Motor Q's & A's

Second Engineer Exam Question Index
SUBJECf PAGE NUMBER

Bedplates, Framing, Holding Down, 66, 80, 101, 116,208
Tie Bolts
Crankshafts, Main, Bottom End and 4, 40, 92, 115, 118, 138, 146, 157, 170, 185, 227, 244,
Thrust Bearings, Deflections 254
Running Gear and Stuffing Boxes 10, 17, 56, 71, 95, 96, 105,215,252,265
Pistons and Rings 60, lll, 117,183,196
Liners and Cylinder Lubrication 15,29,42,58,69,83, 137,147,155,177,255
Cylinder Heads and Valves 1, 7, 44, ss, 73, 82, 87, 94, 126, 152, 167, 195, 216, 224,
248
Fuel Pumps and Injectors 48, 74,84, 108,121,149,178,189,207,240,242
Camshaft and Timing Chain 18,24
Starting and Control 14 39 78,91 134,161,181 200,204,234 250,278
Air compressors and Receivers 25,52 68,102,114,124,140,154
Turbochargers and Air Coolers 6, 35, 37, 46, 88, 98, 112, 120, 133, 141, 153, 163, 174,
202 206,233,239,259,275
Governors and Power Assessment 19,27 50 76,99,109,143, 165,168,268
Fuel Oil and pollution 8,21,31,85,122, ISO, 164,193,222,256,263,269,277
Lubricating Oil 22,33 75,127,159,180,191,220,228
Oil Mist Detectors Crankcase Explosions 49, 54, 103, 129, 136, 144, 166, 175,218,232,238,271
and Scavenge Fires Uptake Fires
Engine Protection, UMS, Emergency 62, 187,211,230

Run, Local control
Cooling Systems 12, 198,213,267
Mixed and other Topics 36,90, 106,132,184,209,226,258,273
Electronic Engine, Common Rail 64, 131, 142, 172,237

March 2009 Question 1
a. On worksheet Q1 complete a risk assessment for removing a cylinder cover from a
crosshead diesel engine. (8)
b. Describe with the aid of sketches, the procedure for removing a cover from a
cylinder of a crosshead diesel engine and landing it on the engine room plates. (8)
DETAILED RISK ASSESSMENT
Ship name MV Acme Voyager
Record Number Risk Assessment I File 01- 0001
Current assessment date December 17th 2006 Last assessment date December 17th 2005
Work Activity being assessed: Removing main engine cylinder cover
Section l
Hazard Analysis of the Intended Work Activity
Hazard Description of Identified Hazards Existing Control Measures to Protect Personnel from
no. Harm
I injury to personnel from pressurised (a) FO inlet and outlet to pump shut.
fuel. (b) FO Drain Open
(c) Fuel system shut dawn and locked off
2 Injury to personnel from HT cooling (a) Cooling water to cylinder shut off
water. (b) CW Drain and vent open
(c) HT pump shut dawn
3 Injury to personnel from compressed (a) Start air shut off and locked off
air (b) Turning gear engaged.
(c) Control air shut off and locked off
4 Injury to personnel whilst lifting (a) PPE to be worn.
heavy loads. (b) Personnel trained in heavy lifting.
(c) Appropriate liftinf!. f!,ear to be provided
5 Lifting gear failing whilst under load (a) All lifting gear to be within certification.
(b) Inspect for visible signs of damage.
(c) Approved certificated lifting points to be used only.
6 Hydraulic jack seals failing whilst (a) Jacks and pump to be overhauled regular~v.
pressurising (b) Goggles to be worn.
(c) Ensure "maximum jacking pressure" notice on pump)
7 Injury to personnel due to (a) All personnel to have read maintenance manual.
unfamiliarity with task. (b) Non experienced personnel to assist competent stqff.
(c)
8 Injury to personnel due to ship listing (a) Postpone job until cargo work is finished
while working cargo. (b)
(c)
9
10
1
Section 2
Assessment of Risk Factor
Severity of Harm Hazard Likelihood of Severity of Risk Factor

Likelihood no. Harm Harm
of Harm Slight Moderate !ExtremE I Very Unlikely Moderate Very Law Risk
Harm Harm Harm
2 Very Unlikely Moderate Very Low Risk
VER\' VERY HIGH
Very
LOW LOW RISK 3 Very Unlikely Moderate Very Low Risk
Unlikely
RISK RISK 4 Likely Slight Harm Low Risk
VER\' MEDIUM VERY
Unlikely LOW RISK HIGH s Very Unlikely Slight Harm Very Low Risk
RISK RISK 6 Very Unlikely Slight Harm Very Low Risk
HIGH VERY
LOW 7 Very Unlikely Moderate Very Low Risk
Likely RISK HIGH
RISK
RISK 8 Very Unlikely Moderate Very Law Risk
VERY VERY 9
Very LOW
HIGH HIGH
Likely RISK 10
RISK RISK
To assess the risk factor arising from the hazard

Select the expression for likelihood which most applies to the hazard;
Select the expression for severity of harm which most applies to the hazard;
Cross reference using the Risk Estimator (above left) to determine the level of risk;
If the risk factor is MEDIUM or above (Yellow, Orange or Red) additional control measures
should be implemented and recorded in section 3.
Section 3
Additional Control Measures to Reduce the Risk of Harm

Hazard Further Risk Control Measures Remedial Action Date Review Date
no
1
2
3
4
s
6
7
8
9
10
Additional Comments
Photocopy and encapsulate relevant pages from engine manual. Include in too/set at engine
side for reference.
Assessment review date At next unit overhaul
2
b.
• Ensure fuel , air, water and lub oil systems are shut down, turning gear engaged. All safety
checks undertaken, permit to work obtained.
• Isolate cooling water from cylinder and open vent and drain valve.
• Disconnect HP fuel pipes to injectors, and FO recirc pipes.
• Remove air start branch pipe or unbolt connection flange.
• Remove hydraulic actuator pipe for exhaust valve, disconnect air spring air.
• Unbolt flange connecting exhaust pipe to manifold.
• Clean threads of cylinder cover studs.
• Open the vents on the tensioning jacks, lower the cradle containing the jacks onto the
cylinder head.
• Screw the jacks onto the cylinder head studs, backing them of half a turn.
• Connect the hydraulic pump to the jacks, vent air from jacks and close the vents. Raise
the pressure to that recommended by the manufacturer (1000 bar) and using a tommy bar
slacken off the nuts.
• Release the hydraulic pressure on the jacks, remove the cradle.
• Attach the lifting device to the exhaust valve studs, attach to engine room crane, and lift
the cylinder head and exhaust valve.
• Land on to wooden blocks on a platform certified to take the weight of the cylinder head.
3
a. Sketch a section through an engine bottom end bearing, showing how the bearing
shells a re retained in position. (8)
b. Describe, with the aid of sketches, the dismantling procedure for the bottom end
bearing sketched in Q2(a). (8)
a.
011 Supply
From Crosshead
Bottom end studs
Bearing Material:
Tin Aluminium
on Steel Shell
With Lead Tln0ver1ay
b.
• Turn engine to TDC

• Mount a chain block either side of the crankcase
• Screw eye bolts into threaded holes on either side of
lower bearing half.
• Attach chain blocks, wire strops, and take up slack.
• Remove locking plates and slacken bearing stud
nuts using hydraulic jacks
• Remove jacks and nuts.
• Using chain blocks lower the bearing cover, taking:
care not to damage the threads ofthe studs or the
crankpin journal.
• Remove the bearing cover from the crankcase.
4
• Fit four guide shoe retammg blocks in to the
crosshead guides. This will prevent the crosshead
and con rod from moving down the engine when it
is turned.
• Wrap a strop around the bottom of the con rod and
attach to a chain block mounted on the side of the
engine
• Turn the engine while pulling the the lower part of the
con rod with the lifting tackle so that the crankpin turns
out of the top half of the bearing. Take care that the
crankpin does not foul on the top edge of the bearing.
• The crankshaft can be turned to bottom dead centre

and the top half of the bearing examined I removed.
5
a. Sketch a main engine charge air system, including the turbocharger turbine and
showing the gas and air flow paths. (4)
b. State the instruments which may be used to assess the performance of a charge air
system, indicating the location of such instruments on the sketch in Q3(a). (4)
c. Explain how the data provided by the instruments stated in Q3(b) is used to assess
the performance of a charge air system. (8)
a.
b.
Pic: k up and I . Exhaust temp gauge

Tacho
(Conlrol Rooml
2. Gas temp gauge
before turbocharger
0 3. Gas temp gauge after
turbocharger
4. Turbocharger RPM
(tachometer)
5. Manometer to
measure pressure
drop across
compressor inlet filter
6. Manometer to
measure pressure
drop across air cooler
7. Scavenge air
temperature gauge
8. Scavenge air pressure
gauge
c.
The energy utilised in the exhaust gas to drive the turbine can be established by the drop in the
temperature drop of the exhaust gas across the turbocharger. This together with the
turbocharger RPM for a certain load setting will give a guide to the efficiency of the turbine.
To maintain a high efficiency compressor, the inlet filter must be kept clean. A clean filter will
show a minimal pressure drop on the manometer fitted across the suction filter.
To ensure maximum air mass flow to the engine, the air cooler must cool the air to the correct
temperature to prevent thermal overloading of the cylinder and complete combustion of the
fuel. A dirty air cooler will restrict the flow of air and prevent efficient cooling. The cleanliness
on the air side can be established by measuring the pressure drop across the air cooler using a
manometer. The scavenge air temperature and pressure gauges shows that the air is at the
correct temperature and pressure (and density) for optimum combustion conditions and the
compressor is operating efficiently. Low scavenge air temperatures can be avoided which will
cause thermal stressing and deposition of water on liner surfaces.
The cylinder exhaust temperature gauge will point to correct combustion conditions within the
cylinder commensurate with engine load.
6
a. Sketch a section through a medium speed engine cylinder cover fitted with multiple
air inlet and exhaust valves. The section must be through the exhaust passageway.
(6)
b. State why some engines are fitted with multiple cylinder head valves. (5)
c. Describe how valve stem to rocker (tappet) clearance is adjusted for all valves where
multiple valves are fitted .. (5)
a.
C/LOF
INLET b.
VALVE
• The exhaust valves must be
of a large enough cross
sectional area, opening far
enough into the cylinder to
allow an efficient gas flow
process with minimal loss
of energy through
turbulence during exhaust
blowdown, and whilst the
piston is pushing the
exhaust gas out of the
cylinder. As the piston
comes over TDC at the end
of the exhaust stroke, the
@2007RARTmarinediesels.co.uk inlet and the exhaust valves
are open and the
turbocharger pushes the air into the cylinder, to displace the remaining exhaust gas in the
cylinder. So that this gas exchange process is as efficient as possible, the opening area of the
valves must be as large as possible.
Single valves of an area large enough would lead to weakening of the cylinder head casting. By
fitting multiple valves (usually two inlet and two exhaust valves, so that the design of the
cylinder head is symmetrical), strength can be maintained, at the same time springs and the
operating mechanism can be of more moderate proportions, reducing the inertia of the parts and
the power demand from the engine. Because the valve is fully open at D/4, multiple small
valves are fully open in a shorter time than a single large valve of equivalent area. While the
exhaust valves are closed, the lid or head is being cooled due to heat transfer to the water
cooled seat. The bigger the valve, the less the cooling effect.
c.
Consult manufacturers manual for clearance values and whether these are for a hot or cold
engine. After isolating the start air, engaging the turning gear, and shutting off the Lub oil,
obtain permission to turn the engine if necessary. Remove/open rocker covers. Consult
manufacturers manual for firing order. Turn engine to to TDC (power stroke) on first unit using
marks on flywheel. The camshaft inspection doors can be removed (esp. if a camshaft
inspection is taking place at the same time) to check that the cam followers are on the base
circle of the inlet and exhaust cams. Slacken off the tappet adjusting screw lockouts. Insert a
feeler of correct thickness between tappet and top of valve stem. Adjust screw until the feeler is
a sliding fit and tighten lockout. Recheck with feeler gauge. Repeat for all valves on unit.
Some engines have shrouded tappets where a feeler cannot be inserted. In this case, adjust the
tappet screw until the tappet is on the top of the valve stem. (Exercise care that the valve is not
being opened). Now, knowing the pitch of the thread of the tappet adjusting screw, slacken
back the adjusting screw the requisite amount. Tighten lock nuts.
Repeat the procedure for all units.
7
a. Sketch a main engine fuel supply system for an engine which normally operates
continuously on UFO, showing all main valves and the direction of fluid flow. (10)
b. Explain how the system sketched in QS(a) is changed so that the engine is operated
on MDO, stating the precautions which must be taken to ensure satisfactory engine
operation. (6)
a.
.,,. ..
Cl ltAIIT marlneclleMis.co.uk 2005
b.
The timing of the change over will depend on the size of the system, but is normally
programmed so that complete change over is achieved before the vessel begins manoeuvring on
standby. It is recommended that the temperature of the fuel should be allowed to drop by about
2°/min to prevent gassing up The change over should take about one hour.
Desludge the diesel oil tank to ensure there is no water in the tank. Ensure the quick closing
suction valve from the tank is open.
Before change over, the load on the engine is reduced to manoeuvring full ahead revolutions.
This is so that the change over doesn't occur too quickly, leading to possible overheating of the
diesel oil because of the residual heat in the heaters, causing gassing up and possible seizure of
the fuel pumps. Before change over, it is important to verify that returns to the fuel tanks are
shut, as this could lead to transfer of the diesel oil tank to the HO tank.
If the system as shown in Q3(a) above is working correctly, then all that should be necessary is
to change the three way valve over from the HO tank to the DO tank. As the diesel oil mixes
8
with the heavy residual oil fi-om the mixing column, the viscosity will be reduced; this will be
detected by the viscotherm, and the energy source to the heaters shut in accordingly. While
there is still a proportion of heavy oil in the system, injection viscosity will be reached without
the need for heating, and the heat source to the heaters should be shut off completely. Any trace
heating should also be shut off. If the system is fitted with a cooler on the fuel return from the
engine then this should be put on line to prevent overheating of the diesel fuel.
In the case of a manual system, without a viscotherm, or where the viscotherm is not working
correctly, then the change over requires the operator to shut off the heating medium, whilst the
change over is taking place. This requires close observance by the operator that the fuel
temperature reduces as the diesel mixes in with the heavy oil, thus avoiding problems outlined
above
9
a. Sketch a section through a crosshead engine piston rod stuffing box gland. (6)
b. State the purpose of a piston rod stuffing box gland, explaining how the gland
sketched in Q6(a) fulfils that purpose. (4)
c. Explain bow the parts of a piston rod stuffing box gland are assessed as to their
fitness for further service. (6)
1.11\\TR ~CRAPI'R
RJ ~1; ~
b.
The piston rod gland is located in the diaphragm plate which separates the crankcase from the
scavenge space on a 2 stroke crosshead engine. The purpose of the gland is to allow the piston
rod to pass through the diaphragm without allowing oil from the crankcase to contaminate the
scavenge space and prevent scavenge air and products of combustion/used cylinder oil to enter
the crankcase.
The gland contains sealing rings and scraper rings. The sealing rings which seal the scavenge
space are situated at the top of the gland. They are usually in four segments held against the rod
by a garter spring. They are manufactured from bronze and can be independently fitted in the
housing or mounted in a steel carrier
Scraper Rings are usually in three segments held together against the rod by a garter spring.
The rings differ from the sealing rings in that they have a scraping edge, and holes to provide a
path for the scraped off oil. They can be made from bronze or as a replaceable cast iron
lamellae, fitted into a steel carrier. Lubricating oil on the piston rod is scraped off on its way up
in order to prevent contamination the scavenge space. The oil from the lower sets of rings is
returned to the crankcase, whilst the oil scraped from the top set of the lower rings is led to a
piston rod drain tank.
10
Often a set of scraper rings is fitted above the sealing rings to clean products of combustion and
used cylinder oil from the piston rod on its way down.
c.
As the piston rod rises through the diaphragm gland the majority of the oil clinging to the rod is
scraped off by the scraper rings. This oil is returned via drillings to the crankcase. any oil that
remains is removed by the sealing rings. This oil is directed through a drain and led outside the
engine to a telltale before being led via a tun dish to a drain tank.
If the first set of scraper rings is defective, the amount of oil being removed by the sealing rings
will increase and this oil will be seen flowing to the tun dish . Likewise if the sealing rings are
worn, then scavenge air will leak out of the tell tale.
Overhaul of the gland can be carried out in the engine or when the piston is removed for
maintenance. Unbolted from the diaphragm the casing can be supported on a plate which
clamps round the piston rod. The casing can be split into its two halves by removing the
clamping bolts and removing one half to reveal the rings and the garter springs.
Taking care to keep the individual ring segments together in their respective sets, remove the
garter springs and check the spring length and tension, by anchoring one end and stretching the
spring with a tensometer comparing the original and extension with the readings given in the
engine manual. If the spring is too weak it will not hold the ring segments against the piston rod
effectively leading to leakage.
Each set of ring segments are pushed together in the housing around the piston rod and the butt
clearance measured. If the butt clearance is close to or below the minimum ( normally 50% of
clearance when new), then the ring set must be renewed, or new lamellae fitted. Check the
axial clearance in the grooves. excessive axial clearance will cause hammering of the rings and
excessive wear. If this is the case the housing must be renewed.
11
a. Sketch a main engine high temperature cooling water system, showing the coolant
flow in all parts of the system. (8)
b. Explain how the correct temperature is maintained in all parts of the system, for the
main engine cooling system sketched in Q7(a). (4)
c. Explain how the correct cooling temperatures may be maintained in the system
sketched in Q7(a) in the event of the remote monitoring and control system failing.
(4)
a.
Make up supply
.Jacket wate r
coole r
pumps
'·· .................... ····-+ . ... .. 0 Sla ve controller
t
I
. ·-·•··. 0 Ma ster PID controlle r
I ·r s.t point
A
i Drain tank
transfer pump
I
I
t1
1--
IL...------------..1
Cooling wate r drain t a nk © RART marinediesels.co.uk 2004
The sketch shows a jacket cooling water system for a main engine. A cooling water pump
circulates the water through the jackets, heads and exhaust valves of the main engine.
Expansion and water loss is accommodated by the use of a header tank, usually placed high in
the engine room. The heater in the circuit is normally only used during warming through from
cold.
Temperature control of the cooling water is by using Proportional + Integral + Derivative (PID)
cascade control to operate a three way motorised control valve which controls the flow of water
through a cooler which uses sea water as the cooling medium. By Using PID control an
automatic system can deal with the time lag between a deviation arising being restored in a
12
large capacitor such as the cooling water system of the engine. However because a change in
sea water temperature or pressure will affect the inlet temperature (and therefore the outlet
temperature) and a change in load will affect the outlet temperature, a second or slave controller
monitors the cooling water inlet temperature from the engine and acts as a self contained
control loop to adjust the 3 way control valve, thus reducing any time lag between temperature
deviation and corrective action ..
b.
Using cascade control, which is the combination of two or more controllers, where the output
signal from one controller forms the setpoint of the other, the output signal from the master
controller which is monitoring the outlet temperature is used as the set point for the slave
controller. If the engine is at a fixed load then the water inlet temperature is set by the output of
the Slave controller. When a sudden increase in engine load occurs the outlet temperature will
start to rise. This produces a deviation from the set point signal to the slave controller. The
slave controller responds by altering the position of the three way temperature control valve to
allow more water to pass through the cooler.
Faster response can be built in to the system by using a signal from engine load measurement to
initially alter the position of the temperature control valve, thus anticipating the deviation, with
the temperature sensing elements used as fine adjustment.
Faster response can be built in to the system by using a signal from engine load measurement to
initially alter the position of the temperature control valve, thus anticipating the deviation, with
the temperature sensing elements used as fine adjustment.
c.
[n the event of sensor failure , the control of the jacket water outlet temperature ( 78 - 84°C} can
be achieved by manual operation of the three way valve. Although under constant load
conditions this temperature should remain steady, careful monitoring will be necessary, and the
machinery spaces must be manned. During manoeuvring, a man must be stationed at the control
to react to any changes in the engine outlet temperature.
13
a. (i) Sketch a starting air system used for generator engines. (4)
(ii) Explain the operation of the system sketched in QS(a). (4)
b. Explain how a generator engine starting air system is set to enable the generator
engine to be started automatically by the power management system. (4)
c. State the systems which must be available and the precautions which must be
observed for a generator selected for automatic standby. (4)
a. (i)
(ii)
The sketch shows an air start system which
uses an air motor to crank the engine up to
firing speed. This system can be used with
engines of up to about 300mm bore with an
Hand!Auto output of 3000k W. lt uses high pressure air
Start
Valve at 30 bar. When the auto valve is operated
by either a remote electrical signal or by
hand, air behind a piston engages the starter
pinion with the flywheel ring gear. The
movement of the piston uncovers a port
allowing the air to operate a control valve
which allows air to the vane motor which
then turns the engine. When firing speed is
reached, the system vents and a return
Engine
spring acting on the piston disengages the
pinion from the ring gear and shuts of air to
the starter motor.
b.
The starting air is supplied from the main start air receivers which must be lined up with
isolating valves open to supply starting air to the generator engines. The bottles will be
automatically topped up from the start air compressors. the start air receivers are supplied with
automatic drains to drain moisture and any oil carried over with the air which could cause
corrosion and jamming of the automatic valves. Likewise the air lines will be fitted with
moisture and oil removal elements and drains on their lowest point.
c.
• The engine must be fitted with a sign warning it could start without notice.
• A prelub pump will be fitted which will operate every 30 minutes to circulate oil around
the system.
• A slow turning automatic device which uses the starting air to turn the engine slowly
through 2 revolutions every hour may be fitted. This is to prevent possible damage to the
engine due to fluid in the cylinder.
• The engine must be kept warm either by circulation of the cooling water from running
engines using a central cooling system or by engine heaters.
• The fuel must be open and circulating through the supply and return rails via the
viscotherm and heaters.
14
July 2009 Question 1
a. Describe, with the aid of sketches, the procedure for changing the cylinder liner of a
two stroke diesel engine. (10) (Note: Assume the piston and cylinder cover have already
been removed.)
b. Describe the checks which must be carried out prior to refitting cylinder cover. (6)
a.
Describes removal ofSulzer RTA cylinder Liner

Remove the screws which locate cylinder liner on support ring.
Separate all cylinder lubricating oil connections from the lubricating quills. Remove all
passages for lubricating quills as well as their protecting bushes before pulling out any cylinder
liner.
Usually the liner is jacked from its
seating before attempting to lift it
from the engine. On some engines
the engine is turned to TDC and a
jack mounted on the crosshead pin
which then locates across a support
beam bolted across the bottom of
the cylinder liner.
Dlaphram plate In the case illustrated, an I section
e 2003 RART marinedlesels.c:o.uk support beam is lowered down
through the liner and placed on the piston rod gland seating of the cylinder jacket in
longitudinal direction of the engine.
Hydraulic jacks are placed on the beam as shown and the cylinder liner jacked off its seating.
i The lifting beam is bolted onto the top of the

cylinder liner as shown.
Using the engine room crane the liner is pulled
Suspension fully out of the engine and landed at a safe
llr.tp location and secured.
Remove hydr. jacks and supporting beam from
engine.
- .....-
0 2003 RART matinedieoel• .eo.uk
Before fitting a new liner:

• check liner has correct part number, class stamps and IAPP certification (where required)
• clean and inspect all guide areas and sealing and seating surfaces on cylinder liner, cylinder
jacket and supporting ring, checking for erosion and corrosion.
• check the cooling water space for scale.
• Gauge the liner.
• Check lubricator drillings are clear
• Try the liner in the entablature without the 0 rings. It should slide easily into place. Any
resistance must be investigated before final fitting with the 0 rings
15
Fit 0 rings and smear with lubricating oil.
Fit lifting beam, lift liner and suspend over .,..
:I
engine in position. 6
Apply silicone sealing compound to seating u
,; I
surface of guide ring and collar of liner
Lower liner ensuring that the locating pin
1Gl
Supporting
which ensures correct positioning of the liner is ic Ring
lined up with the hole on the supporting ring.
Fit cylinder head and tighten down using four
.
"t:
E
nuts. Remove cylinder head and fit the screws ~
which locate cylinder liner on support ring.
. ~
nngs ..,
Gauge liner, and record readings. Fit and test
0
cylinder lubricators. 0
N
®
b.
After the new liner has been fitted:

• Gauge the cylinder liner bore and record the readings.
• connect lubricators and check for operation.
• Partially fill the cooling water space between liner, jacket and support ring and check for
leaks. (Once the cylinder head has been fitted and the system filled and pressurized, this
check is repeated.)
16
Describe, with the aid of a sketch, the preparation for survey of the lower half of the
crosshead pin bearing. (16)
..
0
~
PISTON
~ CHECK
'i CLEARANCE Before dismantling the bearing, check and record
J HERE the bearing clearance.
I
.
1:
To check the bearing clearances the engine is
...a:E turned to BDC. The clearance is measured at the
top of the bearing using feeler gauges and is
~
checked on both sides. Typical clearance for a
"'g large slow speed 2 stroke: 0.6mm.
CON ROD
The design of the crosshead will determine the method used for inspection of bearing shell
condition.
With the modem crosshead with a

continuous lower bearing half:
• Turn the engine to BDC .

