Professional Documents
Culture Documents
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1.
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
Removed By: Insitu Grinding and polishing
Reference: Fillet of crank web
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
2.
Why are concentric springs fitted for A/E cylinder head valves?
If the frequency of the natural vibration of air or exhaust valve springs is a harmonic of the
camshaft speed, then the spring may vibrate axially and are said to surge. Surge can be
avoided by modifying the sizes of springs by arranging the springs in pairs and fitting one
inside the other.
If one spring fails the valve is held up and is not damaged by striking the piston.
The thickness of individual springs can be reduced as against original thickness.
Normally two springs of different vibration characteristics are chosen.
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.
3.
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.
4.
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.
5.
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.
6.
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 is a Coalescer?
9.
10.
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.
11.
12.
Lubrication
Seal the clearance spaces between the discharge and suction sides of the compressor.
Act as a coolant.
Actuate capacity control.
Dampen the noise generated by the compressor.
What are the various windlass safeties?
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).
13.
a. Overload alarm.
b. 200% insulation in motor.
c. High temperature alarm.
d. Self-starting after power failure.
e. Short circuit trip.
f. Phase failure alarm.
g. One of the steering motor is fed from the emergency bus.
Hydraulic side there is two trips
a. Low level cutout
b. High lube oil temperature cutout.
14.
Current to motors field coils passes through solenoid coil of a brake which is magnetized and
holds a brake against spring and releases the rotor. Incase of power failure the solenoid is
demagnetized and brake is applied.
SAFETY:
a. Limit switch on the fwd, aft, port, stbd, hoisting and lowering prevents movements
more than the allowed limits.
b. Overload trip.
c. Dead mans handle.
d. Guards over the pulley.
e. Locking device on the lifting hook.
f. Mechanical locking (to avoid crane movement during heavy weather)
15.
It is the pressure at which gas will just liquefy at its critical temperature.
16.
It is the temperature above which the gas cannot be liquefied under isothermal compression.
17.
18.
Relief valve
Fusible plug
Drain
Low pressure alarm
What happens if fuel pump leaks?
a.
b.
c.
d.
e.
f.
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 across the neutral such that constant system pressure and
hence a constant motor torque is maintained whilst both drawing in and paying out.
20.
21.
a.
b.
c.
d.
e.
f.
g.
h.
22.
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
What is the normal relief valve setting of cylinder head in a diesel engine?
10 ~ 14.5% more than the working pressure about 120 bar (some what higher than
maximum pressure)
23.
24.
a.
b.
c.
d.
e.
What actions do you take incase of stern tube of the ship starts leaking?
a.
b.
c.
d.
e.
26.
a. Close the outlet of the distillate pump, vacuum breaker valve, bottom blow off valve
and feed water valve
b. Inject air into the evaporator shell
c. Keep the shell pressed up to about 1.0bar gauge
d. Sprinkle soap solution on to the jointings, packings, and suspected areas of the shell
27.
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)
e. After burning
f. Faulty fuel injection system (more penetration or loss of atomization)
28.
What are the reasons for black smoke from a diesel engine?
a.
b.
c.
d.
e.
f.
g.
h.
i.
29.
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.
31.
What is a node?
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.
32.
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
33.
How can the frequency of resonance, the forcing impulses and the resultant
stresses adjusted?
a.
b.
c.
d.
e.
f.
34.
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.
35.
36.
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
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.
38.
What are the methods to cope up with the second order moments?
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.
39.
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.
41.
What are different types of the top bracing for a diesel engine?
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.
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 the nonuniform wake field.
Remedy: modify crankshaft natural frequency by adjusting the diameter. Use a torsional
damper.
44.
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:
a. Relatively short shafting system
b. Probably no turning wheel
c. Turning wheel with low inertia
d. Large diameter of the shafting
e. Without barred speed range
45.
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:
a. Turning wheel may be necessary on the crankshaft
b. Turning wheel with a relatively high inertia
c. Shaft with relatively small diameter (shaft material has to be of high UTS)
d. With a barred speed range of about +/- 10% w.r.t the critical engine speed
46.
48.
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
49.
Why a crankcase relief door is not fitted in the refrigeration compressor
crankcase?
a.
b.
c.
d.
50.
a. To avoid carry over 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)
51.
52.
Misalignment of the shaft, worn out bearing, foundation bolts loose, hydraulic clearances not proper on the impeller, coupling bolts / seating damaged, bottom bush worn out, heavy
objects/debris deposits, and corrosion/erosion on the rotating parts
53.
