13.

MANOEUVRING, STARTING & REVERSING

1. CAMSHAFT TIMING CHAIN DRIVE

1. CHAIN DRIVE

 Chain drive is used to transmit the power drive from the crankshaft to
the camshaft.
 An intermediate wheel (for fuel pump and exhaust cam drives) serves
as a guide, while an adjuster wheel serves to adjust the chain. The
intermediate wheel may be connected to a separate chain for driving
motion to the lubricators, governor, air distributor, etc.

2. CHAIN DRIVE ADVANTAGES

1. Easy timing adjustments are possible.

2. Maximum flexibility exists for positioning the gap between driven
equipment.
3. Its cost is economical and very few spares are required.
4. It has a very high drive efficiency (98 %) and can cope with a
certain extent of misalignment due to axial movement of shafts.

3. CHAIN ELONGATION
 Elongation or stretch of the chain is due to the wear between
pins and bushings, roller and sprocket wheel, and between
bushing and rollers.
 Elongation changes the camshaft position with respect to the
crankshaft Fuel and valve timings depend on the camshaft
position and are altered due to chain elongation.
 Maximum elongation allowed is 2%. At 1.5% elongation renew
the chain.
 Elongation is checked on a ‘taut’ chain by measuring the length
of a number of links from pin centre to pin centre. It is the
difference between measured length and new chain length.

3.1. SLACK CHAIN

 It results in excess strain during starting and reversing.

 There is a greater shock loading during normal running and
retarding of timings in both directions due to backlash,
especially during maneuvering and load changes.
 Vibration in addition to cyclic stresses may cause possible
fatigue failure.

3.2. TIGHT CHAIN

4.
 It results in overloading of the chain wheel bearings. This gives
rise to wear on rollers, links and bearings; and can cause
cracking of links.
 5. CHAIN TIGHTENING

4.1. CHECKING TIGHTNESS

 Turn the engine so as to slacken the longest free lengths of the chain.
 At the middle of the longest face length of the chain, pull the chain
away from the guide bar.
 The limit of slackness is half to one chain pitch link.
 If too slack or too tight, adjust the chain tension. Adjustment is done
for slackness of 1 pitch length.
6. TIGHTENING PROCEDURE

1. The engine is turned so that slackness is on the same side as

the tightener unit.
2. Loosen nuts A, B, C and D.
3. Tighten the nut C till the free length is reduced by the dimension
as per the manufacturer’s guidebook.
4. Chain tightener bolt is moved, and the chain is tightened.
5. Lightly tighten nut B against pivot shaft face, while checking that
the spring is not further compressed, since compression reduces
chain tension.
6. Tighten nut A and lock with lock nut and tab washer.
7. Tighten nut C until the spring thrust disc bears against the
distance pipe of the bolt.
8. The spring is further compressed, but this tension is not
transmitted to the chain on account of the already tightened nuts
A and B.
 9. When the thrust disc presses tightly against the distance pipe,
the nut C is further tightened to manufacturer’s dimension
setting ‘D-2’.
10. Tighten lock nut D, locking both nuts with tab washer.
 

7. CHAIN INSPECTION

1. Check chain teeth wear at point 1, as shown in the figure. Place a

short straight edge plate, cover the points A and B, and measure
wear at point 1.
2. Scratches on teeth sides due to the side plates are normal.
3. Check for cracks on the possibly defective rollers and side
plates.
4. Check for seizure.
5. Check the rollers run freely and links move freely on pin and
bush.
6. Check for one complete revolution.
7. Check bolt, screw and nut connections.
8. Check lube oil pipe for damage and jet nozzle for deformations.
9. Check rubber track of guideways for cracks.

7. CAMSHAFT READJUSTMENT AFTER CHAIN TIGHTENING

 Readjustment of the camshaft’s angular position will be required
to be done, in case of repeated chain tightening, as this causes
the camshaft position to be altered with respect to the
crankshaft.
 The limit is 2 degrees increase in lead angle over the initial
angular position.
7.1. PROCEDURE
1. Turn crank throw of No. 1 cylinder to TDC.
2. Check camshaft angular position using the pin gauge and
marking.
3. Remove plug screws for hydraulic oil connection in the coupling
flange.
4. Mount snap-on hydraulic connectors and piping to the hydraulic
pump.
5. Apply hydraulic oil pressure to float the coupling (coupling floats
when oil seeps out along shaft below coupling flange).
6. Turn and adjust coupling with a special spanner and check
position with pin gauge.
7. Release oil pressure after finishing.
8. Wait for 15 minutes before plugging oil holes so as to allow the
coupling flange to set again.
 

9. CAMSHAFT

 Cams are positioned on camshaft by shrink fit, integral, or keyed for

positive positioning. They are carried by a series of camshaft bearings.
It comprises of a number of camshaft sections. The sections are
 assembled by means of flange couplings, which are joined together
with fitted bolts and nuts.
 The cams for fuel pump and exhaust valves are mounted on the
camshaft. The indicator drive cams are also mounted on the camshaft
in engines where indicator drive is provided for taking indicator cards.
 The camshaft rotates at the same speed of the crankshaft. Crankshaft
drives the camshaft through a chain or gear drive, which is fitted at the
end of the camshaft.
 The chain wheel or the drive gear is fitted at the aft end of the
camshaft. The camshaft drives the cylinder lubricators and the starting
air distributor.
 The gear drive consists of sequential arrangements of gear train with
idler gears in between. Drive wheel gear is attached to the crankshaft
and it is connected to camshaft through idlers and gear train.
Lubrication is affected by lubricating oil sprayers, which are fed by
main lubricating oil circuit.
 If the engine camshaft is built for axial or rotary displacement for
reversing, a spur gear train drive is convenient. Chain wheel drive is
used in engines where the cam roller is shifted for reversing.

2. CAM REVERSING MECHANISM

1. REVERSING REQUIREMENTS

 Repositioning of the following cams are required for the correct firing
sequence according to the reverse direction:
1. Fuel Cam
 2. Air Distributor Cam
3. Exhaust Cam.
2. FIRING ORDER OF CYLINDERS

 The purpose of a firing order is to relieve the crankshaft journals

between adjacent cylinders from excessive loads, unavoidable if
these cylinder loads would fire in succession.
 It provides better and regular crankshaft rotation when firing in
equal intervals.
 The firing order sequence in the reverse direction can be as
follows:
 6-Cylinder 2-stroke engine:
1. Ahead Firing Order 1-5-3-4-2-6
2. Astern Firing Order 1-6-2-4-3-5

3. REVERSING METHODS

1. Camshaft is rotated with respect to crankshaft

Example: RD & RND Engines
2. Camshaft is stationary, but cams are turned
Example: RTA engines
3. Camshaft is displaced in the axial direction
Example: 4-stroke engines
4. Shift in the contact position of the fuel pump roller
Example: SMC engines.

3.1. RD ENGINE REVERSING

 Fuel and Start air distributor cams get repositioned by a common

hydraulic servomotor which turns the camshaft by 98 degrees in the
 opposite direction relative to the crankshaft Here, the engine is
stationary, and the camshaft physically rotates by 98 degrees.
 Exhaust rotary valve cams get repositioned by another hydraulic
servomotor connected to the camshaft drive, which turns the rotary
valve cam by 160 degrees in the opposite direction. In RD engines,
since rotary exhaust valves are used, the timing is asymmetric about
BDC and repositioning of exhaust cams is required.