• Disconnect Lubrication/piston cooling
supply arm.
' ' ...
' • Remove crosshead pin guide lateral
''
' .. ' .. guide segments from conrod.
' • Slacken and remove the 4 bearing

cover nuts.
• Turn Crank to TDC .
• Place retaining pins in holes in guides
to support the guide shoes.
• Fit chain blocks as shown .
• Turn engine and lower conrod so that
bearing surface can be checked.
17
With reference to four stroke diesel engines:

a. sketch the arrangement of inlet and exhaust valve cams for one unit on a common
shaft; (8)
b. explain a suitable surface treatment for the cams; (4)
c. sketch a flexible bellows suitable for exhaust gas and indicate the direction of flow; (2)
d. state possible effects if the bellows in Q3(c) is fitted such that the exhaust gas flows in
the wrong direction. (2)
a.
Valve timing for MAN B& W L58/64
Exhaust valve opens 130°ATDC
Inlet valve opens 50°BTDC
Exhaust Valve closes 50° ATDC which
gives I00°overlap
EXHAUST lnlet valve closes 20° ABDC
b.
Cams must have a tough core for

resilience and toughness and a hard
surface to resist wear.
A hard wear resisting surface can be

produced by using nitrogen instead of carbon as the hardening agent. This process, known as
nitriding, involves heating the finish-machined and heat-treated steel at 500°C for 2-4 days in a
gas-tight container, through which ammonia gas is circulated. The ammonia partially
dissociates into nitrogen and hydrogen at the surface of the work, and the 'nascent' nitrogen
diffuses into the surface, forming hard nitrides. This gives a case hardness of 900 -1100 VPN
with a depth between 0.25mm and 0.9mm.
Plain carbon steels are not suitable for nitriding, since iron nitrides are formed which make the
case too brittle. Special alloy steels are employed for nitriding.
e.g. 0.2- 0.5%C, 1.5%Cr, I %AI and 0.2%Mo (Nitralloy)
Hard nitrates ofCr and AI are formed in the surface layers.
Presence of Mo gives grain refinement and improves the toughness of the core.
c.
-
d.
FLOW ash and carbonaceous products of combustion will

deposit in the corrugations of the bellows preventing
movement during variation in temperature. This in
turn will lead to the bellows splitting.
18
a. Explain why approximate power balance between cylinders is desirable. (4)
b. State why exact power balance is not possible with an operating engine. (4)
c. Describe, with the aid of a sketch, the information that may be obtained from EACH
of the foUowing
i) powercard; (4)
ii) draw card (4)
a.
If the engine cylinders do not develop the same power then the firing loads being transmitted to
the crankshaft will be uneven causing excessive torsional stresses to be set up. The vibration
characteristics of the crankshaft will also be altered, which may result in a resonant vibration
being set up within the engine's normal speed range. individual cylinders may be either
overloaded or underloaded. Those operating below the normal load will not be operating at
their most efficient, whilst those operating in excess of the max load will be subjecting the
bearings and crankshaft to excessive loads and there will be problems arising from combustion
of the fuel such as burning of piston crowns and injector nozzles, afterbuming and subsequent
fouling. With a two stroke crosshead engine there is a possibility of scavenge fires on the
overloaded cylinders, with a medium speed 4 stroke blowby can lead to a crankcase explosion
whilst on all engines, surging of the turbocharger may be experienced.
b.
As the engine runs, wear will occur in rings, skirts and liners, fuel pumps, and injectors. As the
rings and liners wear, the sealing effect may be lessened leading to lower compression
pressures and blowby. The amount of wear may vary from cylinder to cylinder depending on
the effectiveness of cylinder lubrication, the liner temperature and the injection efficiency and
timing.
As the fuel pumps wear, again at different rates, due to erosion on the spill ports, scoring of
barrel and plunger, so injection will be retarded. Injector nozzles will wear and springs weaken,
influencing atomisation and fuel timing.
Valve timing will be slightly different due to the variation in tappet clearance, and
manufacturers tolerances on cam profiles.
The turbocharger, especially if not regularly water washed will fall off in performance.
Depending on the arrangement and number of turbochargers, this could mean that the cylinders
furthest away from the air cooler outlets may not receive sufficient air for scavenging and
combustion.
All of these factors will cause a variation in the power outputs of individual cylinders over a
period of time.
19
c.i)
The powercard is a
Moa. Cyt.
PrHs. pressure/volume diagram
taken over a complete
Comp.
Press. cycle of the engine. The
TDC enclosed area of the
diagram is representative
I of the work done during
the cycle.
II
11
The height of the diagram
81--
E•haust
Aimoop/llrtc Une- - - - - - - ; .Swop! Volumo: - - - - - - _ . : : :·;= BDC

above the atmospheric
line is related to the
maximum cylinder
pressure. (height x spring
Power Card
constant)
The Mean Indicated Pressure is calculated by finding the mean or average height of the
diagram
To calculate the Mean Indicated Pressure, first, measure the area of the diagram using a
planimeter. The area of the diagram is then divided by its length, thus giving the mean height of
the diagram.
The mean height is now multiplied by the spring constant of the indicator equipment which will
give the MIP.
From the mean indicated pressure the indicated power of the cylinder can be calculated:
Indicated Power (kW)= Mean Indicated Pressure (kN/m 2) x CSA of cylinder (m 2) x Stroke (m)
x power strokes/sec.
.."
ii)
0
u The draw card, because the drum
..
.!! is rotating out of phase with the
piston position will show the
Max Press 'i.5 conditions around TDC in greater
detail than an in phase powercard.
~
8
Early and late combustion with
corresponding high and low max
pressures caused by fuel of
N different qualities or because of
9 incorrect fuel pump timing will be
clearly illustrated. Poor
atomisation due to a choked or
leaking injector and afterbuming
will also show clearly.
BDC
TDC
NORMAL
EARLY
LATE
POOR ATOMISATION
20
With reference to the operation of fuel oil preparation systems:

a. explain the cause, effect and remedy of EACH of the following:
i) blocked suction strainer offuel oil booster pump; (4)
ii) blocked hot fuel filters upstream of the fuel oil heaters. (4)
b. explain why continuous operation of heavy fuel oil purifiers is preferable to batch
purification. (8)
a.i)
Cause: stratification of the fuel forming sludges due to incompatibility or stability of the fuel.
This is encouraged by the heating of the fuel. Not sludging the service tank.
Effect: The pumps will lose suction and pressure will drop in the fuel supply to the engine(s).
Main engine may not be able to maintain power and generators may trip ofT the board.
Remedy: Reduce load on main engine. Change over to standby filter and clean affected filter.
change onto second service tank or Diesel Oil. Sludge affected service tank or pump out to
empty bunker tank. Circulate through homogeniser if fitted . Check for instability using test kit.
ii)
Cause: Purifier not operating correctly due to build up of sludge. Carbon build up in heaters
being stripped out by fuel oil blended with cutter stock (distillate fuel) This carbon then blocks
filters .
Effect: Pressure will drop in the fuel supply to the engine(s). Main engine may not be able to
maintain power and generators may trip off the board. Plus heater Fuel Oil relief valves may lift
if booster pump recirc valves set too high. If filters of backtlushing type continuous
backtlushing may cause high level in FO drain tank.
Remedy: Reduce load on engine. Change over and clean filters. Change over heater. Pump out
FO drain tank. Change over to diesel oil and bypass heaters. Change over fuel oil purifiers,
strip and clean stopped purifier.
b.
The normal procedure is to purify the settling tank to the service tank. When the service tank is
full , the purifier is changed over to recirculate the service tank. This has the advantage of
passing the fuel through the purifier more than once so giving the purifier a greater chance of
removing any contaminants and water. It also helps maintain the service tank at the required
temperature. At the same time it gives the settling tank the chance to allow the heavy sediments
and water to drain to the bottom of the tank where they can be removed. If the temperature of
the fuel oil rises too high (e,g, in port) then the purifier can be switched to purify from Settling
Tank to Settling tank.
When the service tank drops to a predetermined level, the purifier is switched again to purify
from sett Iing to service tank.
Batch purification where the service tank is filled from the settling tank and then shut down
only purifies the fuel once, so that all impurities may not be removed. When the purifier shuts
down, any sludges within the purifier may harden leading to inefficient operation next time the
purifier is run .
21
With reference to diesel engine crankcase lubrication:

a. explain with the aid of a sketch, the principle of hydro-dynamic lubrication (6)
b. explain EACH of the following with regard to the microbial degradation of crankcase
oil
i) the cause; (3)
ii) the effect; (3)
iii) prevention. (4)
a.
The operation of hydrodynamic lubrication in journal bearings is illustrated below. Before the
rotation commences the shaft rests on the bearing surface. When the rotation commences the
shaft moves up the bore until an equilibrium condition is reached when the shaft is supported
on a wedge of lubricant. The moving surfaces are then held apart by the pressure generated
within the fluid film. Journal bearings are designed such that at normal operating conditions
the continuously generated fluid pressure supports the load with no contact between the bearing
surfaces. This operating condition is known as thick film lubrication and results in a very low
operating friction and extremely low bearing load.
LOAD LOAD
RUNNING
PRESSURE DISTRIBUTION
The rotating shaft drags a wedge of oil beneath it that develops a pressure great enough to
support the shaft and eliminate contact friction between the shaft and bearing.
b.i)
Bacteria come in two forms ; aerobic which require oxygen and anaerobic which cannot tolerate
oxygen. One strain of anaerobic which can be found in lubricating oils is sulphate reducing
bacteria (SRB) which produces corrosive sulphide. This results in severe pitting corrosion.
The microbes need water to survive, and breed. Their food source is the hydrocarbons and
additives in the oil and they survive and breed at optimum levels when the temperature of the
oil is between 15° and 40° C. and is not moving. This indicates that laid up ships, or those in
intermittent service are more likely to be affected. However it must be born in mind that vessels
in continuous operation may have auxiliary diesel engines shut down for several days at a time
whilst shaft alternators or turbo alternators driven from waste heat steam plants are used. Water
can enter the oil through leakage from sea water or cooling water (which itself can support
microbes), from bilges, or from condensation forming within the tanks .
22
ii)
The oil will emulsify and become slimy. lt will increase in viscosity and may well choke filters.
This increased viscosity and an increase in the acidity of the oil will cause overheating and
corrosion within the bearings. Often the first indication the engineer will have is a smell of
hydrogen sulphide (rotten eggs). Filters will need changing/blowing down more often and the
purifier may well fail due to a build up in sludge. Slime will be seen on the internal surfaces of
the crankcase. Bearing temperatures will rise and there will be a reduction in the heat transfer
efficiency of the LO coolers. A viscosity test will indicate a rise in the viscosity of the oil.
Contamination can be confirmed by culture of a dip slide, although this will take time to
confirm. It is a good idea, if contamination is confirmed to test the jacket or piston cooling
water, as this may be the source of the contamination.
iii)
The microbes cannot survive without water so ensure water is kept out of the Lubricating Oil.
The best way of avoiding contamination is by continuous purification, so that the microbes are
killed faster than they can incubate. Purification will also remove water present in the oil.
The oil can be treated with biocides, However biocides only have a short life in hot oil systems.
Regular testing for bacterial contamination involves taking a dip slide and growing a culture.
23
With reference to chain drive systems on diesel engines:

a. sketch a section of camshaft roller chain; (10)
b. state the possible consequences of operating a camshaft chain with incorrect tension.
(6)
a.
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b.
When a chain is engaged around a sprocket wheel it does not form an arc of a circle, but instead
forms part of a polygon, the length of each side corresponding to the pitch of the chain.
Because the chain takes up this polygon form as it wraps around the sprocket wheel, the pitch
circle radius is constantly changing between a maximum and a minimum value as the sprocket
wheels rotate. This means that vibration in the chain together with cyclic stressing will occur as
the chain tightens and slackens during operation.
If the timing chain is too tight then the load on the chain wheel bearings will be too high,
leading to early failure. Excessive loading on the chain can lead to excessive wear and damage
to chain links and rollers and sprocket wheel teeth.
If the chain is too slack then the chain will:

• Vibrate: causing cyclic stressing leading to early failure.
• Cause excessive wear on sprocket teeth.
• Destroy the rubber Iined guide bars.
• Destroy the LO sprayers.
24
a. Explain the procedure for taking the bump or bumping clearance on one cylinder of a
reciprocating air compressor. (S) Note: Assume that the machine in question has
already been safely shut-down and isolated ready for maintenance activity to commence.
b. Explain why bumping clearance needs to be checked when overhauling a
reciprocating piston compressor. (6)
c. Sketch a reliefvalve suitable for fitting to the water spaces of a two stage
reciprocating piston air compressor with integral intercooler and aftercooler. ( 4)
d. State a reason for fitting the valve sketched in Q8(c) (I)
a.
• If just checking the bump clearance then remove the valves from the cylinder head. If
checking bump clearance after overhaul, then after torquing down cylinder head and before
fitting valves.
• Turn compressor over using bar on flywheel till piston is approaching top of cylinder.
• Take a length of soft lead wire about 3 to 4 cm long and roll into ball.
• Place ball of wire on centre of piston crown through one of the apertures in the head where
the valves normally are seated.
• Bar the piston over Top Dead Centre
• Remove the now flattened lead wire and measure its thickness which equals the bump
clearance.
b.
If the bumping clearance is too small then the piston may contact the cylinder head when the
compressor is started off load due to the inertia in the running gear.
With a large bump clearance, a considerable movement of the piston on its downward stroke is
required to expand the trapped air to the point at which the suction valve opens. This leads to a
loss in the volumetric efficiency. This will lead to longer running hours, overheating as the hot
air is recompressed, and the possibility that the design pressure may not be reached.
p
ldoal Compressor Cycle
No Clelllrancc
Actual ComptessOf Cycle

Large Bump Cl earance
Bump
Clearance
~-;.---~--...... '
'' ''
' ' ' ... ' ' ...
... ,.. ' ...
Volume Loss
Strok" fidc.JI) V
Stroke (actual I
25
c.
The water space will be fitted with a relief valve of the

type shown in the diagram. A simple spring loaded valve.
d.
Coo ong The purpose of the relief valve is to prevent overpressure

water of the cooler's cast iron shell casing in the event of a tube
space failure pressurising the water side.
26
October 2009 Question 1
With reference to medium speed engines
a. explain why, after a period of operation, there may be variation in the power
developed by different cylinders; (5)
b. describe how the power balance of cylinders may be assessed; (5)
c. describe how optimum cylinder power may be restored. (6)
a.
timing.
combustion.
period of time.
b.
Power assessment should be done when the engine is running above 80% MCR. The load on
the engine should be kept constant. Indicator cocks should be blown through to blow out any
loose carbon.
Modem computer equipment allows power cards to be taken on engines on which due to the
speed of the engine it is not possible to use a mechanical indicator. lt consists of a pressure
measuring device (transducer) attached to the indicator cock and a pick up at the flywheel
which measures the position of the piston in the corresponding cylinder. The computer will
then calculate the power developed in each individual cylinder and will also trace the power
card and out of phase diagram.
In the absence of the equipment mentioned above then the method of assessing cylinder powers
relative to each other is by taking cylinder peak pressures and compression pressures. This will
not allow the calculation of the power developed in each cylinder but is useful as a comparative
guide and is the method commonly used to assist in balancing an engine.
A pressure reading device is attached to each cylinder in turn and the maximum pressure
recorded with the fuel on and off the unit. The compression pressure recorded will give a guide
to the condition of the rings/liner and valve sealing. The pressure recorded with the fuel on the
unit gives a guide to the power developed by the unit.
It must be strongly emphasised that before attempting to balance the cylinder outputs using the
peak pressures, that it is known that the fuel injection equipment is in good condition and
correctly timed. A high peak pressure may be caused by early injection leading to overloading
of bearings, but a loss of power.
When assessing cylinder powers, it is normal to take into account the fuel rack settings, VIT
settings if applicable, exhaust temperatures, scavenge air pressure and temperature.
27
c.
Optimum cylinder power can be restored by injecting the correct quantity of fuel at exactly the
right time, into a cylinder which has compressed the required mass of air to the correct pressure
and temperature for efficient combustion to take place. To achieve this, the fuel injection
equipment must be maintained in good condition, and the injectors overhauled and replaced as
required. If VTT is fitted this must be correctly set up and the fuel quality lever adjusted to suit
the fuel. Correct cylinder lubrication will reduce wear to a minimum and help seal the rings
against the liner. Valves must seat correctly and tappet clearances be correctly set. The
turbocharger must be regularly cleaned on both the gas and water side, and the air entering the
cylinders must be maintained at the correct temperature.
It is normal to balance the cylinder powers by adjusting the fuel rack settings on individual
cylinders while keeping the exhaust temperature differentials within close limits, so that the
difference between peak pressure and compression pressure is as close as possible for all units.
Engines cannot be balanced on one individual parameter alone.
If the engine is allowed to operate out of balance then the overloaded units will wear more
quickly, and the stresses in the crankshaft will be increased.
28
a. Describe, with the aid of sketches, the procedure for calibrating a cylinder liner. (4)
b. State how the accuracy of calibrations may be ensured. (4)
c. Describe how EACH ofthe following liner wear patterns are identified, explaining a
probable cause in each case:
(i) cloverleafing; (4)
(ii) scuffing. ( 4)
a.
Position of A cylinder liner is calibrated by

top nne :u TOC" measuring the internal diameter
using a micrometer gauge. It is
routinely carried out during a unit
overhaul when the running gear
1:. \~1~"1 ,,1 •.111, has been removed. So that the
"~.u 1'-•IWI n measurements can be directly
compared to previous readings and
a wear rate calculated, the position
of the measurements is
standardised by using a gauging
point template, which in practice is
a piece of flat bar hung over the
side of the liner. The bar has holes
drilled in it at the appropriate
gauging points.
The diameter is measured both in

the fore and aft and athwartships
direction.
The measurements taken are important, because, as

stated, it allows for the wear rate of the liner to be
calculated in mm/1000 hrs. This wear rate will vary, but
approximate figures are about 0.05mm/l OOOhrs for a two
stroke crosshead engine, and about 0.0 15mm for a four
stroke trunk piston engine.
The maximum diameter can also be recorded. lfthis is in

excess of the manufacturers recommendations then the
piston rings will not seal effectively, leading to blowby,
even more wear, loss of power and scavenge fires. Ovality can also be determined; this can be a
problem on trunk piston engines, in which the piston skirt transmits side thrust to the liner.
29
b.
To ensure accuracy of the readings the micrometer gauge used should have a valid calibration
certificate. The micrometer should be at the same temperature as the liner. The temperature of
the liner should be recorded to allow for any compensation to be made for expansion. As
mentioned above, a gauging point template must be employed to make sure the readings are
taken at the same place each time.
c.
i. Cloverleafing: Caused by
LUBRICATION acid attack usually because of
ORIFICE low liner temperatures.
- - - ~..r.l~.,._~ Identified by the excessive
wear between the cylinder oil
injection points up the length of
the liner. Sulphuric acid,
formed by the products of
combustion due to the sulphur
in the fuel, deposits on the liner
surfaces when its temperature
falls below the dewpoint. The
cylinder oil gets less
neutralising the further away it
gets from the injection points as
SECTION THROUGH CYLINDER LINER its alkalinity reserve is used up.
The acid deposits cause cold
corrosion and destroys the LO
CLOVERLEAFING film, until eventually the rings
will not seal. This leads to
blowby, causing overheating and distortion of rings, and burning of the LO film resulting in
more blowby and wear.
ii. Scuffing is also known as microseizure or adhesive wear. Caused