55.
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
56.
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
57.
What is the function of the back pressure valve in the refrigeration system?
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
58.
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
59.
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
60.
61.
63.
64.
65.
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
Disadvantages:
a. Increased cost of the lube oil (about 6~12 times)
b. Poor availability
Uses:
a. Air compressors
b. Purifiers
c. Hydraulic units
66.
68.
69.
TBN reduces
Viscosity reduces
Flash point reduces
Oxidation increases
Water content high
Insolubles increase
Dispersancy increases
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 2xdia of the shaft for oil cooled stern tube bearing
4xdia of the shaft for sea water lubricated stern tube bearing
70.
71.
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.
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Why tie rods are placed close to the centerline of the crankshaft?
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.
73.
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.
74.
75.
What is a pH value?
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.
pH value = log [1/H+]
If the water temperature is increased, the concentration of the hydrogen ion increases and
hence acidity.
76.
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. More over 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.
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.
78.
Why intercooling is provided in an air compressor? And why is the
compression distributed into stages?
a. By employing the interstage 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 achieved over the cycle.
79.
80.
If viscotherm is absent or damaged how do you maintain the fuel oil
viscosity?
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.
81.
What are the reasons for the error between the helm order and the angle
shown locally on the steering gear unit?
a.
b.
c.
d.
82.
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
83.
84.
How will you decide for reentry into the engine room after flooding it with
Re-entry is determined by
a. Heat build up 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
86.
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?
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.
87.
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.
89.
HP cut out
Differential lube oil pressure cutout
LP cutout
Relief valve in the condenser
Belt driven
Cylinder head relief valve
Cooling water low flow/high temperature alarm
Motor overload
Oil separator
Drier
Mech. Seal
Unloaders /capacity controllers
Non return shut off valves
Sensors temperature, pressure
90.
How will you know the presence of air in the refrigeration system? Explain
the procedure for purging air
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
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,
Then,
d. 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
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
92.
95.
Silicon steels
100.
This is
a.
b.
c.
d.
e.
f.
g.
h.
103.
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.
105.
106.
107.
What are the usual pressures to which the boilers are tested?
New boilers, if > 6.9bar working pressure, 1.5xdesign pressure
If < 6.9bar working pressure, 2.0xdesign pressure
After major repair, 1.25~1.5x working pressure, duration of the testing: 30Min.
108.
a.
b.
c.
d.
e.
109. Differentiate between the terms priming and foaming with reference to their
occurrence in a steam boiler
Both refer to the carry over of water into the steam outlet. Priming is due to the
mechanical/physical aspects and the foaming refers to certain insouble/solubles 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.
110.
a. Elasticity:
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Hardness: Resistance to abrasion
Plasticity:
Toughness: Ability to absorb maximum energy before fracture
Ductility: Ability of the metals to deform plastically under tensile force
Stiffness: Ability to withstand deformation
Malleability: Ability of the materials to deform plastically under compressive force as
in forging or rolling
Resilience: Resist shock and impact
Brittleness: Tendency of the material towards brittle fracture. Brittle fracture is the
failure of the material without plastic deformation
Creep: Plastic flow under constant load application or heat
Weld ability:
Endurance: Ability to withstand alternating stresses
Cast ability:
Strength: Ability to withstand rupture
What is a tie rod bolt pinch screw? And what is its purpose?
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 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.
112. What is the course of action after finding that a bottom end bolt is
slackened?
a.
b.
c.
d.
[H2O formed by the hydrogen in the fuel oil cannot exist as water at the high temperatures
in an internal combustion engines. The water formed by the combination of hydrogen and
oxygen absorb the heat from the combustion and forms steam. Therefore, some amount of
available energy is lost in converting water into steam. This energy is not available to the
engine.
Therefore, the calorific value of the fuel reduced by this amount presents the actual calorific
value available to the engine.] - This definition is given by reeds and I feel this has
to be altered after looking into the MANBW manual, which provides a graph to
calculate the Lower calorific value based on the Specific Gravity and Sulfur content.
Therefore, the amount of heat loss due to the inclusion of sulfur, which cannot be separated
by normal fuel oil treatment and its subsequent oxidation to SOx warrants the entire calorific
value to include correction for corresponding fuel content in a specific mass of fuel sample
Explain gear pumps w.r.t the materials used and the clearances
ADVANTAGES:
a. 100% contact on uneven surfaces
b. Cheaper to install as no hand fitting is required
c. Dont corrode and are resistant to most of the chemicals
d. 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
e. Avoid vibrations
DISADVANTAGES:
a. Overstressing of the bolts causes the resin to shatter and break
b. Maximum temperature is limited to about 80C
116.