3.2. RND ENGINE REVERSING

 Fuel and Start air distributor cams get repositioned by a common

hydraulic servomotor, which turns the camshaft by 98 degrees in the
opposite direction relative to the crankshaft.

3.3. RTA ENGINE REVERSING

 In these engines, the fuel, air and exhaust cams are fitted on the main
camshaft. Hence the camshaft cannot be repositioned, as this will not
provide the correct repositioning of all three types of cams i.e. fuel, air
and exhaust cams. Hence, the solution is to reposition only the cams,
whilst the camshaft is stationary.
 Fuel Cams are turned by 70 degrees in the opposite direction while the
camshaft is stationary. The cams are mounted on a reversing
 servomotor, which is mounted on the main camshaft. One servomotor
is used to reposition two fuel cams.

3.3.1. RTA REVERSING SERVOMOTOR FOR FUEL CAM

 It is a mechanism to turn and reposition cams for the reversal

sequence of firing. As shown in the figure, each reversing servomotor
has three pipe connections:
1. for sending oil pressure ‘in’ for ahead direction.
2. for draining oil ‘out’ for astern direction.
3. for control pressure, which gets pressurized only when the flap is in
the end position.
  The control air pressure is ‘nil’ during reversal as it is connected to the
side of the flap where pressure to relieve is acting. This control air
pressure can be used as a signal to cut off fuel.
 Start Air Distributor Cams are turned by 98 degrees in the opposite
direction by a separate servomotor, while the camshaft is stationary.
 Exhaust cams are symmetrical about BDC (since exhaust valves are
used and not exhaust rotary valves). Hence, no repositioning is
required. Exhaust cams are on the same shaft as the fuel cams.

3.4. MC ENGINE REVERSING

1. Air Distributor
 The engine drives a rotary disc (distributor) which can be turned by
the reversing angle by means of a reversing pneumatic cylinder.
2. Fuel Cams
 The fuel pump roller (not the cam) is shifted by a pneumatic cylinder.
Fuel cam is of inverse type. Each fuel pump roller has an individual
pneumatic cylinder. During reversing, the cylinder gets pressurized
pneumatically and moves the pump roller position. After completion,
the cylinder is depressurized and vented. The rollers are of self-locking
type in their end position. The shift of all fuel pump rollers take place
during the first revolution of the engine while still on air. After shifting
of rollers is done, this end position of the rollers is sensed by limit
switches which gives an indication in the control room that reversal
has taken place.
3. Exhaust Cams
 They are symmetrical about BDC and are on the same camshaft as the
fuel cams. Repositioning is not required for exhaust cams.
3.4.1. LOST MOTION

 It is the loss in motion caused due to the camshaft turning opposite to

the required direction when the engine is being reversed. It is used in
Sulzer engines.

3.4.2. GAIN MOTION

 It is the gain in motion caused due to the camshaft turning in the same
direction as the required direction when the engine is being reversed.
It is used in B & W engines.

3.4.3. GOVERNOR BOOSTER

 It serves the purpose to boost the hydraulic pressure required for the
governor to push the fuel racks when starting.

2. ENGINE PRE-START CHECKS

4. BEFORE ENGINE STARTING CHECKS

 The main propulsion plant engine can be operated from any of the
following locations:
1. Bridge
2. Engine control room
3. Emergency control station
 The propulsion plant has to be prepared before starting. The various
auxiliary systems are checked, and the required pumps are started
well in advance. Normally, two hours’ notice is given for making the
plant ready for operation.

5. AIR SYSTEM

 Ensure both the compressors are in working order and charge

both air bottles to the required pressure. Drain water from the
starting air system and open the system valves. Drain water from
the control air system and ensure air pressure after the reducer
is normal. Check the control air dryer system for proper
functioning.
 In case of pneumatic exhaust valves, check whether the air
system valves are open, and the system is pressurized. The
control air for the exhaust valve should be available before
starting the lubricating oil pumps. This is to prevent exhaust
valves opening too much.

6. LUBRICATING OIL SYSTEMS

  Check the oil level in lubricating oil sump tank, cylinder oil tank,
turbocharger and governor. Start the lubricating oil pumps for
the engine. Start the purifier from sump to sump. Check the oil
pressure and oil flow through sight glasses for piston cooling
and turbochargers. Operate the cylinder lubricators manually.

7. COOLING WATER SYSTEMS

 Check the level of water in the main engine expansion tank. Start the
jacket cooling water pump and check the pressure. The jacket cooling
water is preheated, and the temperature is maintained above 50°C.
 Check all the system valves to and from coolers are open. Start the
main cooling seawater pump and check the pressure.

8. FUEL OIL SYSTEM

 Check level and temperature of fuel in the settling and service tank
and start purifier if necessary. Start the fuel oil supply pump,
circulating pump and check the pressures. Start the viscosity regulator.
Open the steam valves for the heater and maintain the temperature
above 130°C. The injection temperature depends on the viscosity of
the fuel being used. The viscosity of fuel at the injection should be
maintained as recommended by the engine manufacturer.
 In engines where heavy fuel oil is used for manoeuvring the fuel oil is
circulated and temperature is maintained even when the engine is
stopped.

9. DRAINS

 Check the air cooler drains, scavenge air drains and turbocharger
drains are closed.
 
10. TURNING AND BLOWING THROUGH

 Take propeller clearance from the duty officer before turning the
engine. The engine is turned slowly using the turning gear with
the indicator valves open. The main bearings are lubricated
hydro dynamically and turning the engine will ensure lubricating
oil is distributed properly in the bearings.
 Disengage the turning gear and turn the engine with air to blow
through any accumulated fuel or lubricating oil inside the
cylinders.
 Turning the engine and blowing through the engine should be
carried out within thirty minutes before starting. Now, the engine
is ready for starting. Inform second engineer or Chief engineer as
per the Chief engineer’s standing order.

11. TURNING GEAR, PROPERLY ENGAGING AND

DISENGAGING

 Bear in mind that when the turning gear is engaged, the coupled
propeller turns too, hence take clearance from Deck watch
keepers as per your shipboard procedures before engaging the
turning gear (danger in surroundings).
 Check carefully, that no personnel as well as components (tools
devices) are situated in the danger area (crankcase, piston
underside, propeller shaft etc.).
 When using the turning gear, the indicator valves in the cylinder
covers must be opened. In case the air spring system is not
under pressure, the indicator valves may remain closed. If
possible, the lubricating oil pump should also be running.
However, the oil pressure cannot fully build up when the exhaust
valves are open.
  Engaging and disengaging mechanisms for each engine would
be different and the operating manuals should be referred to.
 