by lack of lubrication, it can lead to wear rates in cylinder liners in
excess of lmm/lOOOhours (10 -20 times the normal rate). Localised
overheating and welding of microscopic particles takes place which
subsequently tear apart, roughening the surfaces and accelerating the
process. When inspecting liner and piston, it is important to look for
evidence of microseizure. It manifests itself as vertical scoring on the
rubbing surfaces.
30
a. Sketch a main engine fuel system including the fuel oil service tanks. (5)
b. Describe how the engine fuel system sketched in Q3(a) is changed from diesel oil
operation to heavy fuel operation. (5)
c. State, with reasons, the precautions which must be observed when changing the
engine fuel system from diesel oil operation to heavy fuel operation. (6)
Pressure control
C> ltAJfT marlnedlonls.co.uk 2002 valva
Return Lino
Return to DO Tank
Normally Normally
closed closed
Mixing
HO
SERVICE Quick
TANK
pumps Steam
drain
From DO Tank
b.
The change over should be carried out at manoeuvring full ahead revolutions. The steam
isolators to the heaters are opened and the viscotherm is switched on, ensuring the bypass is
closed. Open the drains from the trace heating and crack on the steam.
If the system as shown in QS(a) above is working correctly, then all that should be necessary is
to change the three way valve over from the DO service tank to the HO service tank. As the
heavy oil mixes with the diesel oil being rec irculated round the system through the mixing
column, the viscosity of the mix will gradually increase; this will be detected by the
viscotherm, and the steam to the heaters opened accordingly through the heater control valve.
Open the steam to the trace heating fully. After about 30 minutes there should be no diesel fuel
left in the system and the engine speed can be increased if required.
correctly, then the change over requires the operator to slowly open up the steam, whilst the
temperature increases as the heavy oil mixes in with the diesel , thus avoiding problems
outlined below.
31
c.
The heavy oil service tank must be full and checked for water content. Water contamination
from the purifier or other sources could have occurred whilst the tank was off line. Would
result in engine misfiring or stalling, and damage to infection equipment.
Make sure the quick closing valve on the HO service tank is open. Otherwise when changing
over the three way valve the engine will stop due to loss of fuel pressure.
Ensure the viscotherm set point is correct for the engine. refer to engine builders instructions.
Incorrect viscosity of the heavy fuel at injection will lead to combustion problems and possible
damage.
Ensure that the return valves to the DO tank and HFO are closed, and the return to the mixing
column is open. This will prevent contamination of the service tanks and ensure that the change
over happens in the intended period of time.
The engine should be running at manoeuvring revolutions/load so that the change over happens
over a period of time of about 30 minutes. If heated too quickly diesel in the system could gas
up. Fuel pump plunger and barrels need time to come up to the new working temperature to
prevent unequal expansion and seizure. If the system is not at the correct temperature the
viscosity of injection will be incorrect leading to combustion problems.
32
a. Sketch a lubrication system for a crosshead engine, showing how the oil is supplied
to all parts of the engine. (8)
b. Explain why booster pumps are sometimes used for supplying lubricating oil to the
crosshead. (4)
c. Explain why a separate lubrication system is sometimes provided for the camshaft.
(4)
a.
r-~
1 vent
I
I
I
1
Cyt Lubtlcators
From
XStorage
Tank
Backflushing
Flltc.-.
Cyl 0.1
Tank
!I
I
I
Suction Fill
t!ldtng
I To Punficr
I
I
From Purifier
DRAINTANK
0 Strainer
e 2008 RART marinedlesels.co.uk
b.
The crosshead bearing is acknowledged as a difficult bearing to lubricate effectively because it
swings about the crosshead pin changing direction twice per revolution. This means that true
hydrodynamic lubrication cannot be built up. Instead, as the the swing starts, boundary
lubrication between pin and bearing occurs. As the rubbing speed increases so hydrodynamic
lubrication starts, but as the bearing swings past the midway point it starts to slow down and
boundary lubrication starts again. Separation of the two metal layers by a oil film has always
been a problem for designers. Sulzer boosts the pressure of the lub oil supply to the crosshead
33
to 12 bar. using a separate set of pumps; this oil at higher pressure is also used to lubricate the
bottom ends.
More oil has to be supplied than just to lubricate. The oil must be supplied in sufficient quantity
to cool the bearing. The Sulzer crosshead has a plain lower bearing without channels. In order
to inject oil between pin and bearing, they have to supply oil at a much higher pressure. The
injection will take place at around 20 degrees crank angle before TDC, where the cylinder
pressure is still low and upward inertia forces on piston is still high. There is a short interval, in
which the bearing pressure is lower than the oil pressure and oil can enter the bearing.
c.
Older B& W engines used to have a separate lubrication system for the camshaft, consisting of
separate pumps, drain tank, cooler and filters. This was because as the fuel pump plungers and
barrels wore with use, there was a possibility of fuel oil leaking down to the camcase and
contaminating the lubricating oil. If this happened then the relatively small charge of oil could
be replaced without major cost. Modem engine fuel pumps incorporate an umbrella type seal
on the fuel pumps to prevent this contamination, and so modem engines do not usually have
this facility, though it is still available as an option.
34
a. Sketch a section through an engine charge air system, showing the charge air cooler
and water separator, indicating fluid flows and labelling the main parts. (8)
b. Explain why it is necessary to cool the charge air after a turbocharger. (4)
c. Explain why it is necessary to remove water from the charge air. (4)
a.
Condensate
Drain
~ 2005RARTmarinedlesels.c:o.uk
b.
When air is compressed it gets hot (polytropic compression). If this hot air was put directly into
the engine the thermal loading on the engine would increase, leading to excessively high
exhaust temperatures, and burning of the cylinder oil from the liner surfaces. As air increases in
temperature it's relative density decreases, so that a fixed volume of air contains a smaller mass
of oxygen.
By cooling the air, cylinder liner surface temperatures are kept within limits, excessive thermal
loading of the engine is avoided, and a greater mass of air is introduced into the cylinder, so
that more fuel can be burnt per cycle.
c.
Air at ambient conditions contains moisture, which varies according to the humidity of the air.
When the air is compressed and heated the moisture is held in the air as a water vapour. As the
air is cooled in the air cooler it reaches a saturation point at which it is holding the maximum
amount of vapour it can at that temperature and pressure This means that the excess water
condenses and is held in the air as tiny water droplets. If these water droplets are allowed to be
carried into the combustion space, they could wash the oil film from the liner walls.
To prevent this happening a water catcher is provided after the air cooler. The air is forced to
change direction by a series of vanes. The water droplets are thrown onto the surface of the
vanes where they coalesce and rundown to drain. ft is not unusual for 30tonnes/day to be
removed from the scavenge air on a large slow speed 2 stroke engine.
35
With reference to trunk piston, medium speed engines:
a. explain why multiple air inlet and exhaust valves are often fitted; (4)
b. explain why exhaust valve rotation is employed; (4)
c. explain how effective cylinder lubrication is obtained; (4)
d. describe how piston cooling is achieved. (4)
The exhaust valves must be of a large enough cross sectional area, opening far enough into the
cylinder to allow an efficient gas flow process with minimal loss of energy through turbulence
during exhaust blowdown, and whilst the piston is pushing the exhaust gas out of the cylinder.
As the piston comes over TDC at the end of the exhaust stroke, the inlet and the exhaust valves
are open and the turbocharger pushes the air into the cylinder, to displace the remaining exhaust
gas in the cylinder. So that this gas exchange process is as efficient as possible, the opening
area of the valves must be as large as possible.
the power demand from the engine. The valve opening distance of D/4 is reduced with smaller
diameter valves, meaning that the valves are fully open in a shorter time. While the exhaust
valves are closed, the lid or head is being cooled due to heat transfer to the water cooled seat.
The bigger the valve, the less the cooling effect.
b.
Rotating of exhaust valves is employed on engines burning residual fuel.
Rotating an exhaust valve has two advantages. It helps remove any deposits on the seating faces
using a grinding action and it prevents uneven heating of the valve which would cause
distortion and thermal stressing. Deposits and distortion will lead to the valve blowing by
leading to localised overheating weakening of the material and eventual bum out, whilst
thermal stressing will lead to cracking and possible breaking of the valve.
c.
Splash lubrication: - where oil from the rotating crank and running gear is splashed on to the
liner surface and distributed over the length of the liner by the piston and rings. The oil control
or scraper ring scrapes oil downwards back to the crankcase, thus preventing excessive LO
consumption.
Cylinder lubricators:- fitted on the larger 4 stroke trunk piston engines. Oil of the same
specification as that of the crankcase oil is supplied by an engine driven pump through drillings
in the liner to the liner surface. The idea behind this is so that oil is picked up by the ring pack
as it passes, aiding upper cylinder lubrication, combating the products of combustion and
reducing wear.
Forced skirt lubrication: This third method has been adopted by Wartsila. This method entails
feeding the LO through drillings in the piston skirt to the cylinder liner. Because the piston skirt
transmits the side thrust to the cylinder liner, this method puts oil where it is needed, and helps
reduce the liner ovality caused by wear in this region.
d.
On a medium speed trunk piston engine, the system oil is used as the cooling medium. The oil
passes from the crankpin journal up the con rod to the piston pin. From here the oil is used to
cool the piston crown. There are several methods of achieving this. On some engines the oil
passes through a cast in cooling coil before being returned to the crankcase. A simple method is
just to direct a jet of oil onto the underside of the piston crown.
A more positive method of distributing the oil up to the piston crown on a large bore medium
speed engine is to use a spring loaded oil catcher located between the piston crown and the top
of the conrod. The oil travels round a groove in the piston pin, and then through a drilling,
where the oil catcher ensures the oil is fed up to the underside of the crown throughout the
whole of the con rod swing. Oil passes through drillings from the centre space in the crown to a
circumferential space before returning to the crankcase via the floating piston pin.
36
With reference to turbochargers:

a. explain the term surging, stating how it occurs and its effect on the turbocharger; (S)
b. describe how operational performance of a turbocharger may be assessed; (S)
c. explain how a turbocharger may be maintained in good operational condition. (6)
a.
Diffuser vanes matched Surging occurs when the air
to resultant air velocity pressure being generated in the
Velocity decreases as compressor diffuser falls below the
pressure increases delivery air pressure. this can be
caused by too low an air mass flow
or too high a pressure differential
between inlet and delivery.
When operating correctly, the

velocity of air resultant velocity of the air leaving
Cmnprr.snr the compressor wheel matches the
\\heel diffuser vanes as shown, allowing
the kinetic energy in the air to be
converted into pressure energy.
If there is now a restriction in the

air flow in the system, the direction
of the resultant velocity of the air
leaving the compressor wheel no
longer matches the diffuser, and
the resulting turbulence in the
diffuser caused by this means that the aforementioned energy conversion does not take place
i.e. no conversion of kinetic into pressure energy.
At a certain point, the pressure built up in the air manifold will blow back through the
compressor, causing the surge in turbo charger revolutions, the noise and vibration. The system
will now stabilise itself, pressure will be built up again, and if the condition causing the surge is
still present, the cycle will repeat itself. Depending on the degree of restriction, the frequency
can be anything from a few seconds to a number of minutes.
If allowed to continue without rectification it can damage the compressor wheel, turbine blades
and silencer and cause bearings to overheat.
b.
When the turbocharger has been overhauled and has clean, correctly profiled nozzle ring,
blading and compressor rotor and is operated with a clean inlet filter, it will be operating with
maximum efficiency. Readings recorded in the engine log will include pressure drop across the
filter (using a manometer), turbocharger rpm, gas inlet temperature to turbocharger, gas
temperature drop across the turbocharger, scavenge pressure and temperature and exhaust
temperatures.
37
By observing the change in operating parameters mentioned above, performance of the
turbocharger can be assessed and action taken to restore the turbocharger to optimum
performance.
c.
If the air filter becomes blocked, rise in differential pressure across the filter will be noted. Air
delivery will be reduced and this will lead to poor combustion and contamination of the turbine.
Regular cleaning of the air inlet filter should prevent this happening.
A dirty compressor wheel will not allow the air to flow smoothly over its surface, causing
turbulence and reduction in the kinetic energy being imparted to the air. Daily water washing of
the compressor wheel will prevent the dirt building up.
The pressure drop across the air cooler should be monitored, and if seen to increase over a
period of time, then cleaned on the air side. This will ensure the correct mass of air for
combustion is delivered to the cylinders.
Regular inspection of the scavenge ports ensuring they are not choked will also ensure good
combustion of the fuel.
Fuel injection equipment should be maintained in optimum condition to prevent unburnt fuel
passing out with the exhaust gas and fouling the turbine. Cylinder oil feed rate should not be
exceeded for similar reasons.
After a period of use, deposits will build up on the nozzles and blading (sodium and vanadium
compounds, ash, carbon deposits). This alters the profile geometry of the nozzles and blades,
changing the velocity pattern of the exhaust gas passing through them. The geometry can be
restored by water washing or dry cleaning of the nozzle ring and turbine.
The rotor should be removed for inspection and chemical cleaning if problems are experienced
which the above listed routines cannot rectifY.
38
a. Sketch a starting air system from the compressors to the engine air start valve,
indicating on the sketch tbe safety devices fitted. (l 0)
b. Write instructions for setting up a starting air system for a vessel on passage at sea,
prior to manoeuvring. (6)
._____r-rl_,__ffi :~;~:
Bursting~
Disc
Start
Signal
© 2005 RART marinediesels.co.uk

b.
The main engine air start air system must not be isolated when the vessel is at sea in case the
engine requires to be manoeuvred in an emergency.
2 hours Before arrival check:
The engine automatic valve is set and locked in the auto position.
Both compressors are in auto with one leading the other. (The lead compressors should be
changed over weekly.)
All valves on the air receiver in use are open to the air start automatic valve. Check the standby
air receiver is at max pressure and ready for use in an emergency. The pressure of this receiver
must be monitored regularly and topped up as required.
Drain the receivers of water and oil and also drain any low point on the air start system to
prevent corrosion and risk from oil carry over.
One hour before standby arrival in port, whilst the ship is in open water, the engine should be
stopped, started in the astern direction, and then restarted ahead, both from the bridge and
Engine Control Room to check that the system is operating correctly. Ensure the engine is
switched back to bridge control after carrying out this check.
39
December 2009 Question 1
a. Describe the procedure for inspecting the shells of one main bearing in a crosshead
type engine. (12)
b. Describe the indications of EACH of the following, stating where EACH would be
found on the shells:
(i) wiping; (2)
(ii) fretting. (2)
a.
Relevant safety precautions to be observed. LO

and start air shut off and turning gear engaged.
Permit to work obtained.
Before removal of a main bearing, it is advisable

to take a set of deflections and measure the
A Frame bearing clearance.
Turn crankshaft so that the crank web of the

respective bearing is in the horizontal position.
Remove LO feed to bearing. Loosen and remove
the bearing jacking bolts.
Mount roller support as shown on A frame and bolt lifting bracket

to main bearing cover. Using lifting tackle lift cover a few mm to
ensure bearing is not lifting with cover, then lift cover and using a
second chain block pull out of engine.
Screw an eye bolt into the bearing top half and lift out of the
engine in a similar way to the cover.
Turn the engine until the lower side of the respective

crank is parallel to the bedplate.
Place a dial gauge above a crank web near the bearing

shell to be removed and set it to zero.
Place the supplied jacking beam between the transverse
girders as shown. Place hydraulic jacks on girder.
40
Mount removal tool on one face of the lower
bearing shell and tighten alien screws. Attach
a wire rope to the short hook on removal tool
and lead it outside the shell collar to the
other side and then up through the roller
support and attach to chain block.
Using the jacks and paying close attention to

the dial gauge, lift the crankshaft the
equivalent of the bearing clearance in the
adjacent bearings. By pulling on the steel
rope turn the lower bearing shell out. When
the bearing shell lies on the top of the
crankshaft journal, remove the steel rope and
screw the eye bolt into the threaded holes on
the crown of the shell rear surface. Then lift
the lower bearing shell and remove it from
of the engine.
The bearing can now be inspected. Pay special attention to the lower half (loaded half) of the
bearing. Look for wiping, pitting, scoring, crazing, spalling and fretting. If a tin aluminium
bearing note carefully the condition of the overlay.
b.
(i)
Wiping. This is where the bearing metal melts and is "wiped" from the surface of the bearing.
Severe wiping can mean that all the bearing metal runs from the bearing leaving the backing
layers or steel shell visible. Less severe wiping or partial wiping is known as smearing because
the surface of the metal appears to have been smeared. Caused by overheating due to loss of
hydrodynamic lubrication.
(ii)
Fretting. Caused by relative movement between bearing shell and housing. Fretting marks
where the surface has eroded and corroded away visible on back of bearing shells and in
housing. May also cause cracking of the bearing material as the relative movement destroys
bonding between shell and bearing material.
41
a. Describe, with the aid of sketches, the procedure for calibrating a cylinder liner. (6)
b. Explain why a new liner should be calibrated prior to inserting the piston. (4)
c. State why and how jacket cooling water spaces are protected from corrosion. (6)
a.
Posilionof
T OC
10p ri112 :.1
A cylinder liner is calibrated by
measuring the internal diameter
using a micrometer gauge. It is
routinely carried out during a unit
overhaul when the running gear
1: ':,~('1 -.,.rc:t
\\f-,l1J) ..\l(t"lll
has been removed. So that the
measurements can be directly
compared to previous readings and
a wear rate calculated, the position
of the measurements is
standardised by using a gauging
point template, which in practice is
a piece of flat bar hung over the
side of the liner. The bar has holes
drilled in it at the appropriate
gauging points.
IDOO~
The diameter is measured both in
the fore and aft and athwartships
direction.

calculated in mm/ I 000 hrs. This wear rate will vary, but
approximate figures are about 0.05mm/l000hrs for a two
stroke crosshead engine, and about 0.015mm for a four
stroke trunk piston engine.
The maximum diameter can also be recorded. If this is in
excess of the manufacturers recommendations then the
piston rings will not seal effectively, leading to blowby,
even more wear, loss of power and scavenge fires.
Ovality can also be determined; this can be a problem on trunk piston engines, in which the
piston skirt transmits side thrust to the liner.
42
b.
The new liner should be calibrated prior to inserting the piston so that it can be established that:
• The measurements are within the correct tolerances for size and ovality for a new liner
(the piston must fit with the correct clearance).
• There has been no deformation of the liner during fitting.
• The measurements are recorded so that wear rate can be established from that point on.
c.
In diesel engines containing dissimilar metals, main concern is galvanic corrosion. When
exposed to water, one metal becomes anodic and the other cathodic, setting up a galvanic cell.
For example, when Copper and Mild Steel are connected in water, the Mild Steel becomes the
Anode, because it will give up electrons more readily than the Copper. The metal loss occurs at
the anode, so the Mild Steel corrodes. Acidic corrosion (pitting) can also occur when the pH
falls below 7. The water will contain dissolved oxygen, and if left untreated an ideal
environment will exist for all types of corrosion.
The most common form of water treatment nowadays is a nitrite borate azole inhibitor. The
nitrite protects the mild steel and cast iron by forming a protective metal oxide film on the
surfaces of the metal, while the azole protects the copper from corrosion. A reserve
concentration of the agents is held within the water and this replaces any areas of surface layers
which may be removed by cavitation or vibration. Normal nitrite limits: 1000-2400 ppm nitrite
(N02). The borates act as buffering agents to maintain pH values within suitable limits when
the product is dosed as recommended. The pH should be maintained between 8.3 and 10.0 by
the treatment.
43
a. Sketch an hydraulic exhaust valve with air spring closing, explaining bow it
operates. (8)
b. Explain the effect on engine operation of a four stroke engine, if the tappet clearance
on an exhaust valve operated by the rocker arm is:
(i) too small; (4)
(ii) too large. (4)
D~mpong
Pin
Air Supply
From 7 B•r
1:-!;";=~~'9 Alf Vl.l N.'R Valw
Cooled
_t..-_...r- Replaceable
Reliel
Valve Seat
V.alve in Exhaust valve
Cage
OPERATING SYSTEM FOR HYDRAULIC EXHAUST VALVE
The exhaust valve is mounted in a cage and fitted centrally in the cylinder cover. It is operated
by a cam driven hydraulic pump timed to the crank position. Oil from the camshaft oil supply
(2.5 bar) is pressurised at up to 200 bar and acts on a servo piston mounted at the top of the
exhaust valve spindle. The exhaust valve opens into the cylinder allowing the exhaust gas to
pass into the exhaust receiver. As the exhaust gas passes over a set of vanes fixed to the exhaust
valve spindle the valve rotates a small amount. As the valve opens it compresses air supplied to
the air spring at about 7 bar via a non return valve. A relief valve on the air spring is set to
about 21 bar. When the cam follower moves down the slope of the cam to the base circle, the
compressed air acts on the air spring piston closing the valve. As the valve closes, a damping
pin enters the top of the servo piston, restricting the flow of oil and preventing the valve from
hammering the seat.
Some of the air mixed with a small amount of oil is diverted via a shut off valve (not shown) to
the valve guide. This lubricates and cools the guide and prevents exhaust gas passing up the
guide. This supply to the guide is shut of when the engine is stopped.
44
b.
Insufficient clearance:
The valve will open early and close late. lt may well not close properly as described above.
This would lead to a drop in compression pressure, poor combustion, lack of power.
Afterburning would lead to excessive cylinder and ring wear as the lub oil was burnt/washed
off the liner walls Burning gases would pass across the face of the valve causing overheating
and erosion commonly known as burning. In the case of inlet valves, fouling of the air inlet
manifold would result. Fouling of the turbocharger and exhaust gas economiser would result
from unburnt fuel passing across the exhaust valve. In the worst case scenario, the overheating
of the exhaust valve could cause a piece to break off, causing damage to nozzle ring and
blading.
Excessive clearance:
The valve will open late and close early. Valve lift reduced leading to poor gas exchange.
Hammering of the valve and rocker tappet faces will cause damage, closing off any lubrication
holes leading to excessive wear and possible failure at the valve stem head. Possible damage to
cam face and follower due to shock loading. Excessive wear between valve stem and bushing
due to side thrust.
45
a. Sketch a section through a turbocharger, showing the bearing location and
indicating bow bearing lubrication is achieved. (8)
b. Describe with the aid of sketches, the replacement of turbocharger bearings. (8)
a.
©2008RARTmarinediesels.co.uk
b.
Turbochargers fitted with ball and roller bearings have the bearings changed at regular intervals
(6-8000 hours). The main considerations to be taken into account when changing the bearings
are maintaining the correct axial clearances between the compressor wheel and the casing and
preventing damage to the labyrinth glands.
J-_ _:C>:.,:Z006::.:.;: The general procedure for removing the