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
These are considered to be the hardened materials by the process of metallic cementation
Nimonic: carbon, chromium, Titanium, Aluminium, 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
118.
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.
119.
a.
b.
c.
d.
e.
f.
g.
h.
i.
120. What is viscosity? Differentiate between the kinematic viscosity and the
dynamic viscosity
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.
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.
122.
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.
123.
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)
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:
a. Slow down the engine, inform the bridge
b. Take permission from the bridge for stopping the engine
c. Continue running the engine lube oil pumps
d. 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
e. Turn the engine by turning gear with the indicator cock opened to prevent seizure of
the hot spots
f. Stay clear of the crank case specially in the region of the relief door to the
turbocharger suction
g. Dont open the crank case door until sufficient time has elapsed
125.
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
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 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.
131.
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.
MgSO4 + 2Na3PO4
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.
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 stochiometric 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.
132.
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
134. What is a pressure-vacuum valve and why cant it be used to vent the cargo
vapors during loading?
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.
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.
135.
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.
136.
a.
b.
c.
d.
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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
Face of the man hole is to be checked for pitting marks
Drain should be clear
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.
Check for leaks at the mounted valve glands/flanges, carry out inspection of the valve
face and seat for wire drawing effect
A timing check with the air bottle completely charged and isolated will give a good
idea of the intactness of the pressure vessel
The safety/relief valve setting to be inspected as per the class requirement
Regularly check the alarms and monitoring equipment for proper functioning
Explain the air bottle entry procedure
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
138. What action should be taken in case of corrosion/wasting observed on air
bottle?
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 revarnished as above. The air bottle has to be
derated.
Incase 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
139.
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 incase of vacuum inside cargo tanks and outside on to
the deck incase of over pressurization inside cargo tanks. Usual set values of PV breaker are
+1800mmHg on high pressure and -700mmHg on vacuum side.
CHECKS:
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:
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 and
re-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.
141.
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 reamed 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
ELONGATED
HOLE IN
BOILER FEET
SLIDING FEET
OUTLINE OF
BOILER
Lock Nut
Boiler Feet
Steel Liner
Foundation Bolt
142.
The answer lies above. This is a closely fitted bolt. 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.
Some times 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.
143.
What is the material of main steam piping and explain how it is supported?
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.
144. Soon after complete overhauling a generator engine, its lube oil consumption
increases. What checks do you carry out in this regard?
a. Check that the lube oil system valves are set back to normal, and that the concerned
valves are correctly holding
b. Verify dip stick bottom for any blockage which can give erroneous results
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
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.
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,
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.
151.
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.
152.
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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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%
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.
153.
R e-eva p orato r
R ed u cin g v/v
E vapo rato r
S en sin g Lin e
S u ction sole n o id v /v
E xp an sio n v /v
D rain
D rain
H ot G as S o len o id v/v
Liq u id S ole n o id v /v
A /C C om p re sso r
E le ctric M o to r
C on d en ser
T o O th e r E v a p ora to rs
Two kinds of hot gas defrosting systems by pass line are shown here.
A by pass line hot gas defrosting system as above. This can be carried out for one
evaporator coil when others are in use.
Below is another type of hot gas defrosting system which is also called reverse cycle
defrosting system and is used when all the evaporator coils have to be defrosted.
Evaporator
Defrost circuit
Drain
Check v/v
Expansion v/v
Electric Motor
Four
way v/v
Reservoir
Condenser
Check v/v
Expansion v/v
154.
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
155.
a. Order the drills in consultation with the personnel routinely working with the tools
b. Take the inventory of the drills, estimate the consumption of each drill, analyze to
ensure that excess inventory is not kept
d. Regarding the technical specifications follow the instructions as per the ordering book
viz. IMPA/ISSA
e. Some aspects should be looked into before arriving at a conclusion, these are:
a. Material of the tool and the intended nature of its work, like for light or heavy
duties
b. Industry specification like DIN, JIS, BIS etc.,
b. Length of the drill, normal or extra length
c. Cutting angle, standard angles are 118 & 135 degrees
d. Nature of twist, right handed, left handed, spiral etc.,
e. The shank shape, tapered, straight or S cut
f. Number of flutes
g. Drills and counter sinks
h. Reputation of the company and cost
i. 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
157.
What checks do you make if a compressor trips on low lube oil pressure?