12. SALIENT POINTS FOR PREPARING MAIN ENGINE FOR A

VOYAGE

 Warming through and getting the plant ready for voyage,

including taking propeller clearance from the bridge, manually
lubricating the cylinders, cylinder blowing through, keeping the
air-bottles pressed-up, running two generators in parallel during
manoeuvring et al.
 A propulsion plant of any ship does not merely constitute the
main engine but also associated auxiliary machinery and thus
involves preparation. Following are merely a reference guide and
the procedures can and will vary as per different ship types and
machineries onboard. In any case the process outlined in
shipboard Safety Management System (SMS) would take
precedence.
1. Chief Engineers standing/daily instructions book and watch
keepers handing over records checked
 The standing orders of the day, any special orders of handing
over watch keepers relating to the ship operations, maintenance
functions, repairs to the ship’s machinery or control equipment
are directly linked to the safety of personnel involved and to
identify and eliminate potential hazards.
2. Start stand-by A/E and take on parallel load.
3. Ensure that FO tanks feeding Auxiliary engines and Main Engine
are checked and the fuel temperatures are as per shipboard
operating procedures.
4. Check Main Engine jacket cooling water header tank levels, and
that temperatures are maintained by keeping the fresh water in
circulation. For warming through the main engine, certain diesel
plants have the provision of running the auxiliary engine(s) fresh
cooling water outlets through the main engine, with the main-
engine cooling water outlet, joining-back the entry of fresh-water
to the same auxiliary engine(s).
 It is to be noted that water will expand when the jacket water
temperature rises and reaches operating levels and if the header
tank is full, it will overflow. Allowance should be kept in the
header tank accordingly.
5. Check L.O levels in Maine Engine sump, in Turbochargers and
cylinder oil lubricators and the daily consumption tank
6. Ensure the boiler is in auto mode. Start boiler water circulating
pumps
7. Press up air bottles and blow off any moisture from the system
(including control air bottle, if separate)
 Ensure that compressors are in auto mode

8. Start all the associated machinery like L.O(Main Crosshead,

Camshaft, as applicable), F.O. (Supply pump, booster pump) ,
Cooling water/oil pumps required for ME operation
9. Check turning gear is disengaged. Take a full round of engine
room to check for any abnormalities
10. Obtain propeller clearance from Bridge and turn the engine
on turning gear. Operate cylinder lubricators manually in
advance.
11. Check if the Main Engine control system is on and the
same is in auto mode. Ensure oil mist detector is powered on.
12. Test the controls (i.e. the telegraph) if the main engine
operations are ought to be done from the Engine room. Test and
 establish two-way communications with wheelhouse. Check for
any alarms in the main engine and associated machinery panel.
13. Open the main air starting valve
14. Blow through the ME to check for water ingress and try out
on fuel on Ahead/Astern directions
4. MANOEUVRING DIAGRAM – STARTING, REVERSING AND
MANOEUVRING (RND ENGINES)

1. MEDIUMS

2. Start air at 30 bar pressure is supplied from the start air bottle when
the main bottle isolating valve is opened. Start air reaches the
 automatic valve (in closed position) and the pilot valve through the
turning gear interlock block valve.
3. Lube oil at 6 bar pressure.
8. STARTING

2.1. STARTING INTERLOCKS

 These are mechanical linkages or devices which will not allow

further operation until they receive an input signal that the
predetermined conditions are fulfilled.
 The following interlocks are placed in the starting system:
1. Turning gear is disengaged
2. Complete reversing is achieved
3. Correct running direction is done
4. Lube oil pressure is sufficient
5. Spring air pressure is sufficient
6. Auxiliary blower is on ‘auto’.

2.2. RUNNING DIRECTION INTERLOCK

3.
 It is an interlock which prevents admission of fuel to the engine,
if the running direction of the engine does not match with the
telegraph lever.
 It is fitted at the forward end of the fuel pumps.

2.3. TELEGRAPH LEVER ACTION TO FREE START LEVER

 The Bridge gives a telegraph order which is acknowledged with

the telegraph lever 15 in the engine control room.
 The telegraph lever sets the required running direction by turning
the reversing control valve 23 to either ahead V, stop U or astern
R positions via linkage J.
  Lube oil at 6 bar pressure 19 now passes through the reversing
valve to the camshaft reversing servomotor oil passages 2 and
turns the camshaft.
 Only when the camshaft has reached its end position, the
running direction interlock 1 will allow oil pressure to the starting
lever blocking device 14 via line A. This frees up the starting
lever 16 for movement.
 
2.4. FREEING UP OF FUEL LEVER

 Simultaneously with the above operation, the lube oil pressure

supply goes along line B to the slide valve 13 and then to the fuel
cut out cylinder 17 to free up the fuel control linkage along line C,
so as to take up the position as per the load indicator setting 22,
which is set up by the fuel lever 21.
 This freeing up of the fuel lever assumes that the safety cut out
pressures are met.
 
2.5. SAFETY CUT OUT DEVICE

 A safety cut out device 20 is set to ensure that the lube oil, jacket
cooling and piston cooling water pressures are above the
predetermined setting.
 In case any of the pressures are not upto the values set, then the
slide valve 13 moves down due to a decrease in pressure at line
D. This causes the slide valve to vent the fuel cut out cylinder,
thereby bringing the fuel rack back to zero through line C.
 In an emergency, the automatic cut-out devices can be
overridden as in the case of reduced pressures.
 
2.6. STARTING OPERATION
 1. Start lever 16 is put to ‘start’ position.
2. This leverage raises the pilot air valve 18 opening it.
3. Pilot air now passes to open the automatic valve 5 through line E
by venting its underside and also to the start air distributor 8
control valves along line F to force them onto the cam 7.
4. The start air distributor cam 7has already been positioned for the
firing sequence by the reversing servomotor turning the
camshaft in either ahead or astern end positions 10.
5. Pilot air passes through the air distributor and goes to open the
cylinder start air valve 4 via line G i.e. to the top of the cylinder
start air valve piston to push it down. The underside of the
cylinder start air valve piston is vented via line H.
6. Starting air from the automatic valve is admitted to the engine
cylinders, after each cylinder start air valve is opened by the
distributor in the correct sequence via line 1.
7. The fuel lever 21 is already set to around 3.5 setting. The engine
turns on air and then fires on fuel.
8. Once the engine starts, the starting lever 16 is released to its
normal position by a spring fitted. This action makes the
leverage to lower the pilot valve 18, thereby shutting it and
shutting pilot air to the distributor 8 and the automatic valve 5.
Start air is now shut and the air in the start air manifold line is
relieved through small leakage points in the starting air valves.
 
3 REVERSING OPERATION

1. The telegraph lever 15 is brought back from ‘ahead’ to ‘stop’

position.
2. The fuel lever 21 is brought back to minimum setting around 3.5,
so as to prevent excessive fuel injection when the engine is
restarted.
 3. Bringing the telegraph lever 15 to ‘Stop’, puts the reversing
control valve 23 to stop position U via linkage J. This relieves the
oil pressure supply from the reversing control valve 23 to the
reversing servomotor 2. This pressure drop causes the slide
valve 13 to move down, thereby bringing back the fuel cut-out
cylinder 17 to cut fuel injection.
4. Telegraph lever 15 is put to ‘astern’, thereby pushing the
reversing control valve 23 to astern V position via link J. The oil
pressure from the reversing control valve 23 is supplied to the
reversing servomotor 2 to turn the camshaft to astern position.
On reaching its end position, the running direction interlock will
allow oil pressure to the starting lever blocking device 14 via line
A, to free up the starting lever 16 for movement.
5. The start lever 16 is now put to ‘start’ position and the starting
sequence is repeated as per the starting operation described
earlier.
 