RART motlnodiftelo.co.uk
bearing on a VTR 354 is as fo llows:
END
COVER I. Drain oil from bearing.
2. Remove end cover.
3. Using a dial indicator, clock the run out of
the shaft oil feed stub pipe and oil pump
impeller wheel. Record readings which
should be no more than 0.06mm.
4. Remove the oil feed stub pipe and bolt on
the holding tool in its place which locks
the rotor so that the nut can be removed.
5. Unscrew the retaining nut with a box
spanner.
BEARING 6. Measure the distance from the end of shaft
to the end of casing (distance 'K'). Record
this reading.
COMPRESSERENDBEARINGASSEMBLY 7. Screw the extractor tool supplied into the
holding tool and remove the oil pump impeller wheel.
8. Remove the socket screws holding the bearing in place.
9. Screw the extractor tool into the bearing and jack the bearing out of the housing.
10. Remove the bearing.
46
Generally speaking the compressor end bearing, a double ball race which acts as a thrust
bearing, is removed first, followed by the turbine end, which may be a plain roller bearing (to
allow for expansion).
Reassembly is in the reverse order; in addition, the compressor axial clearances checked and
recorded with the turbine bearing fitted and before the compressor bearing is pushed the last 15
-20 mm home. The shaft is clocked to ensure it is running true once the bearings have been
fitted. On a large turbocharger it may be necessary to use a screw lifting tool to centralise the
rotor before pushing the bearings into position.
The oil pumps are fitted and clocked for concentricity, and the covers replaced after injecting
some clean oil into the bearing. The oil sumps are refilled to the correct levels. A funnel with an
extended filling tube, so that the oil is poured over the pumps may assist in oil pick up when the
turbocharger starts running. This is something which must be checked, as should a check for
any vibration.
47
a. Describe, with the aid of a sketch, the operation of a main engine jerk type, variable
injection timing (VIT) fuel pump. (12)
b. Explain the advantages of using variable injection timing. (4)
a.
The fuel pump consists of a cam driven plunger
reciprocating in a close fitting matched barrel. The
plunger has two helices machined into the top and two
vertical "no load" grooves which communicate with a
machined circumferential groove. The plunger can be
rotated by a rack and pinion device (fuel quantity). The
barrel has two spill ports on opposite sides which
communicate with the suction chamber of the pump.
Rotating the plunger alters the position of the helical
c; I"IDf PIN no load grooves in relation to the spill ports. The barrel
!l.wai4'4Ut,.._ can be moved up and down by means of a threaded
u.o ......
sleeve which is rotated by another rack and pinion
1"Hil£.U>f:U (VIT). This will vary the height of the spill ports
\J .[[\~ relative to the plunger.
Consider the plunger moving down the barrel as the

follower returns to the base circle of the cam. Fuel
lUCK ,\..,"IJ PL'iiOS supplied from the booster pumps at about 7 bar is
,t.ad!Qta-.tky) drawn in on top of the plunger through a suction valve
at the top of the barrel (not shown). As the plunger
moves up the barrel on the fuel delivery stroke, the
edge of the plunger will cover the spill ports and
pressure will build up very quickly to injection
pressure (about 280 bar). This is considered as start of
injection. By varying the vertical position of the spill ports, it can be seen that the start of
injection is infinitely variable.
When the edge of the helix uncovers the spill port, the pressure above the plunger will
immediately drop as fuel flows back through the spill port. This is considered to be the end of
injection. By turning the plunger and varying the position of the helix relative to the spill port
the amount of fuel delivered on the injection stroke is infinitely variable. When the no load
groove is in line with the spill ports then
i no injection will take place and the engine
VARIATION I
I
Pmax
will stop.
I .; I
I--'
,-""t
I
~ b.
,.., I l
_,.; Wlthoqt VIT 1
,_.; I
,_. I
I
VIT is employed to advance injection
I
I
timing so that P max is reached at about
I
I 85% load. This gives a more efficient
I
I
I
engine by lowering the fuel consumption.
I
The injection timing can also be manually

adjusted to allow for more efficient
combustion of fuels with different ignition
qualities.
0% 85% 100 LOAD

Break
Point
a. Explain how an oil mist may be formed in an engine crankcase, stating why this mist
is dangerous. (8)
b. Explain, with the aid of a sketch, the operation of an instrument designed to detect
and warn ofthe presence of an oil mist in an engine crankcase. (8)
a.
The splashing of the lubricating oil inside the crankcase breaks it up into droplets or globules of
widely varying size distributed in varying density throughout the crank chamber. The overall
mixture strength is usually very weak and will not support combustion. However, if a hot spot
exists, some oil will come into contact with it and will be vaporised, circulate to cooler parts of
the crankcase and there condense to form a white mist of finely divided oil particles (<
!Omicron) well mixed with air. This mist is combustible within certain concentrations (lower
explosive limit 50mgllitre- about 13% oil mist to air). If the mist should now circulate back to
the hot spot in such concentrations, it will be ignited and a primary or minor crankcase
explosion will occur. This explosion causes a flame front and pressure wave to accelerate
through the crankcase, vaporising further oil droplets in its path.
The pressure shockwave may build up sufficiently by the time it reaches the crankcase casing
to rupture crankcase doors or panels, unless otherwise relieved. If the pressure wave reaches an
opening through which it can escape to the atmosphere the pressure pulse is immediately
followed by a suction pulse of lower magnitude but greater duration. This suction pulse can be
responsible for drawing in a charge of fresh air to take the place of that which has been burned
by the initial explosion. A secondary explosion or major explosion of such intensity as to cause
widespread damage then follows.
b.
Measuring
Receiver In the light scatter type of crankcase
oil mist detector individual sensors are
placed at each monitoring point - each
crank throw space and chain case
(where applicable). A suction fan
Compensating draws the sample through each
Receiver detector. Light is transmitted at one
end of the head where the sample
flows through . Directly opposite the
transmitter is a compensating receiver.
This adjusts the light intensity by
feeding back a signal to the
I ~onlt~j ____________ _ transmitter. A measurement sensor

picks up the scattered light produced
by the oil mist particles. The result is
transmitted as an analogue signal back
to the monitor twice per sec<Jnd. The
monitor compares this signal against a
set point, and an average of the other
readings. When the scattered light
picked up by the sensor reaches a pre
determined point an alarm condition
will be reached.
Advantages claimed for this system are:

• Sampling points fitted close to crankcase - no long runs of piping.
• Continuous parallel sampling- no high maintenance selector valves.
• Fast response time - may save the engine from bearing fai lure.
49
With reference to large two stroke diesel engines:
a. draw a power indicator card for a cylinder with maximum pressure HO bar and
scavenge pressure 2 bar, showing temperatures and pressures at maximum firing
pressure, maximum compression pressure and exhaust blow down point; (4)
b. describe the operational parameters that indicate the state of cylinder load balance;
(3)
c. state the equation and the units used to determine the power developed in a cylinder;
(3)
d. describe the conditions required to give an accurate set of indicator cards; (3)
e. state the problems that may develop from poor cylinder load balance. (3)
a.
M.. Filing
Prasure 110 bar
Bar Temp Variable 1350 • 1600' C
1 depending on fuel
Keep below t SOO' C to reduce NOx
1
Compraslon
Pressure !10 bar 90 -
Temp 650'C 80
70
60
50 Exhaust
40 Blowdown
10bar
30 Temp600' C
20
10
b.
Exhaust temperatures: These should be differing only by small amounts on a well balanced
engine, assuming fuel injection equipment is in good order and correctly timed and that
compression pressures are normal.
Fuel rack position: The position of the fuel rack gives an indication of the amount of fue l being
injected, and thus the power being developed in the cylinder. Variation between engine units
may be because of adjustments to compensate between wear in plungers and barrels.
Cylinder cooling outlet temperatures: These should be the same, indicating that equal amounts
of heat energy are being absorbed on each unit.
c.
For a two stroke engine:
Indicated Power, lp = MIP x L x A x n where:

MIP = Mean Indicated Pressure in kN/m2
L = Length of stroke in metres
A = Area of cylinder in m2
n = revs/second
This will give the Indicated Power in Kilowatts.
50
For a four stroke engine, n, the revs/second is divided by 2 as there is one power stroke every
two revolutions.
d.
Engine running at full load. If this is not possible, then the engine should be running at between
85% and I 00% full load, so that optimum fuel injection conditions are being achieved.
Engine running at steady load: I.e check with bridge no change of course, or speed reduction
planned which may affect engine load. The sea should be relatively calm.
Indicator Cams correctly timed to engine. This can be checked by taking a compression card
with the fuel off the cylinder. The compression and expansion curve should overlap.
e.
Excessive crankshaft vibrations due to unbalanced cylinder loadings.
High exhaust temperatures from overloaded cylinders, leading to burning of valves.
Turbocharger surging leading to vibration damage to turbocharger.
Excessive bearing loading on overloaded cylinders leading to bearing failure.
51
a. Describe the relief device fitted to the jacket of a water cooled starting air
compressor, explaining why it is fitted. (6)
b. Explain with the aid of a diagram, the effect of increasing the bump clearance on the
first stage of a starting air compressor. (6)
c. Write a procedure to check the bump clearance of a reciprocating air compressor.
(4)
a.
The water jacket will be fitted with either a bursting disc or
a relief valve of the type shown in the diagram. A simple
spring loaded valve, its purpose is to prevent overpressure
of the cooler's cast iron shell casing in the event of a air
Coohng cooler tube failure or cracked cylinder liner pressurising
water the water side.
space
b.
p
- - - ldul Compressor Cycle
No Cloaranco
- - -Actual Comprcsso. Cycle

Bump Small Bump Clearance
Clearance
1-ir---------.. . '
''
' ' .... ....
Vol ume l oss
Struiu: fitlcal ) V
Stroke Cactual l
52
p
Ideal Compressor Cycle
No Cloaranco
Ac1ual Compressor Cycle

Largo Bump Cloar..nco
Bump
Clearance
t--;r------'0{' '
''
' ..... ..... .....
..... ...... _
Strul<e (ideal) V
Stroke (actual)
With a small amount of bump clearance, the small volume of compressed air remaining above
the piston in the clearance space is quickly expanded to just below atmospheric pressure to
allow the suction valve to open and air is drawn into the cylinder for a large proportion of the
full stroke. (i.e a high volumetric efficiency). With a large bump clearance, a considerable
movement of the piston on its downward stroke is required to expand the trapped air to the
point at which the suction valve opens. This leads to a loss in the volumetric efficiency.
c.
• If just checking the bump clearance then remove the valves from the cylinder head. If
checking bump clearance after overhaul, then after torquing down cylinder head and
before fitting valves.
• Turn compressor over using bar on flywheel till piston is approaching top of cylinder.
• Take a length of soft lead wire about 3 to 4 cm long and roll into ball.
• Place ball of wire on centre of piston crown through one of the apertures in the head
where the valves normally are seated.
• Bar the piston over Top Dead Centre
• Remove the now flattened lead wire and measure its th ickness which equals the bump
clearance.
53
a. Explain how a fire may occur in a main engine uptake, stating what action should
be taken to extinguish the fire. (10)
b. State how the risk of the fire described in Q9(a) may be minimised. (6)
a.
Fires occur in waste heat recovery units and air heaters, in the first instance, as a result of an
accumulation of soot on the tubes. Usually, in a properly maintained and operated unit, small
deposits of soot, if they ignite at all, will burn themselves out without causing any problems.
Difficulties will arise under the following circumstances:-
• The soot accumulation becomes oily, either due to the carry over of unburnt fuel (poor
injection) or to excessive use of cylinder oil.
• Soot deposits are allowed to accumulate over a period of time due to insufficient use of
the sootblowers and/or neglect of regular water-washing.
• The water circulation through the waste heat recovery unit is not maintained sufficiently
to insure adequate cooling of the tubes.
If it has been established that a fire has started the following steps should be taken:-
• Inform the bridge.
• Ensure that the circulating pumps are functioning correctly. Run both pumps.
• Slow down, or preferably stop, the main engine in order to gain access to the trunking.
• An access door should be removed from above the recovery unit (to limit oxygen supply)
in order to determine the severity of the fire. Hoses and B.A.sets should be available and
rigged prior to open the door.
If the fire has only just started and does not appear to be severe then an attempt can be made to
extinguish it by playing a solid jet of water from the top of the unit. A spray jet should not be
used for fear of creating steam and starting a hydrogen fire.
If the fire is established then you have no choice but to seal everything up and start boundary
cooling. Note: Bulk Co2 injection will have no effect at this stage.
If the situation proceeds to melt down, then there is a real chance that burning molten metal will
start cascading down into the machinery space below and cause secondary fires. This is the
point at which bulk C02 may be required.
b.
Maintain the unit in clean condition.
This can be achieved by:-

• Regular use of the sootblowers. At least once, preferably twice, a day while on passage.
• Regular water-washing. At least once per month is generally recommended, based on the
amount offouling experienced.
• Fuel injection equipment maintained to the highest standard and timing regularly checked.
Avoid slow steaming unless the engine has been suitably modified. (Slow steaming
nozzles, turbo-charger modifications etc.)
• Keep cylinder lubrication at recommended levels, particularly when manoeuvring.
Ensure, at all times, that an adequate supply of water is circulating through the recovery unit. It
is vitally important to maintain the flow of water, not only when under passage, but also while
manoeuvring and also for at least an hour after 'finished with engines'.
54
March 2010 Question I
a. Sketch a section through a crosshead engine cylinder cover, showing the liner and
cooling passageways and how the cylinder cover is attached to the cylinder block.
(8)
b. Describe the procedure for disconnecting and removing from the engine the
cylinder cover sketched in QI(a) (8)
a.
Injector The crosshead engine cylinder cover

is manufactured from alloy steel
containing molybdenum and
chromium which maintains the
strength and resists corrosion at high
temperatures. Bore cooling is
employed to keep the combustion
chamber surface (flame plate) at
about 250°. There is a central bore
for the exhaust valve, and bores for
injectors (2 or 3) air start valve, relief
valve and indicator cock. The head is
secured to the entablature using 8
studs which are stretched using
hydraulic jacks before tightening the
nuts. Sealing between head and liner
is by means of a soft iron ring 2mm
thick.
Jacket
Guide Ring
b.
• Ensure fuel , air, water and lub oil systems are shut down, turning gear engaged. All safety
checks undertaken (risk assessment check list), permit to work obtained.
• Isolate cooling water from cylinder and open vent and drain valve.
• Disconnect HP fuel pipes to injectors, and FO recirc pipes.
• Remove air start branch pipe or unbolt connection flange .
• Remove hydraulic actuator pipe for exhaust valve, disconnect air spring air.
• Unbolt flange connecting exhaust pipe to manifold.
• Clean threads of cylinder cover studs.
• Open the vents on the tensioning jacks, lower the cradle containing the jacks onto the
cylinder head.
• Screw the jacks onto the cylinder head studs, backing them of half a turn.
• Connect the hydraulic pump to the jacks, vent air from jacks and close the vents. Raise
the pressure to that recommended by the manufacturer ( I 000 bar) and using a tom my bar
slacken off the nuts.
• Release the hydraulic pressure on the jacks, remove the cradle.
• Attach the lifting device to the exhaust valve studs, attach to engine room crane, and lift
the cylinder head and exhaust valve.
55
With reference to piston rod/diaphragm glands:
a. explain why such glands are fitted; (4)
b. Describe, with the aid of sketches, how a piston rod/diaphragm gland functions; (6)
c. Describe, with the aid of sketches, how a piston rod/diaphragm gland is removed
from the engine. (6)
a.
Because the crankcase is separated from the cylinder and scavenge space by the diaphragm
plate on a two stroke crosshead engine, provision must be made for the piston rod to pass
through the plate without oil from the crankcase being carried upwards, or used cylinder oil
contaminated from products of combustion being carried downwards. It is also highly
undesirable to allow the pressurized air in the scavenge space to leak into the crankcase.
If the LO was allowed to contaminate the scavenge space, not only would this be costly in
terms of consumption but there would be an increased risk of scavenge fire.
Contamination of the crankcase by used cylinder oil causes the LO to increase in viscosity with
resultant bearing damage and overheating due to calcium deposits and the oil flow through the
bearings being reduced. Coking can also occur in the oil cooled piston. Scavenge air leaking
into the crankcase increases the risk of a crankcase explosion being severe by supplying the
oxygen required.
b.
The diaphragm gland casing which can be
split vertically, contains a series of scraper
rings and sealing rings which are each made
up of three or four segments.
On the outside of each set of segments is a

garter spring which provides the tension to
hold the ring segments against the piston rod.
There is a clearance between each segment to
allow for wear. The rings are either bronze or
t.uwnt ~CRAPf'R can comprise of replaceable cast iron lamella
A I S't.~
fitted into a steel backing ring.
As the piston rod rises through the diaphragm
gland the majority of the oil clinging to the
rod is scraped off by the first set of scraper
rings. This oil is returned via drillings to the
crankcase. any oil that remains is removed by
the next set of sealing rings. This oil is
directed through a drain and led outside the
engine to a telltale before being led via a tun
dish to a drain tank. This second set of rings
also remove any contaminated cylinder oil from the piston rod which is not removed by the
upper scraper ring when the piston rod is moving downwards.
If the first set of scraper rings is defective, the amount of oil being removed by the sealing
rings will increase and this oil will be seen flowing to the tun dish. Likewise if the top scraper
ring is worn, then scavenge air will leak out of the tell tale.
In the event that all rings are defective the scavenge space will become fouled , excessive oil
may leak out of the scavenge drains, and the crankcase pressure will rise. Regular
maintenance of the diaphragm gland should prevent this happening.
56
c.
On modem two stroke crosshead engines, the diaphragm gland is removed from the engine
with the piston and rod.
After Ensuring fuel , air, water and lub oil systems are shut down, turning gear engaged and all
safety checks undertaken (risk assessment check list), and a permit to work obtained, drain
cylinder cooling water from respective cylinder. NOTE: It is not advisable to just drain down to
liner level in case the liner is disturbed when lifting the piston.
Remove cylinder head and associated pipework. Turn engine to BDC and remove carbon and
wear ridge from cylinder liner using a grinder taking care not to damage liner below top ring
sealing surface. Unbolt the piston rod from the crosshead and fit the two piece spacer tube
which is bolted to the piston rod foot to protect the piston rod gland when lifting the piston.
Unbolt the gland housing and Turn the crank to TDC. The spacer tube will push the piston rod
gland out of its seating. Clean out the threaded holes in the piston crown with a tap. Next, bolt
on the lifting bracket. and lift the piston, rod and gland with the engine crane and lower the
assembly into the special cradle for maintenance.
"I) IU: ~JO\t:
•· wu~t
WIIK:t.
F'CI''S 1"\Willl'li
llll' ut 1.1:-<t.w
C"IU:O.K .\I" IIIJC CIU:'\K .\f I"IJC
57
a. Sketch a cylinder lubrication system for a crosshead engine showing how the oil
injection pumps are operated and the arrangement for injecting oil into the
cylinders. (6)
b. Describe how the cylinder lubrication system sketched in Q3(a) operates, explaining
how the quantity of oil injected may be regulated. (6)
c. Explain how the effectiveness of cylinder lubrication may be assessed. (4)
a.
t
SuciiOfl
b.
The cylinder lubricator pump block consists of a series of small engine driven pos1t1ve
displacement pumps. A rotating shaft with cams mounted on it push pivoted levers against a
series of spring loaded plungers which pump cylinder oil to the lubricating quills via suction
and delivery valves. The stroke of the pump ( and thus the quantity of oil delivered) is adjusted
by means of a screw which moves the pivoted lever closer or further away from the driving
cam. In the example shown, screwing the adjusting screw inwards would reduce the quantity of
oil delivered per stroke.
Oil is discharged from each pump to the cylinder lubricating quills which are situated either
towards the top or the bottom of the liner. The quills are arranged circumferentially around the
liner, and locate in drillings in the liner wall. On the design illustrated the quill is of the type
which passes through the cylinder cooling water space and so the quill passes through a sealing
tube as shown. This prevents oil contaminating the CW space or water entering the liner.
c.
Correct cylinder lubrication achieves three main objectives: It forrns a lubricating film between
liner and rings, reducing wear and helping produce a gas tight seal; Due to its alkaline additives
58
it protects the liner from acid attack (cold corrosion) and the detergent and dispersant additives
help maintain the ring grooves in a clean condition, preventing carbon build up and ring
jamming.
If the the lubricating oil is not supplied in sufficient quantity as per manufacturers instructions
(0.7 - 1.3glkwh depending on engine type), then liner wear rate will increase due to
microsiezure and acid attack. Ring grooves may also coke up leading to broken rings. Using a
cylinder oil with too low a BN (alkalinity) may lead to clover! eating and blowby. An inspection
of rings and liner can be done by viewing through the scavenge space. This will show up
defects previously mentioned. Liner gauging carried out during overhaul will establish whether
the wear rate is acceptable (O.OSmm/ 1OOOhrs).
59
a. Describe, with the aid of sketches, the procedure for removing a piston from the
cylinder of a medium speed, Vee- type engine. (I 0)
b. Describe how the piston rings are removed from a medium speed engine piston,
stating how the piston ring grooves are checked and how new rings are fitted. (8)
a.
The following describes removal of a piston from a MAN B& W V32 40 engine.
Guide Tubes
to Guide Con Rod
Lifting Tool
Into liner "'--J'-1--_./ Bolted to
Manual Downward
Strap Bolted force to maintain
to Bottom End Piston at Co11"ect
and Countorwolght Angt•
to Prevent
Rotation
Slippers
Toprev•nt
damage to
Liner by
Con Rod
The piston and con rod are removed through

the liner leaving the bottom end bearing on
the crankshaft.
Ensure the engine is shut down and secured. Start air off, turning gear engaged, cocks open.
LO off. Fuel isolated.
Drain the cooling water in the engine and ensure the Fuel Valve Cooling is isolated and
drained. Remove the engine cylinder head and open the crankcase. Remove anti polishing ring
from top of liner and using the provided grinding tool remove the wear ridge from the top of the
liner. From inside the crankcase slacken the hydraulic nuts securing the con rod palm to the
bottom end.
Next turn engine to TDC and clean out the tapped holes on the piston crown and fit the lifting
tool, shackle and strop to piston.
Turn the piston exactly to BDC and attach the crane to the lifting tool.
From inside the crankcase, attach the turning stirrup to the big-end bearing and to the
crankshaft balance weight. This is to prevent the bottom end turning when the con rod is
separated from the bottom end. Remove the hydraulic nuts from the studs securing the con rod
palm to the bottom end. Screw two guide tubes on to the studs. This will guide the con rod into
the liner as it is lifted.
Using the crane lift the piston until the protecting slide can be screwed to the con rod bottom
palm. This will protect the liner from being damaged by the con rod as the piston is removed.
60
Pull the piston partially out of the liner until a guide bar can be screwed to the piston lifting
tool. Lift the piston and con rod out of the liner, using the guide bar to ensure the lifting angle is
correct and the protecting slide on the con rod palm is in contact with the liner.
Land the piston and con rod on prepared wooden blocks.
b.
Piston rings are removed from the piston using the ring expanding tool supplied, to minimise
the risk of injury and to prevent unequal stressing of the ring which may lead to failure in
operation. The rings are removed in order from top to bottom, labeling them as they are taken
off.
After cleaning, the ring groove wear is

checked by placing a new ring in the
groove and measuring the axial
clearance. If the groove is chrome
plated then check the plating has not
worn away. Check undercut is still
present and that groove is square to stop
the ring tilting and acting to scrape the
Check oil from the liner surface.
prevent ring jamming to prevent excessive

tilting of ring In groove
Butt
Before fitting new rings, check the butt or Clearance
circumferential clearance by placing the new ring
in an unworn part of the liner and measuring the
gap. This clearance is necessary to allow for
II
expansion of the ring without jamming in the
liner as they come up to working temperature. It
will also allow the ring to expand or contract as it
moves from worn to unworn parts of the liner.
The rings are fitted in the correct order starting
with the bottom ring. The joints should be
staggered to prevent blow by.
61
March 2010 QuestionS
a. Describe how a main engine is changed over from remote control to local engine side
control (emergency control) which allows manual operation of the fuel linkage. (6)
b. Describe the procedure for manoeuvring a main engine from the local engine side
(emergency control) position when the governor is inoperative. (6)
c. Describe the precautions which must be observed when manoeuvring tbe main
engine from the local engine side (emergency control) position. ( 4)
a.
The sequence of events described here are for a large MAN B& W 2 stroke cross head engine:
The local control station consists of:
I. The local fuel pump regulating shaft position operating handwheel;