159. What are the instructions you would give to the watchkeepers regarding
boiler?
a.
b.
c.
d.
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Maintain the hot well temperature about 85C
Check the hot well level and maintain it
Atomizing steam pressure should be monitored
Fuel oil pressure, temperature, the fuel oil pump its suction pressure
Amperage drawn by the related motors like FD fan
What is the procedure of conrod removal from a main engine?
[Courtesy MANBW]
a. Turn the engine to BDC.
Dismount the nuts from the
crosshead bearing studs
b. Mount the shackles in the top
of the crankcase in the lifting
brackets, in the athwart ship
direction, and suspend two
tackles
c. Turn the crank to TDC.
Dismount the crankpin
bearing cap, and remove the
bearing cap from the engine
d. 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
e. Mount the lifting
f.
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 BOD?
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.
165.
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.
166.
The principle of viscotherm is that a drop in pressure of a fluid of laminar flow, across a tube
is directly proportional to its viscosity.
In a viscotherm, a sample of the fuel is pumped at a constant rate through a fine capillary
tube. As the flow through the tube is laminar, pressure drop across the tube is proportional
to its viscosity. Tapping points are provided to enable the pressure difference to be
measured by means of a differential pressure gauge. The gauge is calibrated directly in
terms of viscosity. A differential pressure transmitter provides an analogue of viscosity to a
pneumatic controller, which regulates the supply of fuel heating.
167.
The bearing sliding surface is machined at the mating faces of the upper and the lower shells
to create bore reliefs. Their main objective is to compensate for the misalignments, which
could result in a protruding edge (step) of the lower shells mating face to that of the upper
shell. Such a protruding edge can act as an oil scraper and cause oil starvation
Osmosis describes the process whereby a fluid will pass from a more dense 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.
The fig. shows an experiment to show the effect of Osmosis
(Osmotic head). When the jar is immersed in the
concentrated solution the liquid inside jar increases due to
diffusion of liquid from the concentrated solution to the clean
water inside the jar, which is reflected as an increase in the
water column. This increment in the water column is the
Osmotic head.
171.
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.
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).
174.
175. What are the reasons for a lot of deposits in the scavenge space of a marine
engine?
The usual reasons for a lot deposits in the scavenge space of a marine engine are
a. Chocking of the scavenge drains
b. Blow-by due to broken or sticking piston rings
c. Excessive liner wear
d. Faulty injection due to altered timing, bad fuel or incorrect atomization
e. Blow back of exhaust due to increased exhaust back pressure
f. Leaking piston stuffing box
g. Excessive cylinder liner lubrication
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How does a leaky piston manifests as in an indicator diagram?
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.
177.
Some points are to be taken into consideration for engine operation with turbocharger out of
operation:
a.
b.
c.
d.
e.
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
Purifier
A centrifuge for separation two liquids of
different densities
Sealing water is added to a purifier to
establish a seal
Clarifier
A centrifuge for separation of solid particles
from a liquid
No sealing water is added
maverickshippy@yahoo.com
A smallest of the gravity discs provided,
called a clarifier disc is fitted and requires no
alteration
Interface is not required but is established if
water is present and moves inwards
Water outlet is normally closed by the
clarifier ring
Provided no water, particle separation is
good
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 sometime 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 build up 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.
183.
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
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
a. Take the fuel oil flow meter readings for a specific time interval usually for an hour
b. Calculate the volume (difference between the above readings)
c. 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
d. Calculate the mass of the fuel consumed by multiplying the results in b and c
e. Calculate the shaft power of the engine during this interval of time, take an average
value
f. 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
189.
Limi
t
Category ISO - F
DMX
DMA
Visual
Max
Min
Max
1.40
5.50
890.
0
1.50
6.00
Flash point, C
Min
43
60
DM
B
900
.0
11.
0
60
DMC
920.