3. CRASH MANOEUVRING

 Crash manoeuvring is the application of brake air, whilst the

engine is still turning in the opposite direction (In B &W engines).
1. Acknowledge the bridge request for reversal of direction.
2. The start air cam gets reversed due to telegraph
acknowledgment. However, the fuel is cut off by the running
direction interlock since telegraph is opposite to the turning
direction of the engine.
3. Now put the fuel lever at ‘0’ setting.
4. When rpm reduces to 20% to 40% MCR rpm, put the fuel lever to
minimum start setting.
5. Astern rpm is much less than the ahead rpm as the engine is
tremendously overloaded due to increased propeller slip.
6. Start air becomes braking air because the start air cam reversal
allows air supply in for astern timings, when the engine is still
moving with ahead timings.

4. SLOW TURNING

 Its function is to avoid fluid lock in case of fluid accumulation in the

combustion chamber, during engine stand stills for long periods
(similar to ‘blow through’).
 This is a ‘mode’ of the engine control system where the engine is
turned slowly for one complete revolution at a slow speed of 5 to 8
rpm.
 During manoeuvering, while the engine is on Bridge Control, the ‘slow
turning’ mode automatically starts, if there is no telegraph movement
for 30 minutes.
 In order to achieve slow turning, the flow of start air to the engine is
limited.
5. MANOEUVRING CONTROL SYSTEM

3. CONTROL SYSTEM

 The control system is pneumatic and remote operation is by means of

electric signals to the solenoid valves for the control air. The solenoid
valves are located inside an engine control room console and electrical
signals to these are supplied by the movement of the telegraph and
manoeuvering lever with cams.
 By means of a change-over switch located in the engine control room,
all remote electrical control functions can be transferred to the bridge
or the engine room.
 As seen in the above manoeuvring diagram the starting handle is at
the stop position. The starting handle controls three micro switches
that convey the following signals
1. Stop signal (instantaneous signal)
 2. Start signal (instantaneous signal)
3. Run signal for Ahead and Astern movement (varying signal)

2.1. STOP SIGNAL (BLACK)

 As long as the stop signal has been pressed, it shall allow the 7-
bar control air to pass through and depress the puncture valve
and thereby not allow the fuel to be admitted to the fuel pump.

2.2. START SIGNAL (BLUE)

 As soon as the starting handle is moved, the start micro switch

will be pressed, and the stop signal will be overridden that allows
the passage of 7 bar control air through. If no interlock has
operated, then it shall allow further passage of the control air.
Now, if the reversing is completed (either ahead or astern
position) then it will allow the air to pass through to the air
cylinder which shall operate and open the auto start valve on the
 main air manifold; after which the starting air (30 bar) shall go to
the distributor and convey the 30-bar pilot air to the unit which is
in the starting position to start the engine.

2.3. RUN SIGNAL (GREEN AND RED)

 Once the engine has started you can further move the starting
handle to the run position and the start signal will finish (Fuel Air
Interlock will block air) and no air start is possible. The run micro
switch being of varying type, more the handle is turned, more the
switch would be compressed and the output of it shall vary
accordingly. The varying signals control the 7-bar control air
output that is fed to the governor to increase the fuel
proportionately.

4. REVERSING

 If the engine has stopped in the Astern position and we want to

move to Ahead position, we will put the AHD/AST Lever to the
ahead position, allowing the 7-bar control air to pass through the
pressed AHD micro switch) and go to
1. the fuel pump to reverse the cam position via the reversing
cylinder
2. the starting air distributor reversing cylinder to re-position the
distributor to enable appropriate cylinders to air start in the
ahead direction

3. REVERSING COMPLETED INTERLOCK

 When the reversing position is reached, the shaft of the start air
distributor reversing cylinder shall move outwards to press the
 AHD micro switch allowing a part of (7 bar) control air to pass
through it and a block valve is released and nullify the “reversing
completed” interlock. In the event the reversing cylinder is stuck
between AHD/AST micro switches, then the interlock shall not
allow the auto start valve to open for an air start.

5. ENGINE OPERATING PROCEDURES

1. START-UP PROCEDURE

2. Energize main power supply for the engine alarm.

3. Start up the following and adjust the pressures:
4. Pre-lubricating oil pump (manual position)
 Diesel transfer pump

1. Fuel booster module

2. Nozzle cooling water pump (if applicable)
3. Jacket water pump
 Fuel service pump

2. Check that the turning gear is disengaged and that the operating lever
is locked.
3. Open all the indicator cocks.
4. Check the starting air tank pressure gauge for the proper pressure of
25 to 30 bar.
5. Set the governor load limit to “o” position, and rotate the speed
setting knob for at least five [5] revolutions from zero (unless the
manufacturer
6. advises otherwise).
7. Move each individual fuel pump rack in and out a few times to ensure
the rack is free and not sticking.
8. Open the main starting air valve.
9. Get clearance and “GO” signal with On-duty staff for start-up
activation.
4. RUNNING PROCEDURES

1. Make sure the LO, FO & CW pressures are up to rated values.

2. After shutting the indicator cocks, start and run engine for 10 min at
the rated speed for warm up • Increase the RPM slowly to rated value
3. Load the engine after the warmup procedure.
4. Check that L.O, F.O and jacket cooling water pressures are as per
engine maker’s specifications • Check jacket cooling water, L.O and,
exhaust temperatures for each unit and, before and after the
turbocharger. Check turbocharger oil level.
5. LO filter differential pressures to be closely monitored (if fitted).
6. Service fuel tanks to be drained of water regularly and an ample head
of fuel inside the tank is to be ensured.
7. Water header(expansion) tanks levels to be monitored
8. Oil level in sump to be checked regularly. (steady reductions or
increase in the sump level at quicker intervals indicate problems that
need to be attended to).
9. Check for any unusual sounds, knocks on the engine.

5. STOPPING PROCEDURES

1. Gradually unload the generator to another running prime mover.

2. Open/trip the generator circuit breaker just before the kW-hr
meter reduces below 50 kW or so.
3. Let the generator run for at least 10 to 15 minutes to cool down
the engine.
4. Bring down the engine speed gradually and press the stop
button.
5. Open the indicator cocks. Re-check that the main air starting
valve is shut.
6. Switch “OFF” the pre-lube pump.
7. Slowly turn the engine
8. PRECAUTIONS FOR STARTING AND STOPPING

