.W. cooling flow through the l.o cooler by throttling the S.W. discharge valve from the cooler

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

174
 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.

TRIPS AND ALARMS PRESENT IN PURIFIERS

Ans-
Back Pressure shutdown- This measures the discharge oil pressure and alarms and initiates a shut
down when below a set value.
Bowl not open- This may be done in several ways, typically by a lever switch operated by the
discharged sludge hitting a striker plate. The other method is by measuring the motor current, when
the bowl opens the bowl speed is dragged down due to friction effects of the discharging sludge and
water. The motor current rises until full speed is re-established. This is detected by a current sensing
relay
Water in oil- This found on modern designs which have a detection probe mounted in the oil
discharge High temperature alarm and shut down
Low control/seal water pressure-Where control water is supplied via a fixed small header tanks a
float switch may be fitted. High vibration shut down

CAUSES OF SCALING IN EVAPORATOR

Ans-
High evaporation temperature.
High jacket water temperature.
High production.
Too much or too little sea water being supplied.

TROUBLE SHOOTING- HIGH EVAPORATION TEMPERATURE.

Ans-
Vacuum breaker valve is open.
Volume of cooling water is insufficient.
Leaks in any part of the unit.
Air in condenser.
Ejector not working well.
Air ejection valve stuck.

REASONS FOR OVERFLOWING IN PURIFIERS

Ans-
Sealing water low
Excessive back pressure
Fuel temperature high or low
Oversized gravity disc
Orifice plat installed wrongly in the inlet side.
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 Excessive feed rate
Excessive sludge deposit inside the bowl
Sealing ring leakage(between bowl and hood)
Low rpm or wrong direction
Leaking three way valve

TROUBLE SHOOTING: QUANTITY OF DISTILLED WATER LESS THAN EXPECTED.

Ans-
Less heat flowing in to the evaporator
Air ingress in jacket water in evaporator.
High evaporator temperature and high condenser temperature.
Scaling or clogging of evaporator pipes.
No evaporation due to loss of vacuum
Malfunctioning solenoid valves.
Outside of evaporator pipes dirty.
Condenser pipe scaling.

PURIFIER TROUBLESHOOTING

PROBLEM CAUSE

Bowl speed low or slow to build up Brake still on.

speed4 Clutch shoes worn.
Clutch friction surfaces oily.
Insufficient clutch shoes.
Bowl full of liquid or sludge.
Bowl height incorrect.
Separator vibration Bowl out of balance due to buildup of
solids.
Incorrect assembly.
Low disc stack pressure.
Spindle bearing springs weak or broken.
Worn bearings.
Worn gears.
Bowl does not close or fails to close Ports in base of bowl are clogged.
properly. Sliding piston water outlet clogged.
Sliding piston not allowed to move fully.
Worn seal ring on sliding piston.
Seal ring on top of bowl is damaged.
Operating water does not close fully.
Bowl is too high
Oil discharges on water side. Insufficient sealing water.
Incorrect gravity disc (Larger diameter).
Reduced oil temperature.
176

Oil discharges on sludge side
Water discharges on oil side.
Reduced or no feed.
Bowl not properly closed.
Oil supplied too quickly.
Bowl not properly closed.
Incorrect gravity disc (Smaller
diameter).
Too much sealing water supplied.
Oil supplied too quickly.
Bowl failing to open.
Water outlet clogged with sludge.
Feed pump relief valve lifting.
Suction strainer blocked.

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.

DIFFERENCE BETWEEN PURIFIER AND CLARIFIER?

Ans-
1. The presence of a gravity disc in the purifier. The interface or the line of separation between the oil and
water is created using the gravity disc. The position of the gravity disc plays an important role in the
generation of interface and thus in the purifying process process. For example, if the diameter of dam
ring is large, the interface moves out towards the periphery and as a result some oil is discharged with
water from the water outlet. Also, if the diameter is small, the interface formed will be more inwards and
water will be discharged with the oil from the oil outlet.
2. Clarifier has a sealing ring which seals the water outlet, as water and impurities remain in the until
desludging.
3. The conical discs in a clarifier usually dont have feed holes in them but if they do, then a disc without any
holes is fitted at the bottom of the stack.
4. Sealing water is not present in clarifiers for the generation of a seal that prevents the oil to leave through
the water outlet at starting. Purifiers and Clarifiers differ only in that clarifiers are not set up to remove
water.