2. The change over mechanism for the fuel pump regulating shaft;
3. A change over switch for remote/local start
4. A direction control switch
5. Start/ stop buttons
6. Telegraph repeater
7. Engine revolution tachometer
8. Telephone
Although the change over can be effected with the engine running, it may be prudent to stop
the engine before carrying out the procedure. However, if the engine is running, then the fuel
hand control wheel position must be matched to the engine speed before changing over.
The change over device consists of a cone clutch arrangement, which when unlocked and
wound out, changes the fuel pump regulating shaft from governor operation to local
handwheel control.
So that the engine can be started, stopped and reversed from the local control station, the
change over switch from bridge to local control is moved across to the "local" position after
ensuring the direction control switch is in the correct position. Before these change over
switches can be operated, locking pins must first be removed.
b.
The engine will be manoeuvred to engine telegraph orders which should be recorded in a
movement book. The correct revolutions for each order (DS ahead, Slow Ahead etc) will be
listed on a plate at the control station. Winding the speed control wheel will rotate the fuel
pump control shaft altering the rack positions of the fuel pumps, and thus altering the speed of
the engine.
To start the engine, the fuel control wheel is wound to the start position. This adjusts the fuel
racks so that the pumps will deliver enough fuel to start the engine. The direction control
switch must be in the correct position for the engine direction required. Operating this switch
will change the fuel pump followers and the start distributor into the appropriate position.
When the start button is pressed, the start sequence will commence. Once the fuel pump
puncture valve operating air has vented and the engine fires, then speed control can be
adjusted to the required revolutions.
62
To stop the engine from the local position, pressing the stop button will operate the fuel pump
puncture valves, recirculating the fuel back to the suction side of the pumps. The handwheel
for regulating the fuel supply is wound back to the stop position. This should zero the fuel
racks.
c.
The Engineer on the controls is the "engine governor" and cannot leave the control station. A
second person should be present to record the engine movements, and a third person to cany
out any watchkeeping duties. The engine tacho should be closely observed to ensure that the
correct revolutions are adhered to. Care should be taken not to operate the engine in any barred
speed range. (this would be listed on a plate adjacent to the control station).
63
a. Sketch a main propulsion engine electronically controlled fuel injection system. (8)
b. Explain how the fuel system sketched in Q6(a) operates. (8)
a.
r r
INJECTORS
FTVA Control
Valv•
Fuel 011
Boost.
200 Bu
P,.ssuristct
Rail
Engine and Auxiliary

Input from : _-·- _-: . ~Control Units
Engine Interface - - - - - - -
Control Unit and- -- - - - - -
Operation Panels /g . § '
From
MELO
Pumps
MAN B&W ME Engine Fuel Injection

b.
Oil from the main engine LO supply or from a dedicated hydraulic supply passes through 6
micron filters before being pressurised by three engine driven axial piston pumps of the swash
plate type. There are also two electrically driven pumps for start up purposes and emergency
running.
The pressurised oil at 200 bar goes via an accumulator block fitted with relief valves to the
pressurised rail where tappings are led off at every cylinder to the control valve for the fuel oil
booster and the exhaust valve actuator.
64
There are two encoders fitted at the forward end of the engine which measure:
I. the crankshaft position, so that every unit's crank angle is known for fuel injection, exhaust
valve actuation, starting air admission and cylinder lubrication injection.
2. Engine rotational speed which is then compared to desired speed for fuel pump delivery
setting.
Each cylinder has a Cylinder Control Unit (CCU) computer. These control the fuel injection
and exhaust valve opening via the Fuel Injection and Valve Activation (FIVA) valve. The
FIV A valve receives its signal from the individual CCU which in turn is fed information from
the Engine Control Unit (ECU).
The FIV A valve allows the pressurised servo oil under a hydraulic piston. This then moves the
fuel pump piston upwards, raising the fuel pressure and opening the injection valves.
Return of the plunger is by means of the 8 bar pressure fuel from the supply pumps, via the non
return suction valve, acting on top of the plunger.
The nitrogen filled accumulator maintains the hydraulic pressure during the operation of the
pump.
65
a. Sketch a section through a main engine holding down arrangement, labelling the
MAIN parts. (6)
b. Explain how a holding down system is checked. (4)
c. Describe an arrangement of engine top bracing, explaining why it is fitted to large
crosshead engines. (6)
a.
The sketch illustrates a holding down arrangement
from a slow speed direct drive engine mounted on
cast iron chocks. Hand fitted to 80% contact on a
I00: I taper, the chocks provide a seating which is
flat, stiff and keeps the engine in correct vertical,
horizontal and axial alignment. The bolts are of
extended length for resilience, and to allow the bolt to
be stretched hydraulically while tightening. To help
prevent failure, the bolts are undercut at the bottom of
the thread to prevent a stress raising point occurring,
and any change in section is smoothly radiused. On a
direct drive engine the bolts transmit the thrust into
the hull; because of this, the bolts adjacent to the
thrust bearing are fitted bolts.
b.
The bolts are checked for tightness by using hydraulic

jacks to stretch the bolt to a predetermined length at
which the nut should then become loose. In the
absence of any manufacturers instructions, start at the
aft end of one side, and work forward, slowly raise
the pressure on the jacks in stages, checking the
tightness of the nuts. Record the pressure at which the
nuts come loose, and then retighten to engine builders
recommendations. Correct tightness of the holding
down bolts is important: If the bolts are overtightened, failure could occur; If the bolts are slack
then fretting between chock, foundation plate and bedplate could occur leading to misalignment
of the engine, possible breakage of the holding down bolts, and failure of the crankshaft or
main bearings as a worse case scenario.
c.
Top bracing is fitted to some 2 stroke crosshead engines. Sideways vibration or rocking due to
reaction forces at the crosshead and main bearings may cause damage to turbochargers and
attached pipework as well as causing vibration in the engine room and through the ships
structure. Two modes of vibration known as H or X modes can exist. Mode and amplitude of
vibration will depend on number of cylinders and size and stiffness of engine structure. Fitted
between the upper gallery of the main engine and a very stiff location on the ships side, the
bracings act as detuners, increasing the natural frequency of the system, so that resonance
occurs above the engine running speed.
66
Friction
Engine
Side
Hydraulic
Adjustment Bolts
Friction Type Top Bracing (Plan View)
The sketch shows a plan view of a friction type brace as fitted to slow speed 2 stroke engines.
It relies on the friction between the pads to brace the engine at the top so that the resonances
with critical orders are above the speed range of the engine.
Because it relies on the frictional grip to work correctly, the tension on the hydraulic bolts must
be regularly checked. Also inspect the structure for evidence of cracking especially around the
welds.
67
With reference to air compressors and starting air systems:
a. state, with reasons, why compressor cylinder lubrication should be kept to a
minimum that is compatible with an acceptable cylinder wear rate; (6)
b. explain the effects of operating an air compressor with a leaking first stage discharge
valve; (5)
c. explain how the starting air receivers may be recharged in the event of a blackout
cutting off the main electrical supply. (5)
a.
If cylinder lubrication is not kept to a minimum, then the following problems may occur:
Oil carried over with will deposit on the hot discharge valves causing carbonising leading to
poor flow across the valve, and failure of the valve to seat properly.
Oil may vapourise in the HP cylinder of the compressor if the air temperature gets too hot.
Although safety high temperature cut outs should be fitted, a compressor explosion could
result.
Oil carried over into the air receiver will oxidise causing pitting corrosion. If this oil is not
drained from the receiver, there is the likelihood that it will be carried over into the air start
lines where it could supply the source of fuel for an air start line explosion. (see M474 cape
town castle).
b.
If the first stage discharge valve is leaking by then previously compressed (hot) air will be
drawn back into the LP cylinder on the suction stroke. This will reduce the volumetric
efficiency of the compressor as less new air is drawn in and will also lead to overheating in the
first stage as the air is repeatedly recompressed.
Overheating in the HP stage will occur as less air will be drawn in on each suction stroke,
meaning the discharge valve will open later.
Because the volumetric efficiency of the compressor has been reduced, the compressor will
take longer to pump the air receivers up to working pressure. This may have serious
consequences in the case of a direct reversing engine during manoeuvring when there may be a
shortage of air if engine movements are frequent.
excessive running hours, combined with higher cylinder temperatures, leading to lubrication
breakdown will mean excessive wear, reducing efficiency further and increased maintenance.
c.
The main compressors are not usually fed from the emergency switchboard, as the load would
be too high. Instead a small emergency compressor supplying a generator start air bottle which
is much smaller than the main air start reservoirs is fitted. This small compressor may be fed
from the emergency switch board, or may be driven by a small hand started single cylinder
diesel engine. Once the auxiliary air start bottle is filled from this emergency air compressor,
then a main generator can be started, and once connected to the bus bars, the main compressors
started and used to pump up the main air receivers.
68
July 2010 Question I
a. Describe, with the aid of a sketch, the liner for a large slow speed engine. (8)
b. (i) Explain the procedure used when taking liner calibrations. (4)
(ii) Show the method used to record the readings. (2)
c. Describe the expected wear pattern for the liner described in QI(a). (2)
a.
The sketch shows a section through a
cylinder liner from a Sulzer RTA.
Manufactured from cast iron
(contains graphite and therefore has
self lubricating properties) alloyed
with chromium, molybdenum and
Tongenhol dnl:.ngs vanadium which refine the stucture
(bore c0011ng) and improve the resistance to wear
and corrosion due to the sulphur in
ll.OfiCOtcx Dnl ng the fuel. Produced by the spin
casting method, to ensure that the
casting is homogeneous - This means
that the casting is spun about its axis
while solidifYing to ensure that the
alloy is uniformly structured.
The thickness of the liner must give

adequate strength to resist gas load
but thickness is limited by the
necessity to maintain cooling and
limit thermal stress.
0 ring seals seal the lower end of the

cooling water space formed by the
Scavenge Ports
entablature casting and prevent
leakage into the scavenge space.
A thicker liner wall at the top of the

liner that is strong enough to resist
the firing pressures is adequately
cooled by bringing the cooling water
closer to the running surface of the
liner by drilled passages in the liner wall. These carefully machined passages are brought close
enough to the inner surface to be able to carry the heat away, but not so close as to weaken the
liner.
The liner has lubricator drillings through which the cylinder lubricant is introduced. machined
grooves distribute the oil circumferentially around the liner. These drillings are situated near the
top of the liner so the lubricant may be accurately injected into the ring pack as the piston is
moving relatively slowly at this point.
Scavenge ports at the lower end of the liner allow air under pressure to push the exhaust gas out
of the cylinder.
The liner may be fitted with a replaceable anti polishing ring and may have insulation around
its mid length to prevent undercooling and resulting acid corrosion.
69
b.(i)
A cylinder liner is calibrated by measuring the internal

diameter using a micrometer gauge. 1t is routinely
carried out during a unit overhaul when the running gear
has been removed. So that the measurements can be
directly compared to previous readings and a wear rate
calculated, the position of the measurements is
standardised by using a gauging point template, which
in practice is a piece of flat bar hung over the side of the
liner. The bar has holes drilled in it at the appropriate
gauging points.
The diameter is measured both in the fore and aft and

athwartships direction.
b(ii)
I'~ b - r Total Running

C Running hours since last
y 1? er . urn er: 1 hours: calibration:
Nommal D1a: 840mm
1 60000 15000
T
Gau~ing I p _ S
I :~: :~:
last last w~ar
wear
rate
pomt F-A /1000hrs /lOOOhrs calib. ll~~;hrs calib. /lOOOhrs
1 (average) (average) I P-S I p _S F-A F-A
I P-S F-A
1841.2 841.26 0.02 0.021 840.95 o.o17 T 841 0.017
r----2- j841.38 j841.44 l 0.023 0.024 841.1 0.019 j841.17 0.018
- --·r---- -~ --
Etc 1
Figures are for illustration only.
c.
Because of the action of the piston rings, the varying gas pressure and temperature in the
cylinder, the wear will not be even down the length of the liner. Consider the piston just
beginning the power stroke. The gas pressure pushing the piston rings against the liner wall is
at its highest; The liner surface temperature up at this part of the liner is about 200°C, so the
viscosity of the lubricating oil is low. The relative speed of the piston is low, and so the
lubrication is only boundary. Because of these factors wear at the top of a liner increases to a
maximum a few centimetres below the position of the top ring at me, and then decreases as
the ring pressure and liner wall temperature decreases and the piston speed increases building
up a hydrodynamic film between liner and ring surfaces. Then as the piston slows down and the
rings pass over the port bars, the wear will increase due to boundary lubrication, a reduction in
surface area, and oil being blown out into the scavenge space.
70
a. Explain with the aid of a sketch, the operation of a piston rod gland.(8)
b. Explain how a scavenge fire may occur and how the possibility of such a fire may be
reduced. (8)
J.cH\TR !>CRAPrR
RJ)o;c:s
a.
The piston rod gland is located in the diaphragm plate which separates the crankcase from the
scavenge space on a 2 stroke cross head engine. The purpose of the gland is to allow the piston
rod to pass through the diaphragm without allowing oil from the crankcase to contaminate the
scavenge space and prevent scavenge air and products of combustion/used cylinder oil to enter
the crankcase.
The gland contains sealing rings and scraper rings. The sealing rings which seal the scavenge
space are situated at the top of the gland. They are usually in four segments held against the rod
by a garter spring. They are manufactured from bronze and can be independently fitted in the
housing or mounted in a steel carrier.
Scraper Rings are usually in three segments held together against the rod by a garter spring.
The rings differ from the sealing rings in that they have a scraping edge, and holes to provide a
path for the scraped off oil. They can be made from bronze or as a replaceable cast iron
lamellae, fitted into a steel carrier. Lubricating oil on the piston rod is scraped off on its way up
in order to prevent contamination the scavenge space. The oil from the lower sets of rings is
returned to the crankcase, whilst the oil scraped from the top set of the lower rings is led to a
piston rod drain tank.
71
b.
For a scavenge fire to begin there must be present a combustible material, oxygen or air to
support combustion, and a source of heat at a temperature high enough to start combustion. In
the case of scavenge fires the combustible material is oil. The oil can be cylinder oil which has
drained down from the cylinder spaces, or crankcase oil carried upwards on the piston rod
because of a faulty stuffing box. In some cases the cylinder oil residues may also contain fuel
oil. The fuel may come from defective injectors, injectors with incorrect pressure setting, fuel
particles striking the cylinders and other similar causes. The oxygen necessary for combustion
comes from the scavenge air which is in plentiful supply for the operation of the engines. The
source of heat for ignition comes from piston blowby, slow ignition and afterburning, or
excessive exhaust back pressure, which causes a blowback through the scavenge ports.
To prevent scavenge fires good maintenance and correct adjustment must be carried out.
Scavenge trunking must be periodically inspected and cleaned and any buildup of
contamination noted and remedied . The drain pockets should also be cleaned regularly to
remove the thicker carbonized oil sludges which do not drain down so easily and which are a
common cause of choked drain pipes. Scavenge drains should be blown regularly and any
passage of oil from them noted. The piston rings must be properly maintained and lubricated
adequately so that ring blow-by is prevented. At the same time one must guard against excess
cylinder oil usage. With timed cylinder oil injection the timing should be periodically checked.
Scavenge ports must be kept cleared
The piston-rod packing rings and scraper rings should also be regularly adjusted so that oil is
prevented from entering the scavenge space because of butted ring segments. This may and
does occur irrespective of the positive pressure difference between the scavenge trunk and the
crankcase space.
Fuel injection equipment must be kept in good condition, timed correctly, and the mean
indicated pressure in each cylinder must also be carefully balanced so that individual cylinders
are not overloaded. Overloading of the engine as a whole should be avoided.
If cylinder liner wear is up to maximum limits the possibility of scavenge fires will not be
materially reduced until the liners are renewed.
72
With reference to medium speed trunk engines:
b. explain, with the aid of a sketch, what is meant by the term rocker arm ratio; ( 4)
c. explain the operation of TWO devices that promote inlet and exhaust valve rotation
during operation. (6)
a. The exhaust valves must be of a large enough cross sectional area, opening far enough into
the cylinder to allow an efficient gas flow process with minimal loss of energy through
turbulence during exhaust blowdown, and whilst the piston is pushing the exhaust gas out of the
cylinder. As the piston comes over TDC at the end of the exhaust stroke, the inlet and the
exhaust valves are open and the turbocharger pushes the air into the cylinder, to displace the
remaining exhaust gas in the cylinder. So that this gas exchange process is as efficient as
possible, the opening area of the valves must be as large as possible.
b.
•
8
-.
A
c.
Valves are rotated in service to maintain
them at an even temperature, thus
reducing thermal stressing and to help
remove deposits from the seating surface.
Three devices are in common usage:
Winged rotator, Rotocap and Tumomat.
The winged rotator has the advantage of
being simple. Four vanes fitted to the
valve spindle use energy in the exhaust
gas to rotate the valve. However to be
D•
• free to rotate, the top spring carrier must
incorporate a bearing. The wings will
eventually erode away and must be
replaced.
The Rotocap is fitted in place of the top
spring carrier and uses balls and springs
housed in ramps to effect a turning
Rocker Rat•o: •
•c motion. Most suited to inlet valves, it
rotates as the valve opens when the force
A:B = C:D exerted by a belville washer holding the
balls halfway up the ramps is removed,
and the springs push the balls down the
ramps. Because it rotates on valve
opening it does not remove deposits. It is only effective above about 50% engine load and wear
will prevent it from operating.
The Tumomat is the most reliable rotation device, but also the most costly. Positive in action it
uses two balls which move down helical spirals machined in a rotation element which
incorporates a ratchet. lt rotates the valve as it closes and will operate at whatever load is on
the engine.
73
With reference to the fitting of multiple fuel injectors to engine cylinders:
a. Describe the procedure for checking and setting fuel injectors. (6)
b. Explain why the lifting pressure and spray pattern of fuel injectors fitted in the same
cylinder should be identical. (4)
c. Describe the procedure for replacing fuel injectors for one cylinder of a main engine.
(6)
a.
Remove combustion residues and clean injection nozzle externally with a brass wire brush.
Fit injection valve with nozzle pointing downwards into test stand.
Connect high pressure hose from the test pump to fuel inlet of injection valve.
Check the atomization of the fuel first with a few short pump jerks, then with slow equal pump
jerks and observe at what pressure the injection valve opens.
The injection valve works properly if the fuel sprays equally and well atomized from all spray
holes of the injection
nozzle at the specified opening pressure. This should be accompanied by a ' chatter', and after
the end of pumping no fuel should 'dribble' from the injection nozzle. The spray pattern can be
checked by placing a sheet of paper underneath the injector, and operating the test pump.
The opening pressure of the injection valve (refer to the setting table for the engine) can be
adjusted by varying the height of a distance ring under the spring tensioner or by an adjustable
spring tensioner.
In order to test tightness between nozzle needle and needle seat, keep the pressure constant in
the test stand at 20 bar below the opening pressure over a period of 10 seconds. During this
period of time no dripping should occur at the nozzle tip
The internal tightness within the injection valve, i.e. tightness of sealing surfaces as well as
leakage between nozzle needle and nozzle body must be checked in such a way that a pressure
set at the test stand at I00 bar must not drop below 70 bar within maximum I 0 secs.
b.
Lifting pressure must be identical so that all injection valves open simultaneously so that
combustion of the fuel is even throughout the combustion space. Early injection by one injector
would lead to early ignition of that fuel which would then ignite the fuel from remaining
injectors early, leading to possible high pressures in the cylinder and poor combustion/burning
of injector nozzles.
Spray pattern must be identical, so that the size of droplets are even and evenly distributed
within the cylinder. This will allow compete mixing with combustion air, even heating and
combustion.
c.
Close the fuel oil inlet and outlet valves, and drain the high-pressure pipe and the fuel valve.
Dismantle and remove the fuel oil high pressure pipe.
Disconnect the return oil pipe from the fuel valve.
Remove the nuts and the spring housings.
Use the fuel valve dismantling tool to pull the fuel valve clear of the top cover. Take out the
valve.
Repeat for the other valves in the unit.
Before mounting the new fuel valves, thoroughly clean the valve bore in the cylinder cover and
check the seating in the bore for marks which, if any, must be eliminated.
Fit new 0-rings on the fuel valve. Lubricate the valve with molybdenum Disulphide
Mount the valve in position in the cylinder cover.
Mount the spring housings and the nuts. Tighten the nuts until the top face of the pressure disc
is flush with the top face of the spring housing. This must be done with great care, as the spring
tension in the housing determines the correct tightening of the fuel valve to the cylinder cover
as well as the correct compression of the fuel valve.
Lubricate the thread on the union nipple of the fuel oil pipe with a heat resistant antiseize
grease before mounting the overhauled fuel oil high-pressure pipe and the return oil pipe.
74
With reference to trunk piston engines:
a. state, with reasons, the required properties of a crankcase oil; (8)
b. state, with reasons, a suitable mesh size for the crankcase lubricating oil filter
elements; (4)
c. explain why the surfaces of journals and crankpins for this type of engine crankshaft
may be nitride hardened.(4)
a.
The make up of a crankcase oil for a trunk piston engine differs from that of a crosshead
engine. This is because the oil not only lubricates and cools the bearings, it must also lubricate
the cylinder liners and combat the acids formed by the products of combustion. It must have
good dispersion properties to keep the products of combustion in suspension in the oil,
detergents to keep the ring grooves and piston cooling spaces clean and prevent sludge build
up, antioxidants to prevent the oil oxidizing and becoming acidic, and must have the viscosity
to maintain a lubricating film on the upper surfaces of the cylinder liner.
The deciding factor for the choice of medium speed lubricant is the type of fuel the engine will
be burning. For engines burning a distillate fuel or a light fuel blend with a low sulphur content
(<1%) then an oil with a Base Number (BN) of 15 may be sufficient. The lubricating oil for an
engine burning a residual fuel with a sulphur content of 3% may have a BN of 50
The viscosity of the oil will higher for the engine burning the residual fuel because the
temperature will be higher in the cylinder (residual fuel bums at a higher temperature) and the
oil must be able to maintain an oil film of the correct thickness Normally anSAE 40 is used for
engines burning high sulphur fuels , whilst an SAE 30 oil is used for engines burning distillate
fuels.
b.
The mesh size of the filter is dependent on the size of the engine. The fi Iter must be capable of
removing wear particles which may cause scoring in the bearings, but not so fine that the filter
is continuously blocking up with suspended products of combustion which are normally
removed by the centrifugal separator, although sometimes a centrifugal filter, driven by the LO
pressure is situated in series after the filter, which is usually of the self cleaning backflushing
type. The filter mesh size is measured in microns (thousandths of millimetre) and for a large
medium speed trunk piston engine may be 30 microns.
c.
Nitriding is a form of surface hardening. This allows the journals and pins to retain a tough
inner core. The hard, wear resisting surface can be finely ground to very smooth finish which
means that the lubricating oil hydrodynamic film is of maximum thickness, which is an
important point in an engine where the bearing loading is high .
75
a. Determine the specific fuel consumption for a main engine with an output power of
lOOOOkW and a daily fuel consumption of 36 tonnes. (4)
b. Sketch in phase and out of phase indicator diagrams, explaining how these are used
to help maintain correct specific fuel oil consumption. (8)
c. State TWO engine faults which may cause an increase in the specific fuel oil
consumption, explaining their effect on the draw card sketched in Q7(b). (4)
a.
Fuel consumption is quoted in glkWh
36 tonnes/day = 36000kglday = 1500 kglhr