1. PRECAUTIONS FOR STARTING AND STOPPING

 The engine should be tried out from the engine control room and
bridge before departure from a port.
 On starting the engine, check the direction of propeller rotation
corresponds to the telegraph order. Check the turbochargers for
proper lubrication and running. Check the lubricating oil pressures.
Check the external temperature of the air starting pipe.
 Check whether all the cylinders are firing. Check all the units exhaust
valves are operating correctly and their temperatures. Observe for any
abnormal noise.
 Check the temperatures of lubricating oil, camshaft lubricating oil, fuel
oil, cooling water, scavenge air, thrust and intermediate bearing.
Check all the cylinder lubricators are working. Check the oil mist
detector.
 The engine speed should be increased gradually as recommended by
the manufacturer. Most of the engine automatic control systems of
the main engine have a loading program which loads the engine
gradually once the required speed is set. Monitor and maintain the
parameters within the limit.
 The units in which maintenance were carried out should be inspected
thoroughly. The running in procedure should be followed if cylinder
liners, piston rings or any main bearings were renewed.
 Procedures to follow with the main propulsion plant, once Full Ahead
is given (including, changing over to heavy fuel oil for the main engine,
putting the Exhaust Gas Economizer and Fresh Water Generator, on
load).
 For the propulsion plant to operate efficiently it is essential that, once
the manoeuvring is over, correct parameters are steadily maintained
as per the engine maker’s specifications. Hence at this stage a proper
 Engine room round needs to be taken to ensure that all parameters
have steadied down and are maintained so, and that there is no
abnormality.
 The following actions need to be taken:
1. Close the main air starting valve
2. Ensure in advance that the Heavy Fuel Oil service tanks are pressed
up, and, the Heavy Fuel Oil Settling tanks are duly kept ready for use.
3. Check the jacket cooling water temperature and if preheating steam /
auxiliary engine outlet was used, ensure same is shut off so that no
further external preheating is being done.
4. Once the additional fluctuating power requirements for winches,
windlass, cranes etc. are over, stop the second generator.
5. If high sea suction was in use, change-over to low sea suction
(depending on the draft).
6. Change over to HFO if Diesel/Gas oils/LS fuel oil was being used during
manoeuvring
 This change over of fuel should only be done if the vessel is out
of Sulphur Emission Control Area (SECA) and that should be
done as per the shipboard procedures along with relevant record
keeping.
1. Start the freshwater generator.
2. Load the shaft generator if fitted.

 Putting the exhaust gas economizer on load: Following

procedure to be carried out before engine starting
1. Ensure the boiler-circulating pump valves are free.
2. Slowly open the inlet/outlet valve.
3. Check valves, flanges etc. for leakage.
4. Allow economizer unit to warm through, with the temperature
and flow of the exhaust gases from the main engine having
steadied (once full away is given, with no immediate need of
manoeuvring). Unless the economizer unit is hot enough too
 much heating may lead to lifting of the safety valves), the
circulating pump must not be started for preventing acid-
condensation due to the sulphur content in the exhaust gases.
5. Start the circulating pump (with the water temperature hot
enough for preventing any thermal shock to boiler) vand ensure
that the stand-by unit is on auto mode.
6. Check pump pressures, motor load etc.
7. Check that the gas side differential pressure manometer is
operational.
 Taking the economizer off load

1. Soot blow prior to the end of sea passage

2. Ensure steam dump-valve settings are adjusted once the
manoeuvring is set to start
3. Ensure that the main boiler is in auto mode and cuts in when the
steam pressure drops after main engine stops and circulation of
the water to/from the economizer is required to be interrupted.
4. Stop the circulating pumps, before the boiler gets substantially
cooled, for reasons explained in the 4th bullet under “Putting the
exhaust gas economizer on load”, above.
5. Shut the boiler circulating pump valves.
 Procedures to follow with the main propulsion plant, once the
ship gets near a destination port, i.e., into manoeuvering mode
(including, changing back to diesel oil for the main engine, taking
the Exhaust Gas Economizer and Fresh Water Generator off -
load, keeping air bottles pressed-up, starting the second
generator etc.).
1. Take standby generator on load and offload shaft generator.
2. Ensure Main Engine Auxiliary blowers and Boiler is in auto mode
3. Stop the Fresh Water Generator while monitoring jacket cooling
water temperature.
 4. The Diesel oil (assuming this would be used for manoeuvring)
settling and service tanks are pressed up,
5. Check and comply with the standing instructions for fuel change
over
6. Change over the sea chest if required.
7. Drain the air bottles, check that both the bottles are pressed up
and open main starting air valve.
8. Take rounds of steering gear room to check parameters /oil
levels
9. Carry out steering gear tests in consultation with the
wheelhouse.
10. Once the manoeuvring rpm is reached, proceed with engine
test in ahead and astern direction in consultation with the
navigation bridge.
 

 Procedures to follow with the main propulsion plant, once

Finished with Engines, is given
1. If manoeuvring was on diesel oil, stop the fuel oil pumps. Fuel oil
pumps to run and temperatures to be maintained as per
shipboard operating procedures, if M.E. manoeuvring is done on
heavy oil
2. Close the main air starting valve.
3. Stop ME Auxiliary blowers
4. Open indicator cocks of all the units.
5. Lube oil pumps should run at least 30 minutes after stopping
Main Engine
6. Main engine jacket cooling water to be kept on preheat, unless
the next sailing particulars are unknown.
7. Stop the boiler water circulating pump, once the economizer has
moderately cooled down.
8. Depending on power requirements at port, check and offload the
additional running generator
9. Take rounds of the engine room.

3. PRIOR TO PORT ARRIVAL

 In engines where manoeuvring is carried out on diesel oil, the

changeover should be carried out one hour before manoeuvring. Start
an additional generator and take on load before manoeuvring. Try out
the engine in astern direction and ensure that the reversing
mechanism is working properly.
4. AFTER ARRIVAL IN PORT

 When the finished with engine order is given, switch over to engine
control room control.
 Open the indicator cocks. Take permission from the bridge and blow
through the engine to expel the residual exhaust gases. Turn the
engine with turning gear.
 Stop the lubricating pump after two hours. In engines where
manoeuvring is done on heavy oil do not stop the fuel oil circulating
pump. Maintain the temperature of the fuel oil. Keep the jacket
cooling water circulating pump to maintain the prescribed
temperature by preheater.

8. BRIDGE CONTROL SYSTEM

1. BRIDGE CONTROL UNIT

 It consists of the following:

1. A telegraph lever handle for ahead / astern movement with speed
positions like dead slow, slow, half ahead, full ahead and navigational
full ahead.
2. A speed sensing unit getting a signal directly from the engine flywheel.
3. A control unit on the bridge.
4. A load program unit either on the bridge or in the engine control
room.
5. Bridge control solenoid system in the engine control room.
6. Alarm unit for alarms like low start air pressure remote system failure.

2. BRIDGE CONTROL PROCEDURE

1. Once the engine is blown through and tested on fuel, controls are
handed ova: to the bridge by pressing a button in the ‘engine
control room’, which must be acknowledged on the bridge.
2. Starting will be blocked, in case any of the pre-set conditions are
not met, such as: starting air pressure low, turning gear engaged,
lube oil pressure low, cooling water pressure low, reversing
running direction interlock, etc.
3. Starting operation is the same as the engine control room
starting sequence.
4. In case of a failed start attempt, start air will be automatically
kept on.
5. Three to four starts are allowed in case of start failures, after
which a false scavenge air pressure from the control air line is
supplied to the scavenge air limiter, so that more fuel can be
injected for a better start attempt.
6. Start air is always kept open in the engine room even after the
engine is full away.
7. Once the engine is started, the speed is increased as per the
bridge telegraph lever position.
8. Speeds with each speed range can be varied by pressing a
button or a fine setting knob.
9. Automatic jumping over the critical speed range (around 8 to
12% of the MCR speed) is done by releasing more fuel.
10. In case of any deviation in critical parameters, the engine is
automatically slowed down or stopped.
11. Emergency manoeuvring is possible by overriding the
safety devices

3. CHANGE-OVER OF BRIDGE CONTROL

 Basic change over mechanism of controls from bridge, to engine-

control-room, to engine-local- control (as varied and applicable from
ship to ship) and, vice versa.
 The changeover and operating procedure may vary for different
engines as different control systems are adopted for different engine
types. When there is automation or remote-control failure, then
changeover of control is to be changed from remote (either
wheelhouse or ECR) to Local control stand.