BOWL DISMANTLING IN A PURIFIER

Ans-
1. Remove plug from inlet pipe and remove oil.
2. Remove sealing water pipe, inlet and outlet pipes.
3. Remove flow rate regulating orifice plate from the inlet side.
4. Remove cover-nut, nut tightening inlet pipe and socket set screw (holding inlet pipe from rotation).
5. Slightly hammer on top of the inlet pipe to detach tightly held tapered portion.
6. Remove sludge cover nuts (top cover) and remove sludge cover by mounting a jack for removing it.
7. Using disc nut handle remove disc nut and remove heavy liquid chamber, impeller and gravity disc n
sealing ring)
8. Mount the light liquid chamber handle and remove light liquid chamber and impeller with inlet pipe.

177
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

REASONS FOR OVERFLOWING IN PURIFIERS?

Ans-
Sealing water low,
Excessive back pressure
Fuel temperature high or low
Oversized gravity disc
Orifice plate installed wrongly in the inlet side.
Excessive feed rate
Excessive sludge deposit inside the bowl
Sealing ring leakage(between bowl and hood)
Low rpm or wrong direction
Leaking three way valve

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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.

NEED FOR BRAKES AND FRICTION CLUTCHES IN PURIFIERS

Ans- Brake linings are pushed against the outer surface of a friction pulley by springs, used for stopping in
emergency and prevent purifier running through critical rpm range.

Friction clutch helps to soft start without overloading it.

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HORIZONTAL SHAFT ARRANGEMENT OF PURIFIER?
Ans- Horizontal shaft is supported by two bearings attached to the casing and gear pump is attached with
a safety joint.

IMPORTANT PORTIONS TO CHECK AFTER OVERHAUL OF A PURIFIER

Ans-
1. Bowl nut( circular bolt on bowl(look for tally marks)
2. Disc nut(Holding heavy liquid chamber on to the bowl)
3. Cap nut of vertical shaft(attaching bowl to vertical shaft)
4. Set bolts of frame cover( Allen bolts attaching top frame)
5. Inlet pipe nuts (36 nut on top of bowl inlet pipe.)

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.

WHAT IS THE DIFFERENCE BETWEEN A PURIFIER AND A CLARIFIER

Sr. Purifier Clarifier

No
1. A centrifuge for separation two liquids of A centrifuge for separation of solid particles from a
different densities liquid
2. Sealing water is added to a purifier to No sealing water is added
establish a seal
3. Gravity disc needs to altered with the A smallest of the gravity discs provided, called a
changing density of the liquid to be purified clarifier disc is fitted and requires no changing.
4. process variables viz. density, flow, viscosity alteration water is present and moves inwards
or temperature
5. Water outlet is normally open Water outlet is normally closed by the clarifier ring
6. Provided water seal is maintained particle Provided no water, particle separation is good
separation is also good

WHAT WILL BE THE EFFECT OF WATER IN FUEL OIL?

Ans- The effects of water content on fuel oil are-
a. Loss of calorific value of the fuel oil
b. Corrosion in the lines, fuel pump (plunger/barrel), injectors
c. Water in oil can lead to vapor lock in the line leading to fluctuating engine RPM, seizure of fuel pumps
d. In case of seawater contamination, it would lead to high temperature corrosion in the exhaust system
e. Results in increased cylinder liner wear
f. Cause increased fouling of the exhaust gas ways and turbocharger blades

WHAT ARE ACTIONS YOU WOULD TAKE IF A PURIFIER STARTS OVERFLOWING?

Ans- Some or all of the following should be checked for in case the purifier overflowing:
a. Sealing water low
b. Excessive fuel back pressure
c. Low pressure, chocked water line (check the water filter)
d. Gravity disc oversized for the density of the fuel oil in question
181
 e. Oil temperature high
f. Excessive sludge deposition inside the purifier bowl
g. Excessive feed rate
h. Sealing ring damaged (between the Bowl and Hood)
i. Check RPM and direction of rotation of bowl
j. Leaking three-way valve

HOW DO YOU SELECT A GRAVITY DISC OF A PURIFIER?

Ans- Makers nomogram is an aid to select a tentative gravity disc in purification, when the density of the oil
at a temperature of 15C is known.
The hole diameter of the first gravity disc to be tried appears directly from the nomogram. However,
in practical operation the best result is obtained by using the gravity disc with the largest hole diameter that
will not cause a break of the liquid seal in the bowl or an emulsification in the water outlet.
The presence of seawater may demand the use of a gravity disc with larger hole than indicated in the
nomogram. (The nomogram is based on the properties of fresh water) The nomogram consists of two graphs
arranged in series, one consists of density of fuel at 15C Vs Separating temperature and the other graph is
divided into different zones of disc hole diameters against through put of the purifier.

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

HOW IS 15 PPM REACHED IN AN OILY WATER SEPARATOR?