0
14.0
60
Max
Max
Max
Max
Min
-16
1.0
45
-6
0
1.5
40
0
6
2.0
35
0
6
2.0
-
Max
0.30
0.30
Max
2.50
Max
0.01
0.01
Max
0.3
0
0.0
1
0.0
7
0.3
-
0.05
-
UNITS LIMIT
DENSITY @ 15C
kg/m
VISCOSITY @ 100C
mm2/S Max
Max
RMA RMB RMC RMD RME RMF RMG RMH RMK RMH RMK RML RMH RMK RML
45
45 55
55 55
10 10
10
15 25 25 35 35 35 45
975
981 981 985 991 991 991 991 1010 991 1010 15
25
25
35
35
35
45
991 1010 -
10
10
10
50
50
50 100 225 225 390 390 390 585 585 585 810 810 810
45 45
55
55 55
FLASH POINT
Min
60
60
60
60
60
60
60
60
60
60
60 60
60
60 60
MAX
24
24
30
30
30
30
30
30
30
30 30
30
30 30
Max
24
24
30
30
30
30
30
30
30
30 30
30
30 30
MCR
%m/m Max
10
10
14
14
15
20
18
22
22
22
22 --
22
22 --
ASH
%m/m Max
0.1
0.1
0.1
0.2
0.2
0.2
0.2 0.2
0.2
0.2 0.2
WATER
% V/V Max
0.5
0.5
0.5
0.8
SULFUR
%m/m Max
3.5
3.5
3.5
VANADIUM
mg/kg Max
150
150 300 350 200 500 300 600 600 600 600 600 600 600 600
mg/kg Max
80
80
80
%m/m Max
0.1
0.1
0.1
80
80
80
80
80
80
80
80 80
80
80 80
0.1
0.1
0.1
0.1
0.1 0.1
0.1
0.1 0.1
Density
Grades RMA 10 to RMA 15 have a restricted density so as to give acceptable ignition quality
characteristics when empirically determined from either the Calculated Carbon Aromaticity
10
15
25
35
45
55
50
100
225
390
585
810
Carbon residue
The carbon residue of a fuel depends on the refining processes used in the manufacture.
Two grades have no defined carbon residue or density limit (RML 45 and RML 55), a
maximum of 22 per cent m / m applies to Rmh, RMK, 35, 45, and 55, while a limit of 18
per cent m / m applies to RMG 25. The lower limits for viscosity grades 10, 15 and 25
reflect the use of diluents to cut back heavy residual fuel to produce light intermediate fuel.
Ash
In general there is a relationship between the specified ash level in a residual fuel and that
for vanadium. This is because vanadium is the major ash forming component in residual
fuel.
Water
The specification limit for water in residual fuel is based on traditional limits. Excessive
water represents a loss of energy to the fuel purchaser, potential engine operational
problems and possible waste disposable problems.
Sulfur
Sulfur limits in residual fuel provides guidance to lubricant suppliers as to the level of
alkalinity required to neutralize corrosive compounds originating from the combustion of
sulfur.
Vanadium
The level of vanadium in residual fuel depends on the source of crude oil and the refining
process used in manufacture. On a global basis this varies considerably, from 50-100mg /
kg to over 500mg / kg, and the specification differentiates between low and high vanadium
fuels, such as RME 25 and RMF 25.
Catalyst Fines
The purpose of a control for aluminium and silicon is to limit the amount of catalyst fines
delivered with the fuel. Globally, the composition of catalyst fines varies considerably and
can be controlled using limits for aluminium and silicon, considered better than the
historical method of just controlling the level of aluminium.
Sediment
Total Sediment Potential (TSP) provides a measure of the stability of a fuel.
Following are the points to be looked at when using new bunker
a. Start consuming the fuel only after the fuel analysis report from a shore lab with
recommendations is available
b. Bunkers should be stored in the bunker tanks above the minimum transferable
temperature mentioned by the shore lab
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.
196.
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
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.
199.
What are the reasons for engine running on air but failing to run on fuel?
a. Fuel pump valves are leaking: valve cages leaking, dirt in fuel, governor gear
jammed and holding valves off seats, faces require grinding
b. Fuel system not properly primed: water in fuel, air left in system, leaky valves,
priming connections left open
c. Fuel oil supply restricted: suction strainers dirty, gravity tank empty, vacuum in
gravity tank, valve in suction line not fully open
d. Fuel injection pressure too low: spill valve jammed, priming valves left open
e. Rotational speed on air too low: starting air pressure too low, starting air restricted,
cylinder head valve leaking, tight bearings
f. Compression pressure too low: piston rings leaking, indicator cocks open, cylinder
head valve leaking
g. Timing of fuel pumps incorrect: fuel pump plungers not functioning properly(spring
return type), incorrect spill valve timing
h. Speed governor jammed: inertial weight jammed, trip pawl not engaging,
connecting mechanism not properly adjusted
maverickshippy@yahoo.com
What are the lube oil properties of a diesel generator engine?
a.
b.
c.
d.
e.
f.
g.
The signal out put 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)
202.
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 bar.
d. Blow down at 3% of lifting pressure.