4. WHEELHOUSE CONTROL

 For bridge control the engine control should be in “Bridge” position.

Local manoeuvring lever and fuel lever must be in position REMOTE
CONTROL on the local manoeuvring stand.
 Ensure that there are no alarms or cut outs which would activate an
interlock in engine safety system thereby preventing the engine from
starting.
 Additionally, while changing over the engine controls from control
room to bridge, it is important that we are vigilant on the
inappropriate position of the start air main valve or auxiliary blower in
any position, other than AUTO.

5. CONTROLS FROM ENGINE CONTROL ROOM (ECR)

 Local manoeuvering lever and fuel lever must be in position
REMOTE CONTROL (i.e. ECR) on the local manoeuvering stand.
 For further procedure to start on remote control, please refer to
the documentation of the remote-control automation-
manufacturer
 Depending on the design features the controls for engine could
be from the
1. Bridge or control room, with remote control.
2. At the local manoeuvring stand with emergency control

6. CONTROLS FROM EMERGENCY STAND

 Take over on Local Control is possible either with engine running

or at engine stop.
 Changeover to Remote Control, however, is only possible while
the engine is at stop.
 Operation from an emergency stand must only be chosen in
emergencies e.g. in case of defective governor output.
 Make sure that the overspeed monitoring is correctly set and
that it functions perfectly.
 Speed indication should be regularly checked so as to ensure
fuel supply is immediately adjusted when the speed varies.
 Fuel lever to be notched out from position REMOTE CONTROL
and to be notched into the control linkage

7. STARTING

1. Switch on all auxiliary blowers.

 2. Respond to the telegraph orders from Wheelhouse and bring
manoeuvering lever to the desired direction of rotation (AHEAD
or ASTERN).
3. Bring fuel lever to the start position
4. Press manoeuvering lever to START position (AHEAD or
ASTERN) till the engine runs.
5. Slowly move the fuel lever till the engine runs at the required
speed

8. STOPPING

1. Bring the fuel level down to stop position

 

 NOTE: It is reminded that operation of the Diesel engine from

REMOTE (i.e. either Navigation bridge or Engine Control Room)
or LOCAL / EMERGENCY, varies from plant to plant and also with
the make of the engine and its automation. Therefore, it may be
worthwhile to consult the manufacturer’s instruction before
attempting to understand the specific system that is involved
with these controls. The above are basically simple guidelines,
which do not explain the system with full details.

9. MAIN ENGINE UNIT CUT-OFF OPERATION

1. RUNNING MARINE ENGINES WITH CYLINDERS OUT OF

OPERATION

 The engine is designed and balanced to run with all cylinders as well as
all turbochargers working. If a breakdown occurs which disables one
or more cylinders, or turbochargers, repair should preferably be
carried out immediately.
 One unit may need to be disabled when any of these conditions exist:
1. Damage to a main component of the combustion chamber
2. Damage to a crosshead or bottom end bearing on that cylinder

3. PRECAUTIONS BEFORE CUTTING OFF CYLINDER UNIT

 If immediate repair is not possible, the engine can be operated

with one or more cylinders or turbochargers out of operation, but
with reduced speed owing to the following:
1. As, in such cases, the air supply is no longer optimal, the thermal
load will be higher. Therefore, depending upon the actual
circumstances, the engine will have to be operated according to
the restrictions mentioned in operating manual of the engine.
2. Pressure pulsations may occur in the scavenge and exhaust
receivers, which can give a reduced air supply to any one of the
cylinders, and as a result cause the respective exhaust
temperatures to increase. The fuel pump index for these
cylinders must therefore be reduced to keep the exhaust
temperatures (after valves) within prescribed limits.
3. Since the turbochargers will be working outside their normal
range, surging may occur. This can generally be remedied by
“blowing off” from the scavenge air receiver.
4. If more than one cylinder must be cut out of operation, and the
engine has two or more turbochargers, it may be advantageous
to cut out one of the turbochargers.
5. When cylinders are out of operation, governor hunting may
occur. When this happens, the fuel pump index must be limited
by operating the electric governor on “index control”.
6. With one or more cylinders out of operation, torsional vibrations,
as well as other mechanical vibrations, may occur at certain
engine speeds. Should an unusual noise or extreme vibrations
occur at the chosen speed, the speed must be further reduced.
7. If the engine is to be run for a prolonged period with cylinders
out of operation, the engine builder should always be contacted
in order to obtain advice concerning possible recommended
barred speed ranges.

4. PROCEDURE FOR CUTTING OFF CYLINDER UNIT

 The following sequence would be carried out for ships which use
the MAN B&W slow speed engine:
1. Stop engine, isolate systems and allow to cool
2. Ensure a procedure is written that minimises the risk to
personnel during the operation.
3. Discuss the task and written procedure with the engine room
personnel to ensure they are familiar with the risks, and the
methods to be used to minimise these risks.
4. Ensure the fuel pump is de-activated by lifting roller and locking.
5. Lift exhaust valve actuators so exhaust valve remains closed
during running. (Note: the air spring supply to be left open)
6. Dismantle air start supply line, and blank with suitable steel
plates, the main and control air pipes
7. Dismantle bottom end bearing, and turn engine to suspend
piston, crosshead and connecting rod from supplied crosshead
supports.
8. Secure big end of connecting rod in crankcase.
9. Blank off main lube oil inlet to crosshead within the crankcase
with a blanking plate.
10. Isolate the cylinder lubricator for that cylinder by placing all
lubricators on no stroke.

5. DIFFICULTIES DURING MANOEUVRING

  When one engine cylinder is isolated, then one problem that may
occur is a “dead spot” during manoeuvring. This is due to the air start
valve being isolated for that unit and is more likely when a smaller
number of cylinders are present.
 The Master must be informed that this could occur, and the remedy
would be to kick the engine in the opposite direction, and then
restart in the required direction.