Ans- 15 ppm is achieved in an oily water separator by normally passing through a 2 stage separator where
in the first stage oil/water is passed into the coarse separating compartment. Here some oil will rise to the
top of the compartment due to its lower density. Heating coils may aid this. The remaining oil/water will
flow down into the fine separating compartment and moves slowly between catch plates. More oil will
separate out onto the underside of these plates and travel outwards until free water (usually being at
100ppm at this stage) will then pass to the second stage of the separator which is filter unit comprising of 2
filter units. The first filter stage removes physical impurities present and promotes some fine separation.
The second stage filter uses coalescer inserts to achieve the final de-oiling, oil/water mixture leaving this
stage at less than 15 ppm.

PURIFIER MANUAL STARTING PROCEDURE?

Ans- Before start:
(i) Correct gravity is fitted in the machine.
(ii) Inlet parts and frame hood are clamped by clamp screw and hinged bolts.
(iii) Brake is released
(iv) Oil level in worm gear housing is correct
(v) Operating water tank is kept filled and shut off valves are opened
(vi) Recirculation to tank or heater has been provided

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.

HOW TO CHANGE PURIFIER IN TO CLARIFIER?

Ans- Main Differences: -The main difference between a clarifier and a purifier is the presence of a dam ring
(gravity disc) in the latter. In a purifier, the interface or the line of separation between the oil and water is
created using a dam ring. The position of the dam ring plays an important role in the generation of interface
and thus in the clarifying process. For example, if the diameter of dam ring is large, the interface moves out
towards the periphery and as a result some oil is discharged with water from the water outlet. Also, if the
diameter is small, the interface formed will be more inwards and water will be discharged with the oil from
the oil outlet.
The diameter of holes in the dam rings also plays an important role in the creation of interface and
purification process. If the diameter of the holes is more, the interface is formed towards the periphery and
oil globules are found with water and sludge. If the diameter is less the oil-water interface moves inwards
and water is released with the clean oil discharged.
However, clarifiers do not have a dam ring but have a sealing ring which seals the water outlet. This
prevents the impurities and water to remain inside the bowl unless opening the cleansing bowl discharges
them automatically or manually. Also, the conical discs in a clarifier usually dont have feed holes in them
but if they do, then a disc without any holes is fitted at the bottom of the stack.
Another difference between a clarifier and purifier is that a purifier needs to be filled completely with
water for the generation of a seal that prevents the oil to leave from the water outlet. Whereas a clarifier
doesnt needs to be filled up with water. Purifiers are used for filtering lubricating oil whereas clarifiers are
not used for the same unless the oil is completely devoid(free) of water.

183
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.

HOW DO YOU PURIFY H.F.O?

Ans- Heavy fuel oils purified using a centrifugal separator, which operated by the principle of centrifugal
force separating 2 liquids in this case fuel oil and water by means of a cylindrical interface between the two.
The positioning of this interface being very important for the correct operation.

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.

PROPELLER REMOVAL USING PILGRIM METHOD?

Ans-
Advantages:
Engine torque maybe transmitted without loading the key, where fitted.
Also thrust produced is transmitted through a hydraulically pressurized nitrile tyre, which is applied to
the propeller to force it onto the shaft.
184
 Procedure-
Mounting
The surface must be dry and degreased.
Calculations must be done for getting the required push hydraulic pressure at right temperature.
The hub movement must be properly measured using a dial gauge.
The pilgrim nut has an internal rubber tube which is inflated by hydraulic pressure forces a steel loading
ring into the hub.
If outward movement of ring exceeds more than 1/3rd of ring, it may rupture.
The hydraulic fluid in the ring is flushed by turning the nut.
The propeller is removed by using the nut in the reverse direction.

STERNTUBE BEARING LUBRICATION SYSTEM.

Ans- Stern tube bearings are generally lubricated by gravity feed systems or an electric driven pump or
pump driven by a cam attached to the intermediate shaft. In tank system, it is placed at sufficient height to
give sufficient heard to force lubricant into the bearing at all times. A pipe leads from the tank to the top
of the s/t tube through the aft peak bulkhead. And a pipe run parallel to the supply pipe and return back to
the gravity tank. There are temperature sensors also. The minimum bearing length must be twice that of
shaft diameter.
Bearing clearance should not be exceeded more than .2mm. The oil pressure is maintained
approximately same as that of surrounding sea water. Oil is contained inside the stern tube by lip seals. The
bush is made up of grey or nodular cast iron centrifugally lined with cast iron. The elastic lip of each Nitrile
rubber seal grips a rubbing surface provided by short chrome steel liners at outboard and inboard ends of
the shaft.

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.

WHAT IS PROPELLER DROP?

Ans- Procedure:
Turn the engine to coincide the mark on the propeller with stem boss (for reference with previous
measurements) or keep cylinder 1 in TDC or methods followed on vessel or blades are numbered and
designated blade is kept above. (A hole is made on the stern-frame boss, stern tube and bush during building
of vessel. Upper end of the hole is drilled to larger diameter and tapped out & closed using a screw plug)
The screw plug is removed and another plug with a central hole is inserted, the top of this plug is the datum
form which all measurements are made, a depth micrometer (poker gauge) is used to measure distance from
the top of the datum and top of the screw shaft.