1500kglhr for I OOOOkW = 1500000 glhr for I OOOOkW = 150glkWh
(Note: This is a very low figure : modem engines are around 170glkWh (manufacturers figures)
b.
Max Pressure
Compression
Pressure· - - -
The in phase indicator card shown for a two stroke engine is used to calculate the indicated
power developed in the cylinder. The area of the diagram is indicative of the work done in the
cylinder during one engine cycle.
If the area of the diagram is divided by its length the mean height of the diagram is obtained
which is related to the Mean Indicated Pressure (MIP). On a mechanically obtained diagram,
the mean height is multiplied by the spring constant of the equipment to obtain the MIP.
Multiplying this figure by the swept volume and the number of cycles/sec will give the power
developed.
The fuel rack position will give a guide to the quantity of fuel injected. For a certain fuel rack
setting, a certain power should be developed (assuming energy value of fuel is constant). If the
MlP decreases for a certain fuel setting, then it is indicative of a fault within the cylinder or
with the injection equipment.
76
Max Pressure
Compression
Pressure· - - - -
TDC
The out of phase card is taken with the indicator drive 90° out of phase with the piston position.
This allows the conditions around TDC to be shown in greater detail as the indicator drum is
moving at its fastest at this point. Faults with compression, maximum pressure, timing and fuel
injection, which will directly influence Specific Fuel Oil Consumption can be clearly seen and
diagnosed. Because the area around TDC is the part of the diagram of significance, these
diagrams are often taken by hand.
c.
Retardation of injection timing caused by elongation of timing chain. Shown as low and late
peak pressure on out of phase card.
Low compression pressure caused by worn rings/liner, leaking exhaust valve or low scavenge
pressure. Shown as low compression and peak pressure on out of phase diagram. May also
cause late ignition of fuel due to lower air temperature.
77
With reference to direct drive reversible engines:
a. explain how the risk of fires and explosions may be minimised in the cylinder start
air lines; (8)
b. explain the procedure to be followed while manoeuvring:
(i) if a hot start air pipe is discovered; (4)
(ii) if a safety device has ruptured due to a start air line explosion. ( 4)
a.
For a fire or explosion to occur their must be a source of fuel, oxygen and ignition. Eliminate
one or more of these and the fire or explosion will not occur.
To eliminate the source of fuel which is normally a lubricating oil vapour, no oil must be
deliberately introduced into the start air system (Ref. M474 Capetown Castle). Ensure that oil
carry over from the compressors is kept to a minimum, and that oil separating devices between
compressors and air receivers are functioning correctly. Drain the air receivers and air start
lines regularly. Ensure the air start manifold open ended drains are clear.
Air at 30 bar and therefore oxygen will be present in the manifold during a starting air
sequence. When the engine is running, the automatic valve should be closed and the manifold
drained, so will be at atmospheric pressure.
The source of ignition can be one of three reasons:

• A leaking air start valve. Whilst the engine is running, the hot gases produced as the fuel
bums in the cylinder (at above 1200°C) leak past a valve which has not re-seated correctly.
The branch pipe to the air start manifold heats up to red heat. If the engine is stopped and
restarted before the pipe has time to cool, any oil vapour in the air can be ignited and an
explosion can result if the mixture of oil/air is correct.
• Fuel leaking into the cylinder whilst the engine is stopped. When the engine then undergoes
a start sequence, and builds up speed, the fuel which has leaked into the cylinder vaporises
and the heat from the compression of the air in the cylinder, as the piston rises, ignites the
fuel. When the air start valve opens as the piston comes over TDC, the pressure in the
cylinder is higher than the air start pressure, and the burning combustion gases pass to the air
start manifold, igniting the oil entrained in the air.
• A recent theory by ClassNK has concluded that the principal cause of explosions in starting
air manifolds of marine engines is probably the auto ignition of oil deposited on the inner
surface of the manifold, not backfire from cylinders as previously thought. Auto-ignition
conditions occur because of the high temperature generated by the rapid inflow of high-
pressure air, says the research . This incoming air compresses air downstream of the main
starting valve, causing its temperature to reach as high as 400°C which in some cases causes
oil deposits in the manifold to self-ignite leading to an explosion.
b
(i)
• If a hot air start pipe is discovered:
• Lift the fuel pump on the affected cylinder.
• lnform the bridge.
• Take ER control of engine.
• Reduce the load on the engine if necessary.
• Run out fire hose and cool the pipe. (could be a source of ignition for an external fire).
• If engine is subsequently stopped, do not restart engine until pipe is cool.
• Change air start valve as soon as ship is in secure position.
78
(ii)
The safety cap consists of a bursting disk enclosed

by a perforated cylinder and a perforated cover in
order to protect any bystanders, in the event of a
burst. The cover is fitted with a tell tale, which
shows if the bursting disc has ruptured. lf the
bursting disc of the safety cap is ruptured due to
excessive pressure in the starting air Iine and a new
,-....:...JL-----'--,.. a.rsung disk cannot be fitted immediately, then the cover
Dosk can be turned in relation to the perforated cylinder,
in order to reduce the leakage of starting air.
Cl 2005RAR Trn.:otlnedlesels. co.ut<
79
a. Describe, with the aid of sketches, a chocking and holding down arrangement for a
main engine. (6)
b. Describe how the tightness of the holding down and chocking system is checked,
explaining why the system must be maintained in a tight condition at all times. (6)
c. Explain why engine side and end braces are used, stating how they are checked. (4)
a.
-- U .. 'f
~QP40
Cl'::: tlm
! f Olf\OA.HO~{,
6C<l
The sketch illustrates a holding down arrangement from a slow speed direct drive engine
mounted on cast iron chocks. Hand fitted to 80% contact on a 100: 1 taper, the chocks provide a
seating which is flat, stiff and keeps the engine in correct vertical, horizontal and axial
alignment. The bolts are of extended length for resilience, and to allow the bolt to be stretched
hydraulically while tightening. To help prevent failure, the bolts are undercut at the bottom of
the thread to prevent a stress raising point occurring, and any change in section is smoothly
radiused. On a direct drive engine the bolts transmit the thrust into the hull; because of this, the
bolts adjacent to the thrust bearing are fitted bolts.
b.
The bolts are checked for tightness by using hydraulic jacks to stretch the bolt to a
predetermined length at which the nut should then become loose. In the absence of any
manufacturers instructions, start at the aft end of one side, and work forward , slowly raise the
pressure on the jacks in stages, checking the tightness of the nuts. Record the pressure at which
the nuts come loose, and then retighten to engine builders recommendations. Correct tightness
of the holding down bolts is important: If the bolts are overtightened, failure could occur; If the
bolts are slack then fretting between chock, foundation plate and bedplate could occur leading
80
to misalignment of the engine, possible breakage of the holding down bolts, and failure of the
crankshaft or main bearings as a worse case scenario.
c.
The engine is secured in the athwartships direction by side chocks, which are fitted in way of
each main bearing. They prevent sideways movement due to movement of the vessel and the
sideways component of the thrust due to the reciprocating masses. The chock is welded to the
foundation plate and a hand fitted liner on a I 00: I taper knocked in between chock and
bedplate (on both sides simultaneously). They are checked by trying to insert a feeler gauge
between liner and bedplate.
End chocks are fitted at the aft end of the engine, one at each end of the two longitudinal
girders. The chock is welded to the foundation plate and again liners on I 00: I taper are hand
fitted from above between chock and bedplate. Bolts are then fitted through the chock liner and
end of longitudinal girder and hydraulically tightened. Checking is done by stretching the bolt
to a predetermined length and checking the nut seats on the tightening face.
81
a. Sketch a section through a medium speed engine cylinder cover, showing how the
cylinder cover is attached to the cylinder block. (8)
b. Describe the procedure for disconnecting and removing from the engine the cylinder
cover sketched in Ql(a). (8)
a.
Hydraulically
Toghtened Nuts
~
&
1
)
~ Liner
b.
Close the cooling water header tank valve and drain the cooling water from the engine. Isolate
the fuel valve cooling water and turn the engine to top dead centre on firing stroke, so the inlet
and exhaust valves are closed.
Remove the rocker arms and pushrods. Disconnect and remove the fuel supply, leakage pipes,
cooling water pipes and air start pipe (this arrangement will vary depending upon the engine).
Protect threads to prevent them being damaged during the overhaul period. Disconnect the air
inlet and exhaust pipes. Remove the cylinder head nuts. This can be done hydraulically or
manually depending on the engine make and size. Protect stud threads. Fit lifting device and
using the appropriate lifting points, remove the cylinder head.
82
With reference to cylinder lubrication:

a. describe, with the aid of a sketch, a crossbead engine cylinder lubrication system
which controls the quantity and timing of cylinder oil injection; (8)
b. describe how the cylinders of a trunk piston engine are lubricated and tbe
lubrication quantity controlled if a system using quills is not fitted. (8)
a.
® 2005RARTmarinediesels.co.uk
Operat1ng 0 11 at 45 Bar
from accumulator v.a
computer controlled
solenoid valve
OPERATING PRINCIPLE OF COMPUTER CONTROLLED

CYLINDER LUBRICATION SYSTEM
Oil from the cylinder oil tank pressurises a common rail system to 45 bar. Each lubricator is
supplied with oil via an accumulator. The lubricator itself has a small piston for each lubricator
quill in the cylinder liner, thus supplying equal amounts to each quill . The pressurised oil also
drives the pump pistons using a servo piston. A solenoid valve actuated by a signal from the
Central Processing Unit opens at the correct moment allowing oil at 45 bar from the common
rail to drive the servo piston forward, the piston movement being fed back to the CPU. The
quantity of oil injected is directly related to the distance moved by the servo piston which is
controlled by the solenoid valve. The oil is accurately timed over the speed range of the engine
as a signal for crankshaft position and thus piston position is fed to the CPU.
b.
Liners on medium speed engines are lubricated by splash lubrication from the running gear in
the crankcase. Some of the oil supplied to lubricate the floating piston pin fitted to some
engines will also leak to the liner surface. The oil is distributed up the liner by the piston rings.
To prevent excessive consumption an oil scraper ring or rings are fitted to return the excess to
the crankcase. This ring is generally fitted above the piston pin on engines employing a floating
piston pin. The scraper ring can take the form of a simple bevelled edge or be spring loaded
with slots designed to return the oil to the crankcase through drillings in the piston skirt.
Wartsila engines employ forced skirt lubrication in addition to splash lubrication, which leads
oil through drillings in the piston, exiting to a circumferential groove on the piston skirt where
it helps maintain an oil film between skirt and liner.
83
a. Describe the procedure for checking and setting fuel injectors to be fitted in one unit
of a main engine. (6)
unit should be identical. ( 4)
c. Describe how fuel injector nozzles are cooled. (6)
a.
holes of the injection nozzle at the specified opening pressure. This should be accompanied by
a 'chatter', and after the end of pumping no fuel should ' dribble' from the injection nozzle. The
spray pattern can be checked by placing a sheet of paper underneath the injector, and operating
the test pump.
spring tensioner.
the test stand at 20 bar below the opening pressure over a period of I0 seconds. During this
set at the test stand at I 00 bar must not drop below 70 bar within maximum I 0 secs.
b.
combustion.
c.
Injectors can be cooled using a water cooling sytem. Water is circulated from a tank, via pump
and cooler, through a cooling space in the nozzle tips before being returned to the tank via
individual return pipes. The tank is equipped with a heating coil to maintain the water
temperature at 70°C when the engine is stopped. The tank is fitted with a filling valve, drain
valve and a scum valve to remove any oil which may contaminate the system. An observation
window is provided as a means of checking that the tank is clear of fuel oil contamination.
Should this occur, the faulty injector can be identified by taking samples from the individual
returns.
Injectors fitted to engines without separate nozzle cooling systems are cooled either by relying
on heat transfer to the cooled cylinder head, or on larger engines by fuel oil recirculation
systems. These injectors have a separate recirculation valve incorporated in the injector body
which recirculates the fuel via the system return rail. The valve is pressure controlled so that it
is only recirculating when the fuel injection pump is not delivering. This cools the injector
during running and keeps the injector and fuel line hot when the engine is stopped. Another
system circulates fuel from the inlet rail through passages in the injector body and nozzle,
returning to the system via the return rail. This serves the dual purpose of keeping the injector
hot when the engine is stopped and cool (relatively) when the engine is running.
84
With reference to the burning of LSHFO in main engines:

a. sketch a main engine fuel system from the HFO and LSHFO service tanks to the
main engine(s) showing all main features and valves; (6)
b. describe the procedure for changing the main engine fuel system from HFO
operation to LSHFO operation indicating the approximate timing of main events in
the procedure.
Bypas•
C> KART marlneclleaols.co.uk 2005

pumps
b.
I. When ships are using separate fuel oils, the changeover to the lower sulphur content fuel
must be carried out in sufficient time to ensure that the ship's fuel oil system is totally
flushed of all fuels containing more than I% m/m sulphur prior to entering the SOx
Emission Control Area (SECA).
2. Modem vessels are built with separate low sulphur fuel oil settling and service tanks. 48
hours before the vessel enters the area ensure that the low sulphur settling tank is full and
start circulating the fuel through the purifier to the low sulphur service tank. Classification
societies recommend that there are separate purification systems for each grade of fuel, and
that older ships are retrofitted to provide separate settling and service tanks for low sulphur
fuels to prevent the risk ofsludges forming in the tanks because of instability ofthe low
sulphur fuels when mixed with standard fuels .
3. Using the calculator issued by Lloyds an accurate estimate can be made of the time taken
for the change over based on tank and system quantities, sulphur content and consumption.
85
This ship with separate High and Low sulphur settling and service tanks and a system
quantity of2 tons, burning 4 tons/hour, changing from 3% Sulphur fuel to 0.8% fuel will
take I. 7 hours for the fuel at the engine to contain I% sulphur.
4. Based on these figures, to allow a margin of error, three hours before entering the ECA,
Sludge the LSHFO. The change over valve on the service tanks should be operated so that
the low sulphur fuel has time to circulate through the system and replace the high sulphur
fuel in the buffer tank or mixing column.
5. Although the viscotherm should adjust the temperature to take account of any change in
viscosity, this should be monitored.
6. The time, ship's positions at the start and completion ofchangeover to 1% fuel oil must be
recorded in a logbook, together with details of the tanks involved and fuel used.
7. The volume of the low sulphur content fuel oils (less than or equal to I% m/m sulphur
content) in each tank as well as the date, time and position of the ship when any fuel
changeover operation is completed entering or leaving a SOx emission control area, must
be recorded in Section I of the ships Oil Record Book (Part I) or appropriate log book
which has been agreed with by the MCA.
A suitable log entry could be as follows:
ENTRY TO SECA - Completion of the fuel change-over operation
I . Date and time of completion of the fuel change-over
2. Ship position - latitude and longitude, on completion of fuel change-over
3. Volume of low sulphur fuel oil (not more than 1% sulphur content) in each tank on
completion of fuel change-over
(i) Tank identity
( ii) Tank quantity
(iii) Signature of responsible officer.
86
With reference to medium speed trunk piston engine exhaust valves:

a. explain why valve rotation devices are often fitted to exhaust valves; (5)
b. describe, with the aid of a sketch, an exhaust valve rotation device; (6)
c. explain why multiple exhaust valves are fitted. (S)
a.
Rotating an exhaust valve has two advantages. lt helps remove any deposits on the seating faces
distortion and thermal stressing. Deposits and distortion will lead to the valve blowing by
leading to localised overheating weakening of the materialand eventual bum out, whilst thermal
stressing will lead to cracking and possible breaking of the valve.
b.
The rotocap is a mechanical means to