11. ENGINE STARTING AND RUNNING FAULTS

1. IMPROPER STARTING
1.1. WHEN AN ENGINE WILL NOT START

 Should an engine start on air but move in the wrong direction, one or
more starting valves must be leaking or sticking If an engine will not
start on air the reason may be one of the following:
1. The starting pressure is too low
2. Stop valves between air reservoirs and engine are shut
3. Starting or distributor valves are sticking
4. Pilot valve may be sticking
5. Starting valve may be leaking on one of the cylinders as the piston
moves upwards under compression
6. The engine is being braked by main or bottom bearings being too tight
7. Because of entanglement at the propeller.
 (Above-mentioned causes are in addition to any of the safety cut outs
which may be triggered that are incorporated with the engine)

1.2. WHEN AN ENGINE TURNS SLOWLY AT STARTING

 If an engine starts very slowly on air and there is no ignition, the likely
causes may be as follows:
1. The starting air pressure is too low
2. The automatic starting valve does not lift sufficiently or is leaking
 3. The staring valves are leaking
4. The pistons on top of starting valves are leaking
5. The pilot distributor valves are sticking
6. The air distributor chain is either slack or stretched
7. The starting stop valve may not have been opened sufficiently

1.3. WHEN AN ENGINE WILL NOT FIRE

 If an engine starts on air, but there is no ignition subsequent to

the starting handle being thrown over to “oil”, the likely causes
may be as follows:
1. Valves between service tank and booster pump are shut
2. Fuel pumps ore air locked
3. Fuel valves are leaking; unsatisfactory fuel oil, which may be too
heavy or contain too much water
4. Fuel valve by-pass is open
5. Air is in fuel-oil system
6. Fuel oil filters are choked
7. No fuel oil in service tank
8. No fuel oil pressure because of service pump fault
9. Air compression pressure too low because of faulty piston rings
or loss scavenge air pressure.
 Should a cylinder refuse to fire when the engine is running, there
may be air in the fuel pump, pipe line or fuel valves; the remedy is
to open the priming valve on the fuel valve and the air valve on
the fuel pump until there is a steady flow of fuel. Alternatively,
there may be a choked fuel valve, necessitating a replacement
valve.
 

2. IMPROPER RUNNING
2.1. ENGINE EXHAUST NOT SMOKELESS

 Should the exhaust gases become visible and contain either grey or
black smoke, the likely cause may be as follows:
1. A seized or leaky fuel pump
2. Regulating gear slackened back
3. A leaking joint, causing air-lock
4. A leaking priming valve or sticking fuel valve spindle, causing air locks
5. Burst fuel delivery pipe; choked atomizing holes
6. Fuel valve lift too small
7. Choked fuel filters
8. Water in the fuel
9. Leak in service pump by-pass valve
10. Empty service tan
11. Air leak on suction side fuel system
12. Choked air inlet strainer/filler
13. Air compression pressure too low
14. Seizure of engine component
15. Overloading of engine via fouling of propeller; heavy weather;
increase of helm to turn strip etc.

2.2. IRREGULARITY OF RUNNING

 If the engine runs with irregularity the cause may be:

1. Faulty governor or governor gear
2. Air or gases in the fuel line
3. Water in the fuel
4. Fuel too viscous
5. Choking of fuel-oil filters
6. Faulty fuel valve or valves.

2.3. ENGINE KNOCKING

 If a knock is heard while the engine is running at slow speed, or on
starting from cold, it may be only the characteristic knock which is
liable to occur in most compression ignition engines in these
circumstances.
 It will probably disappear on the attainment of normal running speeds
and temperatures. If, however, the knocking is persistent, or if it
occurs while the engine is running at normal revolutions, an
investigation should immediately be made, and the cause be
uncovered.
 If the knocking is traceable to one cylinder the fuel supply can be
passed, thus revealing whether the knock is due to faulty combustion
or to a mechanical defect in a working part.
 Apart from overloading, knocking may be caused by:
1. Too much play in oscillating parts
2. Ignition too early
3. Injection pressure too high
4. Leaking or sticking valves
5. Unsatisfactory fuel atomisation
6. Ignition too late
7. Uneven distribution of fuel to different cylinders.

2.4. PISTON RUNNING HOT

 Likely causes of “piston running hot” is due to “scuffing” or leaky

fuel injector creating after burning. Prompt action is necessary in
this case:
1. Engine speed should be reduced to “dead slow” at once,
2. Cut out fuel from the cylinder concerned,
3. Maximum quantity of coolant should be passed through piston
and increase cylinder lubrication,
4. Try to maintain cylinder cooling temperature on the higher side in
the admissible range).
 IT IS NOT ADVISABLE TO STOP THE ENGINE IMMEDIATELY – as
such action may cause the piston to seize.
 Cutting off the fuel in itself cause a general reduction in
temperature. Piston temperature should come down gradually
with extra cooling.
 If the engine must be stopped, the turning gear should be
engaged immediately, and engine kept moving until the excess
heat has been carried off.
 Carry out investigation after piston has sufficiently cooled down
and engine has been stopped.
3. OTHER IMPORTANT RUNNING FAULTS & CAUSES

3.1. HIGH EXHAUST TEMPERATURE OF ONE UNIT

1. Pyrometer of cylinder defective.

2. Injection nozzles defective, nozzle tip broken.
3. Air flaps in scavenge air receiver dirty or damaged.
4. Clogged/dirty scavenge ports in cylinder liner.
5. Fire in piston underside space.
6. Unit exhaust valve leaking.
7. Fuel cams shifted.
8. Injection pump timing changed.

3.2. HIGH EXHAUST TEMPERATURE FOR ALL UNITS

1. Air deficiency due to defect or considerable fouling of turbocharger,

silencer or scavenge air cooler.
2. Air flaps in the scavenge air receiver defective or
3. Scavenge ports in all cylinder liners, dirty.
4. Change in grade of fuel
5. Overloading of the engine
3.3. LOWER EXHAUST TEMPERATURE OF A SINGLE UNIT

1. Exhaust thermometer of respective cylinder defective.

2. The respective cylinder receives less fuel (e.g. leaking of : injection
pump valves, injection valve seating’s, leakage between mating
surfaces of plunger guides, HP injection pipes, leaking relief valve on
injection pump).
3. Injection pump timing changed.
4. Fuel cams shifted.
5. Exhaust valve does not open (actuator pump or its pressure pipe
defective). As an immediate measure the injection pump and the
actuator pump of the respective cylinder is cut-off.
3.4. HIGH JACKET WATER TEMPERATURE AT CYLINDER
OUTLET FOR ALL UNITS

1. Jacket cooling water temperature controller defective

2. Jacket water cooler ineffective (due to choked cooler, less cooling
media etc.)
3. Discharge pressure of the jacket cooling water pump is low
4. Engine is overloaded.

3.5. HIGH JACKET WATER TEMPERATURE AT CYLINDER

OUTLET FOR INDIVIDUAL UNIT

1. Jacket water outlet line valves of the affected cylinders shut or

defective.
2. Cooling spaces insufficiently vented.
3. Cooling water pipes or water passages choked.
4. Overloading of affected cylinders.
5. Piston running hot.
6. Exhaust gases blowing into the cooling water circuit due to a defect
(cylinder liner, cylinder head, valve, and cage)

3.6. JACKET COOLING WATER PRESSURE FLUCTUATING

1. Air collecting in the cooling spaces or in the pipes due to insufficient
venting.
2. Drop of static pressure at inlet to cooling water pump due to throttling
in the return pipe or draining of the expansion tank.
3. Exhaust gases blowing into the cooling water due to a defect (cylinder
liner, cylinder head, valve cage).

3.7. LOW L.O PRESSURE (CROSSHEAD L.O)

1. Crosshead L.O pump failed

3.8. CYLINDER L. O FAILURE

1. Sensor defective.
2. Cylinder lubricating pump empty (daily tank is empty, shut-off valve in
the piping to the pumps is shut or the filter is choked).
3. Shut-off valves on the pump modules closed.
4. Blocked cylinder lubricating quills.
5. Clogged progressive block distributor.
6. Internal mechanism of an individual pump module defective (pump
element, eccentric shaft).
7. Angular gear box or electric motor defective.
8. Interruption or failure of electric current.