RUDDER CARRIER BEARING, HOW TO MEASURE RUDDER DROP?

Ans-Rudder carrier bearing structure:
The rudder carrier bearing takes the weight of the rudder on a grease lubricated thrust face.
The rudderstock is located by the journal, also grease lubricated. Support for the bearing is provided by a
doublers plate and steel chock. Wedge type side chocks, welded to the deck stiffening, locate the base
of the carrier bearing. The carrier is of meehanite with a gunmetal thrust ring and bush. Carrier bearing
185
components are split as necessary for removal or replacement. Screw down lubricators is fitted, and the
grease used for lubrication is of a water resistant type (calcium soap based with graphite).
Reasons for conshaped contouring of thrust face:
1. For lubrication
2. Conical in order to prevent sideslip and centralize rudder
3. Projected area gives greater bearing area allowing smaller diameter bearing.

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

PURGING OF AIR IN STEERING GEAR?

Ans-The rudder is moved from hard port to starboard and air is purged from discharge side until clear
hydraulic oil comes from the drain cock.

PURPOSE OF HUNTING GEAR?

Ans-
1. Hunting gear floating lever mechanism is required to bring the rudder to the ordered position.
2. Also this mechanism is required to position the rudder in its ordered position when the action of
water, waves or propeller force displaces the rudder from its ordered position.

NEED OF SPRING IN HUNTING GEAR?

Ans-
1. The spring called buffer spring is incorporated in the hunting gear links to take up any excess
movement beyond the maximum stroke of the pump. This extra movement is stored by the
compressed spring and reset when hunting gear approaches the no-effect point to prevent the
mechanical damage of the pump.
2. Also buffer spring will take up the shock movement of rudder due to heavy sea, thus preventing
excessive hunting action of pump.

HOW RUDDER MOVEMENT IS CONFINED WITHIN PORT AND STARBOARD STOPS?

Ans-Rudder movement is confined within port and starboard stops by various limit switches and
mechanical stops to keep rudder between 35degree port and 35 degree starboard.
1. Bridge tele-motor transmitter mechanical stop (rack travel limited).
2. Auto pilot mechanical stop.
3. Local control mechanical stop.

186
4. Actuating mechanism mechanical stops (limit on ram travel).
5. Stern-post mechanical stop

EMERGENCY STEERING PROCEDURE

Ans-Procedure for emergency steering in Lonard vane type steering gear:

1. Establish communication with the bridge.

2. Switch over to local control on all starter cabinets.
3. Control the rudder on command from the bridge by operating the pilot valves on the main valve
block.
4. Activate the pilot for main spool, then the pilot for idling valve.
5. When rudder is at order, release the pilot for idling valve and then the pilot for main valve.
6. In ram type: use the tilting bar to control the stroke of pump

STEERING GEAR LUBE OIL PROPERTIES

Ans-
High viscosity index.
Low compressibility.
Good lubricating properties.
Low vapor pressure. Compatibility with system materials.
Chemical stability,
Protection against corrosion,
Rapid air release and thermal separation.
Good water conductivity and fire resistances

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

WHY RUDDER MOVEMENT CONFINED AT 35 DEGREE?

Ans-The normal force acting on rudder area is resolved to lift force and drag force. The lift force is
responsible for steering the vessel, where the drag force tends to retard the ship as its direction is
opposite to that of ship's motion .But beyond 40 degree of rudder angle, the drag force increases rapidly and
lift force drops rapidly. So beyond 40 degree of rudder angle, this result in the stalling of the ship and the
ship loses speed and does not respond to steering. Therefore, rudder angle is normally restricted to within
35 degree to port and starboard to avoid stalling effect of rudder and to maintain high lift to drag force ratio.

CAUSES OF AIR INGRESS IN STEERING GEAR SYSTEM?

Ans-
1. Defective gland of the ram cylinder: If the gland is not holding during the suction
stroke of that cylinder, air may ingress into the system.
2. Oil tank low level.
3. Improper charging of oil into the system.
4. Union nut is slack due to vibration.
5. Gassing up of hydraulic fluid due to local high temperature in the system.

SAFETIES IN STEERING GEAR?

Ans-

1. Shock Relief Valve: Opens 15 ~ 20 % higher than working pressure

2. By-pass Valve : Opens 20 ~ 30 % higher than working pressure
3. Line Relief Valve : Opens 40 ~ 50 % higher than working pressure
4. Emergency power supplies to one motor.
5. Steering gear room bilge alarm.
6. Steering gear compartment drain valve spring loaded non-return.
7. Alarms: Alarms should be audible and visible in the both control stations (WH & ECR)
Single phasing alarm - SOLAS.
Motor overloading 100% - SOLAS.
Power failure.
Auto pilot failure.
188
 Oil tank low level alarm

HOW IS CUSHIONING DONE IN STEERING GEAR DURING ROUGH WEATHER?

Ans-The ship moving through bad weather, the rudder is subjected to additional shock loading from
waves, etc. the cushioning arrangement is provided by shock relief valve. In bad weather, the shock
loading on the rudder is transmitted to the ram through the rudder stock and tiller. The sudden increase
of pressure of oil in one cylinder is relieved through the shock relief valve to the other cylinder. Therefore,
allowing the rudder to yield without causing any damage to the steering gear.

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.

WHAT ARE THE USUAL STERN TUBE BEARING CLEARANCES?

Ans- a. Water cooled stern bearing clearance: 8.0mm (8~12mm)
b. Oil cooled stern tube bearing: 1.87~2.0mm

WHAT IS A USUAL PROPELLER DROP USUAL VALUE?

Ans-1mm/160mm of the shaft diameter

HOW IS A PROPELLER DROP MEASURED?

Ans- a. Turn the engine to coincide with the mark on the liner and the stern tube or normal reference is
taken to be that the engines unit 1 will be in TDC prior measuring the propeller drop
This could be also arranged as with a designated blade of the propeller up wards while measuring this drop.
Blades are assigned alphabets A, B, C, D and so on.

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

WHAT IS LIGNUM VITA?

Ans- In the traditional sea water lubricated stern tubes the bearing material consisted of the staves of the
wood called lignum vitae. This has a property of lubrication in the presence of sea water. They are fitted
with the grains in the axial direction for economy and are shaped with V or U grooves between them at the
surface to allow for access to water. They also act as a debris collector points. The staves are held in place in
the bronze boss by bronze keys attached to the bush by counter sunk screws. Bearing length is equal to
4times the shaft diameter.

WHAT IS THE MATERIAL OF THE PROPELLER MATERIAL?

Ans- a. Nickel aluminum bronze (nickalium)
Copper: 55~62%, Aluminum: 0.5~2.2%, Nickel: 0.5%, Manganese: 0.5~1.0%, Iron: 0.4~1.5%, balance is
Zinc
b. Manganese bronze
Copper: 58%, Iron: 1%, Aluminium: 1%, Manganese: 1%, Nickel: 0.5%, Zinc: 38%, Tin: 0.5%

QUOTE SOME IMPORTANT CLEARANCES IN THE RUDDER SYSTEM

Ans- Jumping clearance: 6mm
Clearance at Raphson slide mechanism: 16~19mm Propeller drop: 1mm/160mm diameter of the tail shaft
Pintle clearance: 1.1mm~3.3mm

EXPLAIN THE CAVITATION IN THE BEARINGS

Ans- Vaporization due to oil pressure falling locally below vapor pressure causes bubbles in the oil, which
when goes to higher pressure region, collapses and shock wave is generated causing heavy impingement.
The causes:
a. High oil temperature
b. Low oil pressure
c. Vibration
d. Oil contamination

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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

WHAT ARE THE PROPERTIES OF STEERING GEAR LUBE OIL?

a. Satisfactory flow properties
b. High viscosity index
c. Low compressibility
d. Good lubricating properties
e. Low vapor pressure
f. Compatibility with system materials
g. Chemical stability
h. Protection against corrosion
i. Rapid air-release and water separation
j. Good thermal conductivity
k. Fire resistance (desirable)

WHAT STEERING GEAR CHECKS WOULD YOU DO BEFORE SETTING SAIL?

Ans- 1) Prior to a ships departure from any port the steering gear should be tested to ensure the
satisfactory operation. These tests should include:-
a) Operation of main steering gear
b) Operation of auxiliary steering gear or the use of the second pump which acts as a auxiliary
c) Operation of the remote control system from the main bridge steering positions
d) Operation of steering gear using the emergency power supply
e) The radar angle indicator reading with respect to actual radar angle should be checked
f) The alarms fitted to the remote control system and steering gear power units should be checked for
correct operation
g) Steering gear header tank levels should be checked.

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

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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.

HOW OFTEN THE EMERGENCY STEERING IS TESTED?

Ans- At least once in every 3 months

OXYGEN ANALYSER WORKING, CALIBRATION OF THE ANALYSER

Ans- Calibration:
SPAN Gas: - SPAN gas consists of 99.99% Nitrogen. As per it the O2 analyzer should show 0.01% oxygen
The analyzer is kept in fresh air where it should show 20.97% oxygen.

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

WHAT ARE THE VARIOUS WINDLASS SAFETIES?