3.9. LOW SCAVENGE PRESSURE

1. Silencer to turbocharger fouled.

2. Diffusor, blower and inducer to the turbocharger fouled or damaged.
3. Scavenge air cooler fouled on air side.
4. Water separator fouled or damaged.
5. Turbine rotor blading fouled or damaged.
6. Nozzle ring of turbocharger damaged.
 7. Exhaust gas boiler installation side) fouled (increased resistance or
back pressure after turbine respectively).
8. High intake temperature before turbocharger.

3.10. HIGH SCAVENGE AIR TEMPERATURE

1. Nozzle ring of turbocharger fouled or partially choked.

2. Improper cooling in the scavenge air cooler
3. Indication of a scavenge fire in the process of being initiated

3.11. LARGE PRESSURE DROP ACROSS CHARGE AIR

COOLER

1. Fouled air cooler

RUN. FAULTS
QUESTIONS
10. OTHER COMMON QUESTIONS

Q. What are the main engine safety devices and protection systems?
 Safety devices include

1. Crankcase Relief Door

2. Scavenge Space Relief Door
3. Cylinder Head Relief Valve
4. Starting Air Relief Valve
5. Starting Airline Flame Trap
6. Oil Mist Detector

7.Rotation Direction Interlock

8 Turning Gear Interlock

  Generally, four major types of protection systems are used to
secure the propulsion engine:

1. Alarm: When the engine parameters deviate from a defined

value, an audible and visual alarm will sound, giving an
early warning of the problem.
2. Slow down: It is the next safety stage when steps taken are
not adequate to regulate the existing problem; therefore,
the engine is slowed down to counteract the disrupted
parameter.
3. Shut down: The shutdown safety devices cut off the fuel
supply and the engine stops when there is a greater
fluctuation in the engine parameters that can affect other
engine systems.
4. Starting Interlock: This will not allow the engine to start
from the stand-off condition if the engine has not properly
operated or arranged some important system.

Q. What are the various alarms regarding the main engine?

1. Cooling water High-temperature alarm,
2. Jacket cooling water low-pressure alarm,
3. Air cooler high-temperature alarm,
4. Fuel oil high temp,
5. Fuel oil Low pressure
6. Expansion tank low-level alarm
7. Control air is also used for stopping the engine
8. Thrust-bearing high temp trip
9. Jacket cooling water high temp alarm
10. High exhaust alarm,
11. High scavenge air temp alarm and slow down,
12. Oil Mist Detector alarm and slow down crankcase relief
valve
 13. Thrust-bearing high temp alarm.

Q. What are different Slow down situations (alarms) and devices

regarding the main engine?
 Slow down situations and alarms include:

1.
1. Lube oil pressure falls to 1.5 bar
2. Camshaft pressure falls below 2 bar
3. There is no flow of piston cooling media (water or oil)
4. Oil mist detector or Main bearing sensors has been activated
5. Lube oil temperature at the inlet of the engine is high > 60 deg C
6. Piston Cooling temperature is high > 75 deg C
7. Jacket cooling water Temperature is high > 88 deg c
8. Exhaust temperature Engine cylinder is high > 450 deg C
9. Scavenge air temperature of Engine is high > 65 deg C
10. Thrust block temperature is high > 75 deg C
11. Low flow of Cylinder lube oil
Control air pressure is low < 5.5 bar
  Devices include:

1.
1. L.O High Temp
2. JCW High Temp
3. Piston Cooling High Temp
4. OMD Alarm (1 pass)
5. Thrust Bearing L.O Low Press
6. Control Air Low Press
7. Scavenge Air High Temp
8. Exh Gas High Temp

Q. What are different Shutdown situations (alarms) and devices

regarding the main engine?
 Shutdown situations and alarms include:
 1.
1. Lube oil inlet pressure to the engine is very low <1 bar
2. Camshaft Lube oil pressure is very low < 1.5 bar
3. Very high Jacket cooling water temperature >95 deg C
4. Low Jacket cooling water pressure < 0.1 bar
5. No flow of Cylinder lube oil
6. Thrust block temperature very high > 90 deg C
7. Lube oil inlet pressure for turbocharger is low < 0.8 bar
8. Over speed of the engine which activates shut down at 107 % of
Max. continuous rating MCR
 Devices include:
1.
1. Low lube oil pressure
2. JCW High Temperature
3. JCW low Pressure
4. Thrust Bearing High Temperature
5. Over Speed

Q. What are the various main engine interlocks?

 Interlocks are given so that only when certain conditions have
been met, the engine can be started or reversed.
 It is important to have interlocks when there is remote control of
engines.
 It decreases the working personnel’s risk for engine damage and
any hazards.
 Different Starting Interlocks are:
1.
1. Turning gear engaged interlock: If the turning gear is
engaged, this system prevents the engine from starting.
 2. Running Directions Interlock: It avoids the supply of fuel if
the engine’s running direction is not in line with the
Telegraph.
3. Auxiliary blower-off interlock: In case of constant pressure
turbocharging, the Auxiliary Blower is provided.
4. Starting Air Distributor in end position: This prevents
starting from taking place if the shifting of the Distributor
has not been completed.
5. Air Spring Pressure Interlock: The Air Spring Pressure
must always be controlled in the present generation of
engines using exhaust valves shut down by Air Springs,
otherwise the exhaust valve can not be closed.
 Note: Main Lube. Oil pressure, piston cooling pressure, jacket
water pressure, and significant parameters must be above the
minimum required

Q. Upon reversing the engine how will you confirm whether the
engine has been reversed or not?
 When the telegraph lever is put on ‘Astern’ position the
directional interlock does not allow the engine to run in ‘Ahead’
direction. To confirm whether the engine has successfully
reversed,
1. Most newer engines either have separate indicators in the ECR
or it is displayed digitally in the control system.
2. The firing order of the units can also be checked manually.
3. Another method is to check the direction of rotation of the
flywheel manually.
 

Q. What is ME/AE Overspeed trip and how to test it?

 Due to sudden changes in the load on the diesel engine, the
speed of the engine may vary. Though a governor is provided to
 control the speed of the diesel engine, the speed might go out of
control, damaging the engine. Thus, for this reason over speed
trips are used.
 No matter what type of over-speed trip (mechanical or electrical)
the engine uses, the main aim of the over-speed trip is to cut the
fuel supply to the engine cylinders in case the engine speed rises
above a specific level (usually 110% or 115% of MCR).
 It can be tested by increasing the engine speed by speed
adjuster at the no-load condition in the case of auxiliary engines.
Or, reduces the trip-limit speed in the case of the main engine.
 Over speed trip will cut out the fuel supply at 115% of normal
speed.

Q. Jacket cooling water pressure & temperature fluctuation during

manoeuvering, reasons?
1. Air pockets in the jacket cooling water, or insufficient venting.
2. Exhaust gas leaking into jacket cooling water due to a crack in
the liner, cylinder head, or valve cage.
3. Drop in the static pressure at the pump inlet, due to throttling in
the return pipeline.
4. Water cooler malfunctioning (dirty, valve damage, baffle broken,
auto adjuster malfunction, etc.)