Ans- ELECTRIC:
a. Electromagnetic brake.
b. Motor overload protection.
c. Short circuit protection.
d. Restart delay timer.
e. A Restart stop.

MANUAL:
a. Manual brake / mech. Brake.
b. Cable stopper.
c. Slipping clutch (torque limiter).
d. Relief valve.

WHAT ARE THE CONSTANT TENSION WINCHES?

Ans-It is a variation of the constant pressure and constant horsepower control for variable capacity pumps.
It is used to achieve constant tension winch system. In this case the pump control is automatically operative

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across the neutral such that constant system pressure and hence a constant motor torque is maintained
whilst both drawing in and paying out.

HOW TO PREPARE A DB FUEL OIL TANK FOR A SURVEY/INSPECTION?

Ans-a. Empty the oil, strip with portable pumps if required
b. Clean the tank with sea water and pump it through the oily water separator
c. Ventilate the tank(s) with a blower specially provided for the purpose, always cross ventilate i.e. there
should be at least two openings, each for entry and exit for the air
d. Check the space for explosive gases at various points suitably, more sampling should be carried out at the
corners at the bottom most part of the tank
e. Obtain the necessary certificates and get the checklist completed

WHAT ARE THE ADVANTAGES OF A THIN SHELL BEARING?

Ans-a. Increased fatigue resistant properties
b. High load carrying capacities
c. Embed ability
d. Conformability
e. Bedding not required
f. Easy storage, easy fitting, light in weight
g. Increased (enhanced) mechanical properties
h. Better heat transfer due to reduced thickness and uniformity of the contact with the bearing housing

WHAT ARE THE TYPICAL BEARING FAILURES?

Ans- a. Fatigue failure (cracks)
b. Tin oxide encrustation (black SnO2 )
c. Wiping damage of the bearing surface
d. Tearing of the overlay
e. Acidic corrosion
f. Cavitation, erosion
g. Dross inclusion
h. Spark erosion
i. Bacterial attack damage (honey colored deposits on the bearing surface)

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

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Disadvantages:
a. Increased cost of the lube oil (about 6~12 times)
b. Poor availability
Uses:
a. Air compressors
b. Purifiers
c. Hydraulic units

WHAT IS THE PURPOSE OF THE LUBE OIL ANALYSIS?

Ans- a. To determine any deterioration in lube oil properties or additives levels and assess its suitability for
further service
b. To determine the type and level of the contaminants held within the oil which indicate the rate of
contamination and effectiveness of the purification process
c. To predict the internal wear rate on the machinery components
d. To lengthen the time between overhauls or surveys

WHEN IS THE LUBE OIL SAID HAVE DETERIORATED?

Ans-a. TBN reduces
b. Viscosity reduces
c. Flash point reduces
d. Oxidation increases
e. Water content high
f. Insolubles increase
g. Dispersancy increases

WHAT ARE THE PROBLEMS IN CAST IRON WELDING?

Ans- a. Brittleness (cracks easily)
b. High carbon content in the form of graphite
c. Close grain structure
d. Poor thermal conductivity and differential cooling
e. Possibility of stresses and distortion

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 THE ROUTINE ANCHOR WINDLASS MAINTENANCE?

Ans- a. Brake drum should be free of oil, grease and other deposits. The brake drum should be cleaned
periodically with a solvent prescribed by the maker
b. The brake drum and the disk should be checked for wearing out or damage
c. Gear oil should be checked for contaminants and level
d. The direction of tensioning should correspond to the correct operation of the brake. As the reverse
direction for tensioning would render the brake ineffective, check should be carried out to ensure the same
e. Brake test of the windlass is to be carried out to the pressure mentioned by the maker on the jack tool. If
necessary, the spring tension adjusted. It should be done in guidance of the instructions and in the
tensioning direction. The number of turns on the drum should also be checked and should be same as to the
makers quote
f. The securing device of the tension spring adjust should be checked periodically for any tamper
g. Anchor windlass testing should be carried out to check the efficiency of the windlass. The windlass should
raise the anchor with chain from 82.5m to 27.5m at a mean speed of 9m/min
h. The foundation of the windlass should be checked
i. Other routines of the prime mover should also be carried out like for the windlass electric motor or the
hydraulic motor as the case may be

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 A HIGH VELOCITY VENT?

Ans- Tank vapors can be sent clear of the deck in case of excess pressure or during cargo loading operation
by a high velocity vent. The usual construction of such a valve is incorporated in a mast riser, which is a long
tower for safely venting the excess pressure of the inert gas in the tanks to the atmosphere. The control is
affected through a valve. The height of the mast riser is arranged to vent outside the hazardous zone,
generally 9m or more. The valve consists of a variable moving orifice held by a counter weight to seal around
the batten of a fixed cone. Pressure build up in the tank causes the moving orifice to lift. The small gap
between the orifice lip and the fixed cone gives high velocity. The escaping gases are made to pass through
a flame arrestor and a flame screen. The valve has a cover that is normally closed during sailing.

WHAT IS A FITTED BOLT?

Ans- The holes are initially drilled to undersize and are reamed in the assembling place before the bolts are
tightened in place. Accuracy is required in the machining. These bolts could be of two types one having a
slight taper of about 1:100 on diameter and the other having a large taper of about 1:15 on diameter.
However, the holes in either case are reamed in final place.
Sometimes an oversized bolt is stretched hydraulically reducing the bolt diameter. When tightened down
and the hydraulic pressure is released the final exact fit in the bolt hole is achieved, like a pilgrim nut on
coupling shafts.
These bolts find place in engine / boiler mountings, coupling shafts etc. and form a rigid fixture. On main
engine mounting these are situated aft of the engine in the way of thrust block. The foundation bolts towards
the fore end (either side of the engine P S) are generally simple foundation bolts which are not fitted
bolts. This system of foundation bolts offers the rigid seating with provision for thermal expansion towards
fore end.

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.

WHAT IS THE DIFFERENCE BETWEEN A SAFETY VALVE AND A RELIEF VALVE?

Ans- A safety valve is a pressure relief valve actuated by inlet static pressure and characterized by rapid
opening or pop action.
A relief valve is a pressure-relieving valve actuated by inlet static pressure and opens in proportion to the
increase in pressure over the opening pressure.
The terms safety and relief are synonymous; the safety valve is generally applied to valves protecting any
vessel, which could explode and endanger life whereas the relief valve is more appropriate to the valve
protecting system containing non-expansible liquid a burst causing no violent explosion.
Another notable difference between these valves is that the vent of a safety valve is led to a safe place
(harmless to the working personnel) whereas a relief valve vents just outside the valve.

WHAT ARE THE PARAMETERS OF A LUBE OIL ANALYSIS?

Ans- The parameters of a two stroke, heavy fuel oil engine circulating/system lube oil are
a. Specific gravity: Range 0.90~0.98. This is used for identification of the oil. Limits: 5% of initial value
b. Viscosity: Viscosity increases with oxidation, contamination with cylinder oil, heavy fuel or water. Diesel
fuel contamination decreases viscosity. Limits: Max 40%, Min - 15% of initial value
c. Flash point: Gives an indication of possible dilution with diesel oil. Limits: Minimum: 180C
d. TAN (total acid number): Expresses the total content of organic and inorganic acids in the oil. Organic
acids are due to oxidation products. TAN = SAN + weak acid number. Limits: TAN 2
e. SAN (strong acid number): This expresses the amount of inorganic acids in the lube oil. Inorganic acids
are usually sulfuric acid from the combustion chamber or hydrochloric acid arising from seawater. This will
be stated. SAN makes lube oil corrosive (especially together with water) and should be zero.
Limits: SAN = 0
f. Alkalinity/TBN (total base number): Gives the alkalinity levels in the lube oil containing acid neutralizing
additives. Limits: High = 100%, Low = -30% of initial value
g. Water: Could be fresh water or sea water, will be stated. Limits: Fresh water: 0.2% (0.5% for short period),
saline water: Traces
h. Conradsen carbon: Residue from incomplete combustion, or cracked lubricating and cylinder oil. Limits:
Max 3%

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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 THE DIFFERENCE BETWEEN COAGULATION AND COALESCING?

Ans- A Coalescer filter element consists of some pre-filter for particulate removal followed by compressed
inorganic fiber coalescing unit in which water is collected into larger globules Coalescing action is relatively
complex and simply it can be said to be due to the molecular attraction between the water droplets and the
inorganic fibers is greater than that between the oil and the fibers. When the water globules are large,
enough they will move with the stream out of the coalescing unit.
Coagulation is the process of agglomeration of smaller particles into larger particle due to intermolecular
attraction between similar molecules in preference.

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

WHAT ARE THE PROPERTIES OF GEAR OIL?

Ans- Properties required for gear case oil:
a. High viscosity. This gives high film strength to prevent metal-to-metal contact. Also a adhesive of the film
to the metal is required to counter the sliding and centrifugal force
b. It should prevent corrosion
c. It should have high specific heat to be a good coolant
d. High viscosity index
e. Antifoaming
f. Sound damping with good cushioning property to prevent pitting on the gear teeth faces
g. Oil should be suitable for Elasto-hydrodynamic lubrication

WHAT ARE DETERGENCY AND DISPERSANCY PROPERTIES OF LUBE OIL?

Ans- Detergency of lube oil is the property of the lubricant to keep engine parts clean. In motor oil
formulations, the most commonly used detergents are metallic soaps, usually of calcium (metalloid-
organic compounds) with a reserve of basicity to neutralize acids formed during combustion.
Dispersancy of lube oil is the property of the lubricant to keep solid contaminants in a colloidal
suspension, preventing sludge and varnish deposits on engine parts. Usually the additives used to impart
this property are nonmetallic ("achless"), and used in combination with detergents.

EXPLAIN ONBOARD TESTING OF LUBE OIL

Ans- Some or all of the testing explained below is done onboard ship
1. FLASH POINT (Pensky Martin Apparatus)
This method determines the flash point of the lube oil sample in a closed cup. This gives the lowest possible
ignition point of the oil.
A portion of the lube oil sample is slowly heated at a constant rate, whilst continual stirring is provided. A
small flame is directed through an open shutter at regular temperature intervals, with simultaneous
interruption of stirring.
The flash point is the lowest point at which the application of the test flame causes the vapor above the test
point to ignite. For a new oil the flash point should be above 220C, and any reduction would indicate fuel
oil contamination.

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.

WHAT WILL BE THE EFFECT OF WATER IN FUEL OIL?

Ans- The effects of water content on fuel oil are
a. Loss of calorific value of the fuel oil
b. Corrosion in the lines, fuel pump (plunger/barrel), injectors
c. Water in oil can lead to vapor lock in the line leading to fluctuating engine RPM, seizure of fuel pumps
d. In case of seawater contamination, it would lead to high temperature corrosion in the exhaust system
e. Results in increased cylinder liner wear
f. Cause increased fouling of the exhaust gas ways and turbocharger blades

WHAT IS THE MATERIAL OF THE CO2 BOTTLE AND ITS ACCESSORIES?

Ans- CO2 bottle: solid drawn seamless manganese steel
Cable: phosphor bronze
Seal/bursting disc: thickness 0.3mm, phosphor bronze
Pipeline: solid drawn MS galvanized
Siphon tube: copper tube
Cutter: 120 /travel 19mm

WHAT IS P-ALKALINITY AND T-ALKALINITY?

Ans- P-Alkalinity: Phenolphthalein is less alkaline than hydroxides or carbonates, and when it is added to
a sample containing hydroxides and or carbonates it will first neutralize the hydroxides forming salts, it will
turn pink in color. The acid used after this coloration will first neutralize the hydroxides forming salts, it will
then react with the carbonate molecules present forming bicarbonate molecules. Bicarbonate molecules are
less alkaline than phenolphthalein, hence, the pink coloration disappears once all the hydroxides and

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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

HOW WILL YOU REMOVE THE BROKEN STUD?

Ans-
First drill the broken stud little bit.
Then use thread extractor of left hand thread for making thread in hole.
Now put the stud of same thread in it by using two nuts.
Once the stud is inside the thread then remove the broken stud by using the same stud & two nuts.

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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

WHY GLAND STEAM IN COPT?

Ans- Gland steam is used to reduce pressure at LP stage of multi stage turbine boiler to remove the vacuum.

EXPLAIN YOUR COMPANYS BUNKERING PROCEDURES?

Ans- Most companies will have bunkering procedures which will consists of a check list containing
procedures such as
Ensure vessel is securely moored
Scuppers are plugged
There are communications between both parties
No smoking signs placed
No hot work is taking place in the vicinity
Oil spill gear is available
Correct valves are opened for bunkering
The overflow tank is empty
This check list is then signed by both parties and the chief engineer
The time of bunkers starting and finishing are then recorded
The amount to each tank
Place of bunkering
Type of F.O. bunkered, this is also recorded in the Oil Record Book
Note: before bunkering a set of sounding should be taken, also during bunkering to ensure fuel is
going to correct tanks and at the end of bunkering
Sample of fuel bunkered should be taken throughout bunkering for analysis

WHAT TYPE OF CLUTCH IS USED ON AN ELECTRICAL WINDLASS?

Ans- A dog clutch

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 Diagrams

Hydraulic Tightening

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Main Engine Fuel Injector

205
Main Engine Exhaust Valve

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2 Stroke Engine Components

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4 Stroke Engine Components

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Types of Main Bearings

209
High Pressure Cutout

210
Thermostatic Expansion Valve

211
SHAFT SEAL

212
2 Stage Air Compressor

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214
Cylinder Unloading Mechanism

215
Hunting Lever

216
Four Ram Electro-Hydraulic Steering Gear

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Stern Tube Outer Seal

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Reciprocating Pump

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Centrifugal Pump

220
Working of Purifier

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Drive for Purifier

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Purifier Components

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Purifier desludging

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Heat Exchangers (Shell & Plate Type)

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Fresh Water Generator

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