rotate a valve during operation.
The valve cover has an number of
inclined tracks machined into it, each
containing a ball and spring. The balls run
on a race; When the valve is closed, the
belville washer locks the valve cover and
spring carrier together, preventing
rotation, and at the same time acts on the
ball race, pushing it hard up against the
© RART marinediesels.co.uk 2004 balls, locking them half way up the
inclined track and compressing the springs.
As the valve starts to open, the increasing valve spring force causes the belville washer to
flatten. The ball race no longer locks the balls in the inclined tracks and therefore the valve
cover is free to move. The valve cover now moves over the ball bearings until the balls are at
the end of the inclined tracks . As the cover rotates, so does the collet and valve spindle.
As the valve shuts, the belville washer locks the valve cover to the spring carrier and applies
pressure to the ball race which forces the balls back up the inclined tracks.
c.
87
a. Explain the possible causes if a main engine turbocharger suddenly starts to vibrate
accompanied by activation of the engine central cooling system header tank low level
alarm and large quantities of water in the turbocharger air cooler drain. (6)
b. Explain the immediate action to be taken in the event of the situation outlined in
Q6(a) occurring. (4)
c. Describe the action to be taken to allow the main engine to be operated at reasonably
normal power in the event of failure of a turbocharger fitted to the main engine
which only has one turbocharger.
a.
From the symptoms described, the vibration is most likely due to the turbine rotor shedding all
or part of a blade or a piece breaking off the compressor impellor. Bearing failure can also lead
to severe vibration. Low level in the cooling water header tank obviously indicates a leak in the
cooling system and if the air cooler is cooled on the LT side of this system, large amounts of
water in the drains could indicate a tube failure in the cooling stack.
Putting the three incidents together it would be a fair analogy to suspect that a piece of the
compressor impellor has broken off and found its way into the air cooler with sufficient
velocity to puncture a cooling tube. Damage to the diffuser may also have happened as the
broken piece passed through.
Other possible causes are a blade failure on the turbine rotor, which cracks the water cooled gas
casing (causing loss of water from header tank) combined with low charge air temperature in
humid conditions which would cause water to issue from turbocharger drains. It could be
argued that all three incidents are unrelated and occurred simultaneously. Vibration caused by
failed bearings, low level in header tank due to leaking pipe, water from air cooler due to humid
air or leaking tube.
b.
Reduce load on engine till vibration falls to acceptable level. Stop engine as soon as safe to do
so.
Call for assistance/inform Chief Engineer.
Keep header tank topped up opening emergency filling if necessary.
Open air cooler drains fully, Shut cooling water off air cooler once engine has stopped.
If water leak is not from air cooler tube, investigate cause.
c.
To operate the engine at normal power after failure of the single turbocharger, then the
turbocharger rotor must be replaced. This could be done if the vessel carries a spare rotor. After
stripping down to assess damage to casing and labyrinth seals etc, the turbocharger is
reassembled using the new rotor and bearings. Care must be taken to ensure the clearances in
the compressor casing are correct and after starting that no vibration is present. The damaged
air cooler tubes must be identified and plugged.
If no spare rotor is carried then the engine must be set for running without a turbocharger, but
normal full power running will not be possible.
If it is a 4 stroke engine fitted with a single pulse turbocharger, then the engine must be
operated as a naturally aspirated engine. The rotor should be removed and the casing blanked to
allow the exhaust gas to pass through the casing. Fit some filter material over the inlet to the air
cooler. (cooling shut off). If inspection doors are removed from the inlet manifold then place
88
filter cloth over those as well. If possible pressurize the engine room using vent fans. or rig up
some canvas trunking to direct pressurised air from a vent fan directly into the inlet manifold.
The engine will only be operable at low load conditions, the limits of which will be determined
by exhaust temperatures and combustion.
In the case of a two stroke engine fitted with an auxiliary blower, then after removing the rotor
and blanking the casing, fit some filter material over the air inlet to the air cooler, and run the
auxiliary blower. The cooling water water can remain shut off as the auxiliary blower takes
suction after the air cooler, and the temperature reached by the air will not be high enough to
thermally overload the engine.
Again switching vent exhaust fans to supply may help pressurise the engine room. lt is unlikely
that speeds above half ahead manoeuvring revolutions will be possible.
1t is not advisable just to lock the rotor of the turbocharger and then operate the engine for any
length of time. The heat of the exhaust gas will cause warping and distortion of the rotor
assembly.
89
a. Explain how an emergency generator is maintained in a condition ready for
immediate starting. (6)
b. Describe the considerations which must be taken in the event of the emergency
generator being unavailable for use. (1 0)
a.
The following tests and checks should be carried out weekly as part of the planned maintenance
and safety routines.
The oil levels in the sump and turbocharger are to be checked.
The fuel level in the tank is checked weekly and any water drained off.
Cooling water level in radiator checked.
Heaters should be on, keeping engine ready for immediate starting and to maintain insulation
resistance in alternator windings.
Starting battery charge condition should be checked with hydrometer.
Engine should be barred over prior to starting run on test, simulating black out conditions.
Engine should be run on test checking for leaks and running parameters.
Engine should be started using the alternative starting method.
Ensure after all tests engine start control is in the "Auto" position.
b.
Jf the ship is in port and the emergency generator cannot be used then the classification society
should be informed and the ship must not sail until a repair is effected and the system fully
tested.
If a fault develops at sea and the generator cannot be used, then the vessel should head for a
nearby port with repair facilities where it should remain until repairs can be carried out. In the
meantime all precautions should be taken against a possible blackout. The machinery spaces
would be changed from UMS manning to watchkeeping if applicable.
The shaft alternator should not be used, if possible, unless faults develop with the auxiliary
engines.. All auxiliary generator sets should be made available for use with no maintenance
commenced. The auxiliary generator sets should be run with at least one extra machine sharing
the load, and if another machine is available then this should be in a position where it can be
started immediately and connected to the switchboard in the event of a blackout. If possible this
spare machine should be lined up to run on distillate fuel. Generators should not be connected
or disconnected from the switchboard except in cases of emergency. One main air receiver
which can be connected to the auxiliary engines start systems should be kept pressed up with all
outlets isolated.
All staff to carry torches and spare batteries. A close eye is to be kept on cooling, fuel and
lubrication systems. Take extra care when changing filters. Auxiliary engine fuel tanks to be
kept topped up and regularly sludged for water.
90
a. Sketch a generator starting air system employing an air motor. (6)

b. Describe how the starting air system sketched in QS(a) operates. (6)
c. Describe the actuation and operation of a backup starting system for an emergency
generator employing EITHER a spring starter OR a hydraulic starter. (4)
a.
Hand/Auto
Start
Valve
Starter
Motor
Flywheel
with
Ring gear
Engine
b.
The sketch shows an air start system which uses an air motor to crank the engine up to firing
speed. This system can be used with engines of up to about 300mm bore with an output of
3000kW. It uses high pressure air at 30 bar. When the auto valve is operated by either a remote
electrical signal or by hand, air behind a piston engages the starter pinion with the flywheel ring
gear. The movement of the piston uncovers a port allowing the air to operate a control valve
which allows air to the vane motor which then turns the engine. When firing speed is reached,
the system vents and a return spring acting on the piston disengages the pinion from the ring
gear and shuts of air to the starter motor.
c.
The Bryce hydraulic engine starter uses a hydraulically driven spring loaded dual rack driving a
bendix type driving pinion which engages with the flywheel of the engine. The engine must be
barred into the starting position using marks on the flywheel. The hydraulic system is
precharged to a certain pressure in an accumulator using a hand pump. When the operating
valve is opened, the stored hydraulic pressure is released and, acting on the pistons in the rack
and pinion unit, spins the drive pinion, which then engages with the flywheel and turns the
engine.
91
With reference to the inspection and overhaul of a main engine bottom end bearing:
a. explain the checks prior to commencing the overhaul; (4)
b. describe the process of dismantling for inspection; (6)
c. list TWO defects which may be found on the bearing or pin during inspection,
explaining their possible causes; (2)
d. state, with reasons, the checks which must be made prior to putting an engine back
into full power service following the overhaul of a bottom end bearing. (4)
This answer relates to a bottom end bearing on a large slow speed 2 stroke engine.
a.
If not in lay up or refit, check with the bridge that there is sufficient time available to carry out
the overhaul, allowing for unforeseen delays.
Check that the engine is shut down and isolated before opening up crankcase for ventilation.
Start Air isolated, Lub Oil pumps shut down, turning gear engaged. This is to ensure safety of
personnel during the overhaul. A permit to work must be obtained for working in an enclosed
space as must a permit for working at a height, due to the danger of personnel falling into the
crankpit. Ensure that no one is working simultaneously on another part of the engine which
may be affected is the engine is turned .
Check that all lifting gear to be used is in good condition and within certification. This includes
all strops, shackles, chain blocks etc. This will minimise the risk of injury due to failure.
Check that the hydraulic jacks, hoses and pump are in good condition and free from leaks. This
will prevent delays when slackening off the bottom end bolts. Also check that all special tools
to be used are available and in good condition.
Check that all personnel involved in the overhaul are familiar with their role and
responsibilities during the overhaul, to ensure taht the work proceeds smoothly with the
minimum of delays.
Check that the spare bearing is in good condition should the bearing need replacing.
Before commencing the work, turn the engine through at least one revolution recording the
ammeter reading. Before dismantling take the bearing clearance. This is so that comparisons
can be made after the overhaul.
b.

lower bearing half.
• Remove locking plates and slacken bearing stud nuts
using hydraulic jacks
• Using chain blocks lower the bearing cover, taking care
not to damage the threads o[lhe studs or the crankpin
journal.
92
• Fit four guide shoe retaining blocks in to the crosshead
guides. This will prevent the crosshead and con rod from
moving down the engine when it is turned .
• Wrap a strop around the bottom of the con rod and attach to a
chain block mounted on the side of the engine
• The crankshaft can be turned to bottom dead centre and the

top half of the bearing examined I removed.
c.
Scoring on pin and bearing: Caused by hard particles in the oil. This could be due to corrosion
in the bearing due to sea water contamination of the oil causing hard stannic oxide to be
formed. This will cause pitting on the bearing surface. Poor filtration could also be a cause.
Smearing or partial wiping of the bearing. Caused by breakdown in lubricating oil film due to
poor geometry between pin and bearing, overloading or poor surface finish on pin.
d.
After completing the overhaul, remove all tools and lifting gear from the crankcase and check
the clearance in the bearing. Run the LO pumps and check the flow of oil to the bearing. Turn
the engine through at least one revolution and check the ammeter reading, comparing it with
that taken before the overhaul: a high reading will indicate a tight spot caused by binding.
Because of the fixed pitch propeller, dock trials of the engine may not be possible, although if
allowable, after taking suitable precautions, the engine should be run for about 30 seconds at
Dead Slow before stopping and checking the bearing for overheating, signs of wiping. On
leaving the port, during manoeuvring, the bearing temperature should be monitored using infra
red equipment and the revolutions kept as low as possible. This will allow the bearing to "run
in" to the journal without overloading.
After clearing the port, the engine should be stopped and the bearing checked for evidence of
wiping, or squeezed out metal. If all OK then after proceeding to sea the speed should be built
up slowly whilst monitoring the temperature of the bearing. A final inspection after running at
full power for 30 minutes should be made, to check all is well. The bearing temperature should
be monitored constantly for the next few hours.
93
a. Sketch a section of a medium speed, 4 stroke engine cylinder head, through an inlet
valve, exhaust valve and injector pocket. (7)
b. Explain why multiple air inlet and exhaust valves are fitted. (6)
c. Explain why double valve springs are fitted (3)
a.
REPLACEABLE
COOLED SEATS
MEDIUM SPEED 4 STROKE CYLINDER HEAD
c.
Springs are fitted in pairs to exhaust valves and inlet valves on 4 stroke marine diesel engines.
The springs which are fitted one inside the other are of different hand (ie one is LH and the
other RH) This helps to cancel out the twisting of the valve as it opens. The springs have
different vibration characteristics so that resonance is not experienced. Should one spring fail
(usually through fatigue), the remaining spring will ensure positive closing until the springs can
be changed.
94
a. Sketch a section through one unit of a medium speed engine (to include the
connecting rod and crankpin oil galleries) to show the oil flow and cooling action. (8)
b. Sketch an oil controVscraper ring, explaining its action. (4)
c. Explain TWO possible causes of excessive lubricating oil consumption following a
unit overhaul of a medium speed engine. (4)
Note: This question is similar to July 2007 Question 5
a.
b
.Situated above the floating piston pin or at the lower part of the
skirt, the oil scraper ring prevents excessive oil consumption by
scraping excess oil downwards from the liner walls to the
crankcase.
The drawing shows a double bevel design with a series of radial
holes around its circumference. The oil scraped down by the top
Oil Scraper Ring edge passes through these holes, and then through holes drilled in
the piston, returning to the crankcase.
c.
The cylinder unit has not been run in correctly following the overhaul: excessive wear occurs
causing failure of the rings to seal. This will cause blowby and excessive oil consumption as the
scraper ring will not have good contact with the liner wall, and the drain holes may well block
up with combustion residue.
Oil control ring incorrectly fitted. ( upside down) . This will cause oil to be scraped upwards
towards the combustion space where it will be burnt.
95
With reference to a piston rod stuffing box:

a. explain with the aid of a sketch, the operation of the stuffing box (8)
b. explain, with the aid of sketches, EACH of the following:
(i) a method of checking the tension and suitability of garter springs for further
service; (2)
(ii) how individual ringswith butt clearances form a full circumferential seal on the
piston rod; (3)
(iii) bedding in of a new ring segment to mate with used piston rod, indicating where
end relief would be applied. (3)
a.
The piston rod gland is located in the
diaphragm plate which separates the
crankcase from the scavenge space on a 2
stroke crosshead engine. The purpose of the
gland is to allow the piston rod to pass
through the diaphragm without allowing oil
from the crankcase to contaminate the
scavenge space and prevent scavenge air and
products of combustion/used cylinder oil to
enter the crankcase.
The gland contains sealing rings and scraper
rings. The sealing rings which seal the
I ,U\\ FR !!.( RAPI"R
IU S(. ~
scavenge space are situated at the top of the
gland. They are usually in four segments held
against the rod by a garter spring. They are
manufactured from bronze and can be
independently fitted in the housing or
mounted in a steel carrier
Scraper Rings are usually in three segments
held together against the rod by a garter
spring. The rings differ from the sealing rings
in that they have a scraping edge, and holes
to provide a path for the scraped off oi I. They can be made from bronze or as a replaceable cast
iron lamellae, fitted into a steel carrier. Lubricating oil on the piston rod is scraped off on its
way up in order to prevent contamination the scavenge space. The oil from the lower sets of
rings is returned to the crankcase, whilst the oil scraped from the top set of the lower rings is
led to a piston rod drain tank.
b. (i)
Spring is laid out on a
...
,, board as shown. When
the spring is stretched by
""""
"f l ////l//l/ll l // l ////l//l//ll//111/l'l applying a set force using
.....
........
a spring balance, the
extension of the spring is
N I 1111111111 1 1111 I l l 11111111 1 1111 1 I~ measured. This extension
s...ctw~d Lengtl should comply with
manufacturers
recommendations
96
(ii)
The sealing ring butt clearance gaps are offset

Ring Gaps Offset
as shown.
LOWER UPPER
SET SET
(iii)
A piece of emery cloth is taped to the piston rod. The new

ring segment is rubbed around the rod on the emery cloth
~Relief
7
End
to remove any sharp edges. End relief on the segment if
not already present, is applied by removing material as
shown on the sketch to prevent scoring of the rod.
97
With reference to turbocharged four stroke engines

a. describe, with the aid of a sectioned sketch, the function of a radial (exhaust inlet)
flow turbocharger, indicating the flow path of the lubricating oil and exhaust gas.
(12)
b. explain the purpose and function of a waste gate. (4)
a.
The nozzles work in a similar way to conventional axial flow turbine nozzles; i.e. pressure
energy is converted into kinetic energy and the gas is directed onto the turbine wheel. As the
gas passes through the turbine wheel , it changes direction, and this change of direction
produces an impulsive force which turns the wheel.
The single piece turbine wheel is of an investment cast nickel alloy (highly wear resistant)
friction welded to the hardened steel shaft.
The uncooled gas casing is of nodular cast iron and aids the simplicity of the design , reduces
the mass, and the risk of corrosion due to water washing.
The Compressor wheel is milled from high tensile aluminium alloy.
The rotor is supported in inboard plain bearings with the thrust being taken at the compressor
end, and expansion allowed for at the turbine end. This gives a short strong rotor of high
rigidity and low mass. It also allows undisturbed admission of air and exit of gas, and easy
access to turbine and compressor wheels. Bearing life 25000hrs+.
The air casing is cast aluminium alloy.
Lubrication is from the main engine LO system: - no separate pump, cooler and filter required,
or from a dedicated turbocharger lubrication system.
b.
Turbochargers are matched to the engine so that they produce nominal full output at about 85
per cent of engine power. At higher loads the engine produces too much exhaust gas energy for
the turbine . The exhaust waste gate is fitted in the exhaust manifold to the turbine so that some
of the exhaust gas can be directed to the uptake rather than passing through the turbine.
98
a. Describe, with the aid of a sketch, EACH of the following:

(i) the operating principle of an hydraulic droop governor; (6)
(ii) the difference between idling speed and droop. (2)
a. State, with reasons, the desirable properties of the operating fluid for an hydraulic
governor. (4)
b. With reference to electronic speed sensing governing systems, explain the operating
principle ofa reluctor type speed sensor. (4)
a(i)
M't.t: Ut.R
:O.I' IU'(;
Ull .
_j HU . R\(t.;
!ooUt\ Ul'l!oo Ul'
M 1' 1'1.\
I'II. U~111
\.\I.\ :.
--'
IIIUI'
In the case of a load increase: The engine will start to slow down. The weights on the ballhead
move inwards and the pilot valve will move downwards, allowing pressure oil under the servo
piston which will move upwards increasing the fuel racks. As the governor output shaft moves
upwards, the linkage between governor output and ballhead will start to close off the pilot
valve. As the engine speed increases the weights move outwards, closing the pilot valve. The
engine is now running at a stable speed, though not the same as before the load change. This
difference in speed is known as droop.
(ii)
RPM Idling speed is sometimes referred to as
no load speed. It is the speed that the
Speed
Idling !-===============
I l Droop engine runs at before load is applied.
Speed Droop is the proportional and
permanent drop in speed of an engine-
governor combination with increase in
engine load. It has a stabilizing effect.
% speed droop = {(No load RPM - Full

load RPM) + (Full load RPM)} x 100
L0o1d
99
b.
Non corrosive: so that internal components do not seize or stick.

Viscosity index high so that the oil stays at the same viscosity over a range of operating
temperatures to prevent sluggishness.
Non Hydroscopic (does not attract water) which would affect operation and cause corrosion.
Lubricity , to minimise wear on the moving components.
c.
A reluctor wheel uses magnetic force to sense the speed

at which something is turning. The square toothed gear
sends on/off signals to the Management System and the
frequency is then changed into a speed. The reluctor
wheel will be fitted to the crankshaft.
Reluctor Wheel
100
a. Describe supporting, holding down and locating arrangements for a main diesel
engine in the way of a transverse girder. (14)
b. Explain the cause and effect of finding the holding down arrangement in Q7(a)
repeatedly in need of re-tensioning (2)
a.
C/L
2005 RAR T mannedoesels eo uk
Bedplate
E
...g
SUPPORTING ARRANGEMENT FOR MAN B&W

K98 MCC BEOPLATE MOUNTED ON RESIN CHOCKS
The engine is mounted on an 80mm foundation plate which is supported by 50mm

Intercostals and 38mm plate floors. The engine is located on resin chocks which align it at
the correct height for connection to the propeller shaft. It is held in position with
hydraulically tightened holding down bolts which together with end chocks transmit the
thrust into the hull.
Side chocks are fitted adjacent to each transverse girder. These are welded to the foundation
plate, with liners fitted between bed plate and chock on a I00: I taper to hold the engine in
correct horizontal alignment and to prevent sideways movement due to movement of the
vessel and the sideways component of thrust from the crank and running gear.
b.
Repeated requirement to retighten the holding down arrangement is caused by fretting or

wear between the chocks, foundation plate and bedplate. Retightening on to worn or fretted
chocks will pull the bedplate out of vertical alignment leading to excessive bending of the
crankshaft during operation. Misalignment will be shown in excessive vertical deflection of
the crankshaft.
101
b. State the considerations governing main air receiver capacity. (8)

c. Explain the desirable properties of an internal surface coating for an air receiver ( 4)
d. Explain the need for regular operation of of air receiver drain valves. (4)
a.
At least two starting air receivers of about equal capacity are to be fitted which may be used
independently. The total capacity of air receivers is to be sufficient to provide, without their
being replenished, not less than 12 consecutive starts alternating between Ahead and Astern of
each main engine of the reversible type, and not less than six starts of each main non reversible
engines. For twin engine installations, then each engine must be able to start the minimum
number of times. In the case of multi engine installations, than an agreement may be made with
the classification society, as to the total number of starts required.
b.
The internal surfaces of an air receiver are subject to pitting and corrosion caused by the water
and oil (which becomes oxidised and thus acidic) carried over in the compressed air. If this
becomes excessive, the strength of the air receiver is compromised and may necessitate
expensive replacement. To prevent this happening the internal surfaces are given a protective
coating which may be derived from organic or synthetic products. The properties required are:
a. The coating is clear, so that the surface of the receiver can be inspected;
b. The coating is flexible, so that it can expand and contract with the receiver
c. The coating has good adhesive properties, so that it adheres to the surface of the receiver;
d. The coating is impervious to oil and water.
c.
Air receiver drain valves are often automatic in operation. They must operate reliably to ensure
that water and oil are drained from the air receiver. If they become blocked, then the oil and
water accumulating at the bottom of the receiver is likely to cause corrosion and there is a
chance that any accumulated oil could be carried over with the compressed air into the air start
lines, where it poses an explosion risk. lt is always advisable to check the drain manually every
watch to ensure there is no accumulation ofliquid.
If the drain valve do not seat correctly after operation, then this will lead to excessive
compressor running hours, with resulting increased maintenance and cost.
102
With reference to scavenge fires:

a. explain how a scavenge fire is caused, indicating how it is bought to the attention of
the duty engineer; (5)
b. describe the action which must be taken to ensure that a scavenge fire is
extinguished; (6)
c. explain how scavenge fires may be prevented. (5)
a.
source of heat for ignition comes from piston blowby, slow ignition and afterbuming, or
Indications of a scavenge fire are loss in power and irregular running of the engine, high
exhaust temperatures of corresponding units, high local temperature in scavenge trunk, surging
of turbocharger, and sparks and smoke emitted from scavenge drains. External indications will
be given by a smoky exhaust and the discharge of sooty smuts or carbon particles. If the
scavenge trunk is oily the fire may spread back-from the space around or adjacent to the
cylinders where the fire started and will show itself as very hot spots or areas of the scavenge
trunk surfaces. In ships where the engine room is designed as UMS, temperature sensors are
fitted at critical points within the scavenge spaces. activation would cause automatic slow down
of the engine.
b.
If a scavenge fire starts two immediate objectives arise- they are to contain the fire within the
scavenge space of the engine and to prevent or minimize damage to the engine. The engine
must be put to dead slow ahead and the fuel must be taken off the cylinders affected by the fire.
The lubrication to these cylinders must be increased to prevent seizure and all scavenge drains
must be shut to prevent the discharge of sparks and burning oil from the drains into the engine
room. A minor fire may shortly bum out without damage, and conditions will gradually return
to normal. The affected units should be run on reduced power until inspection of the scavenge
trunking and overhaul of the cylinder and piston can be carried out at the earliest safe
opportunity. Once navigational circumstances allow it, the engine should be stopped and the
whole of the scavenge trunk examined and any oil residues found round other cylinders
removed. The actual cause of the initiation of the fire should be investigated.
If the scavenge fire is of a more major nature, if there is a risk of the fire extending or if the
scavenge trunk is adjacent to the crankcase with risk of a hot spot developing it sometimes
becomes necessary to stop the engine. Normal cooling is maintained, and the turning gear
engaged and operated. The turbocharger inlets should be covered if possible to prevent oxygen
being sucked in to feed the fire. Fire extinguishing medium should be applied through fittings
in the scavenge trunk: these may inject carbon dioxide, dry powder or smothering steam. The
fire is then extinguished before it can spread to surfaces of the scavenge trunk where it may
cause the paint to start burning if special non inflammable paint has not been used. Boundary
103
cooling of the scavenge trunk may be necessary. Keep clear of scavenge relief valves, and do
not open up for inspection until the engine has cooled down.
c.
To prevent scavenge fires good maintenance and correct adjustment must be carried out.
Scavenge trunking must be periodically inspected and cleaned and any build up of
contamination noted and remedied. The drain pockets should also be cleaned regularly to
remove the thicker carbonized oil sludges which do not drain down so easily and which are a
common cause of choked drain pipes. Scavenge drains should be blown regularly and any
passage of oil from them noted. The piston rings must be properly maintained and lubricated
adequately so that ring blow-by is prevented. At the same time one must guard against excess
cylinder oil usage. With timed cylinder oil injection the timing should be periodically checked.
Scavenge ports must be kept cleared
The piston-rod packing rings and scraper rings should also be regularly adjusted so that oil is
prevented from entering the scavenge space because of butted ring segments. This may and
does occur irrespective of the positive pressure difference between the scavenge trunk and the
crankcase space.
Fuel injection equipment must be kept in good condition, timed correctly, and the mean
indicated pressure in each cylinder must also be carefully balanced so that individual cylinders
are not overloaded. Overloading of the engine as a whole should be avoided.
If cylinder liner wear is up to maximum limits the possibility of scavenge fires will not be
materially reduced until the liners are renewed.
104
a. Describe, with the aid of sketches, the procedure for checking the guide clearances
on a crosshead main engine; (10)
b. Explain how the guide clearances are adjusted. (6)
The following explains how to measure the guide clearances on a MAN B& W large slow speed
crosshead engine:
In order to achieve uniform measuring conditions on board, the ship' s trim must be as close as
possible to 0°.
I. Mount a transparent plastic tube along the length of the bedplate. Bend each end approx. 250
mm up along the framebox side.
Fill the tube with water (possibly coloured) until the water level is approx. 100 mm from the
end of the tube.
Trim the ship until the difference between the water level S fore and aft is less than 1.5 mm per
1000 mm.
2. Turn the engine in ASTERN direction to 45° after BDC (the guide shoe must rest against the
crosshead guide).
3. Check the clearance between guide shoe and crosshead guide (E,
F, G and H) with a feeler gauge.
4. Check the centering of the piston in the cylinder liner by
measuring the clearance (from the scavenge air space with a long
feeler gauge) between the piston skirt and the cylinder liner in the
Fore and Aft positions
5. Measure the clearance between the guide strips and crosshead
guides
GUtOE
ST RIP
....
......
:: FRAME
..•'
---: !---- CL(A.RANCE
b.
On modem engines the guides are machined into the A frames and the clearance between guide
and slipper is non adjustable. When it reaches a maximum the shoes are removed and the
slipper faces remetalled with white metal. On older engines the guides could be adjusted by
shims, but this involved ensuring that the guide faces were parallel and correctly aligned after
shimming.
On modem engines the clearance between guide strips and guides, J , K, L and M is adjusted by
the insertion of shims so that it is symmetrical in relation to the clearance between the piston
skirt and the cylinder liner. Parallelism between the guide strip and guide is to be kept within a
tolerance of0.2 mm per 1000 mm.
105
With reference to V type medium speed engines
a. sketch an arrangement for attaching two connecting rods to the same crankpin; (5)
b. describe, with the aid of sketches, how a cylinder cover is removed from the engine;
(6)
c. describe how a piston is removed from from the engine. (5)
a.
b.
The following describes removal of a cylinder head from a MAN B& W V32 40 engine.
• Engine shut down and secured. Start air
off, turning gear engaged, cocks open. LO Shackle
off. Fuel off. and Strop
• Cooling water in the engine drained to a
level below the cylinder heads.
• Fuel valve cooling drained.
• Turn engine so that the piston of the
respective cylinder is at ignition TDC.
Guiding Bar
• Remove rocker cover.
• Slacken cylinder head nuts using hydraulic
jacks.
• Remove HP fuel pipe and FVC pipes from
injector.
• Remove clamp from exhaust pipe.
• Loosen the couplings on the air inlet
manifold
• Remove air start pipe
• Remove cylinder head nuts
• Attach lifting tool to cylinder head with four bolts attaching to crane with shackle and
strop.
• Screw in guiding bar to lifting tool.
• Lift the cylinder head, guiding it by means of the guiding bar to ensure the correct
lifting angle, and land the head onto a wooden pad.
106
c.
The piston and con rod are removed through the liner leaving the bottom end bearing on the
crankshaft.
• Engine shut down and secured. Start air off, turning gear engaged, cocks open. LO off.
Fuel off.
• Cooling water in the engine drained . FVC drained.
• Cylinder head removed, crankcase opened.
• Remove anti polishing ring from top of liner.
• Remove wear ridge from liner.
• Slacken hydraulic nuts securing con rod palm to bottom end.
• Turn engine to TDC.
• Clean out tapped holes on piston crown and fit lifting tool, shackle and strop to piston.
• Turn the piston exactly to BDC and attach the crane to the lifting tool.
• Attach the turning stirrup to the big-end bearing and to the crankshaft balance weighL
This is to prevent the bottom end turning when the con rod is separated from the bottom
end.
• Take of the hydraulic nuts from the studs securing the con rod palm to the bottom end.
Screw two guide tubes on to the studs. This will guide the con rod into the liner as it is
lifted.
• Using the crane lift the piston until the protecting slide can be screwed to the con rod
bottom palm. This will protect the liner from being damaged by the con rod as the
piston is removed.
• Pull the piston partially out of the liner until a guide bar can be screwed to the piston
lifting tool. Lift the piston and con rod out of the liner, using the guide bar to ensure the
lifting angle is correct and the protecting slide on the con rod palm is in contact with the
liner.
• Land the piston and con rod on prepared wooden blocks.
107
a. Sketch a section through a main engine fuel injector, labelling the MAIN parts. (6)
b. State, with reasons, the factors which influence fuel atomisation in a fuel injector. (S)
c. State how atomisation of fuel deteriorates after prolonged injector operation. (5)
a.
b.
• Spring setting: The stronger,
and more compressed the
spring, the higher the opening
pressure of the needle valve.
• Lifting area of needle valve:
this, together with the spring
strength determines the
pressure and speed at which the
needle lifts: The needle must
open quickly for the
atomisation to be effective, and
snap shut when the pressure
drops to prevent end of
FUEL INJECTOR • MEDIUM SPEED ENGINE injection dribble.
• Needle valve seating: This
must be tight to prevent leakage which will prevent the needle opening smartly.
• Nozzle hole size: This is where a conversion of energy from pressure to kinetic takes
place. The wrong size nozzle will produce incorrectly sized droplets.
• Nozzle Hole Angle: If not correct the atomised droplets will not penetrate far enough
into the combustion space, thus preventing efficient combustion.
c.
Repeated operation of the fuel injector will lead to weakening of the spring. this will allow
the injector to open early, and at a lower pressure correct atomisation and penetration into
the combustion space will not occur as there is not sufficient pressure energy for conversion
in the atomisation holes. Repeated operation will lead to erosion and enlarging of the
atomisation holes, accelerated by using fuel contaminated with water or catalytic tines. The
holes will be of the wrong shape and size to allow efficient atomisation. Wear of the needle
and nozzle seating will allow dribbling to take place, again interfering with the pressure rise
required to allow correct atomisation to take place.
108
a. On worksheet Q4 complete a risk assessment for removing a crosshead diesel engine
cylinder cover. (8)
b. Describe with the aid of sketches, the procedure for removing a crosshead engine
cover and landing it on the engine room plates. (8)
Note: This question is the same as Mar 2009 01 See Page I for Answer

a. Explain why approximate power balance between cylinders is necessary. (4)
b. State why exact power balance between cylinders is not possible with an operatiug
engine. (4)
c. Describe how cylinder power and performance can be assessed for a medium speed
engine. (4)
d. Describe how individual cylinder power can be adjusted. (4)
a.
of the fuel such as burning of piston crowns and injector nozzles, afterburning and subsequent
overloaded cylinders, with a medium speed 4 stroke blowby can lead to a crankcase explosion
b.
timing.
combustion.
period of time.
109
c.
Power cards using mechanical equipment are only accurate on engines operating at low revs (ie
slow speed engines). They are not normally attempted with medium or high speed engines
because of the higher speeds causing vibrations in springs and drive mechanisms. However a
competent operator should be able to take an out of phase card using the equipment on engines
running up to about 600rpm. This will give a guide to the condition and accuracy of timing of
the injection equipment which must be optimum if the power balance is to be achieved. If this
cannot be done then it must be known that the injection equipment is in good condition and
correctly timed.
Because power in the engine is related to the peak or maximum cylinder pressure, this is
measured using a peak pressure indicator. This can be a mechanical device, using compression
of a spring to indicate pressure or a pressure transducer linked to a digital read out. This should
be done at between 85 -I 00% MCR
It is more accurate to use the difference between the peak and the compression pressure when
assessing cylinder powers and attempting to balance the engine. The compression pressure is
taken at reduced load with fuel shut off the cylinder.
In addition the other parameters must be taken into account: Exhaust temperatures, fuel pump
rack settings, TIC RPM, scavenge pressure and temperature are the most usual.
Modern computer equipment now allows power and out of phase diagrams to be taken for
engines operating at any speed.
d.
To achieve a good cylinder power balance, firstly the compression pressures must be compared
to establish that they are the same. Any deviation pointing to worn rings and liners or valve
blowby must be investigated and corrected. Assuming the compression pressures are within an
allowable range, then the difference between compression and peak pressure for each cylinder
is examined, taking into account the relative fuel rack settings and exhaust temperatures. If
there are any large differences then an attempt can be made to balance the power output by
adjusting the fuel rack settings. Each adjustment must be small, noted, and time given for the
engine to adjust to the change. In the easiest case, if a cylinder peak pressure, exhaust
temperature and fuel rack setting are all low compared to the rest of the engine, then the fuel
setting for that cylinder can be increased.
It must be appreciated that if the fuel on one cylinder is increased, then the fuel on the other
cylinders will decrease for the same load setting. Care must be taken not to keep increasing the
rack settings, or the pumps may not return to the no load position when the engine is stopped.
Sometimes it is necessary to reduce the rack settings on cylinders which are at a higher load.
When adjustments have been completed, a further set of peak pressures are taken. All readings
plus any adjustments made should be recorded in the log book/pm sheets.
110
a. State what clearances are required between the piston rings and the piston and
cylinder liner indicating why such clearances are required. (6)
b. Describe how the piston ring clearances stated in Q4(a) are measured. (5)
c. Explain why the values of piston ring clearances are limited. (S)
a.
Axial clearance is required so that the ring can expand in

the groove without jamming and is free to slide in and out
of the groove so it is always in contact (via an oil film)
t
Axial
with the liner wall. The clearance will allow the high
Cloarancoe pressure gas to pass to the back of the ring, forcing the
ring against the liner, thus sealing the combustion space.
Butt
Clearance
II
Butt or circumferential clearance will allow for expansion of the ring
without jamming in the liner as they come up to working temperature. It
will allow the ring to expand or contract as it moves from worn to
unworn parts of the liner.
Back clearance is required to allow pressure to build up behind ring and
to allow the ring to slide back into the groove.
Ch«k back cloaraneeto To measure

allow pnt111u"' to burld up behind ri"ll the axial clearance, use a set of
feelers to measure the gap
between ring and groove at the
top of the ring. Check in several
places around the
circumference of the ring.
The ring groove should also be

checked for wear by measuring
11111 groove 11 11111 IQUIN
to prntnt ••cooolwt tilling of the clearance in the groove with a
t1ng In groove new ring fitted.
Back clearance is checked by
pushing the ring into the groove using a piece of wood. This can be done in situ on a 2 stroke
engine where the tension of the rings can be checked. Poor springiness indicates a broken ring.
To check the circumferential or butt clearance, the ring is inserted into an unworn part of the
liner and the gap measured.
c.
If the axial clearance is to great, then the ring will hammer in the groove causing excessive
wear and leading to possible ring breakage. On a four stroke engine excessive axial clearance
will cause a pumping action as the ring moves up and down the groove between inlet and
compression strokes, leading to excessive consumption oflubricating oil.
If the butt or circumferential clearance is to large then excessive localised blowby will occur
leading to localised overheating, burning off of LO film and excessive wear. Sealing of the
combustion space will be affected, resulting in loss of power.
If the back clearance is reduced because of a build up of carbon, the ring will not be pushed
against the liner wall by gas pressure. Excessive build up of deposits may cause the ring to
jam.
111
a. Describe, with the aid of sketches, the procedure for removing turbocharger
bearings for inspection. (10)
b. State the clearances to be checked when overhauling a turbocharger bearing system,
explaining why these clearances are required. (6)
a.
The general procedure is as follows:
C> 2006 RART marinediesels.co.uk
END
COVER
COMPRESSER END BEARING ASSEMBLY
The general procedure for removing the bearing on a VTR 354 is as follows:
I. Drain oil from bearing.

3. Using a dial indicator, clock the run out of the shaft oil feed stub pipe and oil pump
impeller wheel. Record readings which should be no more than 0.06mm.
4. Remove the oil feed stub pipe and bolt on the holding tool in its place which locks the
rotor so that the nut can be removed.
5. Unscrew the retaining nut with a box spanner.
6. Measure the distance from the end of shaft to the end of casing (distance 'K'). Record this
reading.
7. Screw the extractor tool supplied into the holding tool and remove the oil pump impeller
wheel.
112
bearing, is removed first, followed by the turbine end, which may be a plain roller bearing {to
Reassembly is in the reverse order; in addition, and the axial clearances checked and recorded,
and the shaft is clocked to ensure it is running true once the bearing has been fitted .
b.
Volute
The axial clearances between the compressor impellor
and the casing must be checked when reassembling
the bearings. The new bearings are fitted but are left
20mm proud of the casing. The rotor is pushed
forward from the turbine end until the impellor
touches the case and the distance between the end of
the casing and the shaft measured {distance Kl). The
rotor is now pulled back from the turbine end until the
Compressor impellor touches the casing and distance K2
Wheel
measured.
The bearings are then fully fitted and the distance K

measured . The two clearances are then calculated
which are to ensure that the impellor is centralised in
the casing. If the clearances are incorrect, then not
only may fouling occur, but would lead to excessive
leakage of air at the front or rear of compressor wheel.
K - K1 K2 - K
113
March 201J Question 8
a. Explain why main engine starting air compressors are of the multistage type. (4)
b. Explain why intercooling of air is employed between stages. (4)
c. Explain why automatic drain traps are fitted at air compressor coolers. (4)
d. Explain why it is necessary to remove oil and water from the air leaving the starting
air compressor (4)
a.
p
To reach high pressures (as used for engine starting), at
the required delivery rate, if a singe stage compressor was
used, it would have to be very large with a small bump
clearance and consequently would require a powerful
motor to drive it. A further complication would be, that as
air is compressed it increases in temperature (polytropic
compression). The temperatures reached compressing the
air in a single stage would vaporise the oil film, leading to
excessive wear and the possibility of a compressor
explosion. In reality single stage compressors are used for
low pressure (7bar) applications.
b.
V
For the compressor to be as efficient as possible
compression of the air should be as close to isothermal as
possible. By cooling the air between stages the actual polytropic compression is bought as close
to the ideal isothermal line (see diagram).
Cooling the air between stages will also prevent the air temperature rising during compression
to a level which would cause overheating and burning of the cylinder oil, leading to excessive
wear and the danger of explosion.
The compressor is designed so that equal work is done by each stage. Inefficient intercooling
would prevent that, leading to out of balance forces and increased wear.
c.
When air is pressurised, the dew point temperatureof the air rises. When the air is cooled, the
water condenses and collects in the cooler. By fitting automatic drains, the water is prevented
from building up in the cooler, and then passing over with the air into the next stage of the
compressor, where it would wash off the lub oil film or damage the valves.
d.
If oil and water is not removed from the air before it leaves the compressor, it will cause
corrosion and pitting in the air receiver. Additionally the oil will coat the internal surfaces of
the pipes interfering with the air flow. A very real danger exists if the oil then carries over with
the air into the air start system, where if it is ignited during an air start sequence, an air start
explosion can occur (RefM474 Cape Town Castle)
114
With reference to main engine thrust blocks

a. describe the principle of operation; (8)
b. state an approximate ftgure for clearance, outlining the possible effects of incorrect
clearance; (4)
c. state how thrust clearance is measured. (4)
a.
The thrust bearing serves the purpose of transmitting the axial thrust of the propeller through
the propeller shaft and intermediate shaft to the ship's hull. On a 2 stroke direct drive reversing
engine the thrust bearing is situated at the driving end of the engine bedplate. The thrust bearing
is a tilting-pad bearing of the Michell type. There are seven or eight pads (segments) placed on
each of the forward and aft sides of the thrust collar which forms part of the crankshaft. The
pads which have have white metal cast on the wearing faces are mounted in a thrust shoe on
either side of the thrust collar. The thrust shoes rest on surfaces in the thrust bearing housing
which forms part of the two transverse girders either side of the thrust bearing. and are held in
place circumferentially by stops. The pads can be compared to sliding blocks and are pivoted in
such a manner that they can individually take up the angle of approach necessary for a
hydrodynamic lubricating wedge. The lubricating/cooling oil is sprayed directly on to the
forward and aft sides of the thrust collar by means of nozzles positioned in the spaces between
the pads. The nozzles are mounted on a semicircular delivery pipe supplied by the main engine
LO pumps.
b.
The total thrust clearance on a new engine is normally between 0.5 and I mm with a maximum
of2mm. If the clearance is too small then the pads will not be able to tilt and an oil wedge will
not be built up. If the clearance is too large, excessive axial movement of the crankshaft and tail
shaft will result, causing damage to stem tube seals. Misalignment of running gear may also
result leading to excessive wear and damage.
c.
The total clearance can be measured by jacking the propshaft ahead and astern and measuring
the movement with a dial indicator. Total ahead wear can be measured by jacking the thrust
collar against the ahead pads and measuring the distance between the coupling flange and the
engine casing with an inside micrometer. Alternatively a feeler gauge is inserted into a wear
groove machined in one of the top ahead thrust pads. This groove was 1mm deep when new.
Reduction in feeler thickness gives wear on ahead pads.
115
a. Describe with the aid of a sketch, a resilient mounting unit that can be used to
support a skid mounted integrated diesel engine/alternator unit. (1 0)
b. Explain TWO modes of deterioration in service of the unit sketched in Q2(a). (4)
c. State two causes of excessive vibration on the type of installation sketched in Q2(a).
(2)
a.
The alternator set foundation has the dual functions of supporting the alternator set and
preventing, or minimising, the propagation of structural borne vibrations. In addition to static
forces, the foundation must be designed to resist the vibrational forces causing oscillating
flexural stresses, and the forces due to differential thermal expansion of alternator set and the
foundation. The foundation must also be capable of withstanding the effects of misfiring,
accidental short circuit and faulty synchronisation torque forces without detriment. The
alternator set foundation consists of a steel skid, on which the alternator set is fitted by means
of holding down bolts, using epoxy resin chocks to align the alternator with the engine, and the
steel foundation plate welded into the hull. The steel skid is fixed to the foundation plate by
resilient mountings (chocks).
Measure Clearance
Here
The resilient mountings consist of hard rubber blocks bonded to steel plates which are
bolted to the skid and foundation plate. Flaps covering the mounting prevent contamination
by oil. Excessive movement is prevented by mechanical stops, which also provide a means
of checking the distance between skid and foundation plate.
b.
Oil contamination of the rubber will cause the rubber to soften and deteriorate.
Excessive vibration from the engine due to uneven loading on the units or mechanical out
of balance forces will cause the rubber bond to the steel to fail.
c.
Steelwork such as ladders, pipework, exhaust trunking hard coupled between hull and
engine will negate the purpose of the rubber chock and transmit engine vibration directly to
the hull.
Deterioration of the rubber as outlined in part b so that the mechanical stops are grounding
on the foundation plate.
116
With reference to large slow speed 2-stroke engines:
a. Sketch an oil cooled piston and rod assembly, labelling the main components.
indicating coolant flow and normal running piston crown temperatures; (8)
b. state, with reasons, the materials used for the piston crown, skirt and rod. (4)
c. describe the inspection and testing of the assembly sketched in Q3(a). (4)
a.
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u
vi
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011.
b.
Piston Crown: Chrome Molybdenum Steel. Maintains strength and resists corrosion/erosion at
high temperatures. This piston also has a layer of inconel (a nickel chrome alloy) welded to the
hottest part of the crown.
Skirt: Cast Iron. Cast iron contains graphite, a lubricant. Cast iron has good oil retention
qualities, and its rate of expansion is the same as the liner in which it runs, allowing minimal
clearances.
Piston Rod: Ground, hardened medium carbon alloy steel must resist wear as it passes through
the stuffing box in the diaphragm plate.
c.
Once mounted in the cradle, the piston should be cleaned and all deposits removed. The piston
rings are removed using the correct ring expanding tool. Inspect and gauge the ring grooves for
wear on the bottom landing surface. The contact faces of the rings and the skirt are inspected
for signs of abrasion and scuffing which indicates poor filtration of fuel or air and poor cylinder
lubrication. Piston rings should be gauged, and a decision based on manufacturers
recommendations made as to whether to replace them .
A profile gauge is used to check that the crown thickness. The crown of the piston must be
inspected very carefully for evidence of cracking; - use crack detection spray if in doubt.
The piston is dissembled from the rod and the cooling spaces inspected. Look for build up of
carbon deposits in the crown which could indicate overheating of the piston crown or
contamination of lub oil by used cylinder oil. Check landing faces of rod, crown and skirt for
fretting.
Check length and condition of bolts. Check rod for wear and scoring
On reassembly pressure test cooling space by filling with oil and subjecting to a pressure test
using a hydraulic pump.
117
a. Describe, with the aid of sketches, the procedure for taking main engine crankshaft
deflections. (1 0)
b. Explain the purpose of crankshaft deflections, stating how the data obtained is used.
(6)
a.
Before taking a set of crankcase deflections observe the following precautions:

Safety:
• Permission granted to immobilise engine.

• Starting air shut off and locked off.
• Engine cooled down sufficiently to allow LO pumps to be shut down.
• On large engines where it is possible to climb inside the crankcase or to put head and
shoulders inside while working, it should be treated as an enclosed space (check
atmosphere), and a permit to work is required.
• Ensure that no-one else is working elsewhere on the engine (e.g. cleaning the scavenge
space).
• Check that no-one is working in the vicinity of the shafting system, and that the bridge
have confirmed that it is OK to turn the engine.
• If the deflections are being taken after working on the engine ensure that all tools and
lifting gear are removed from the engine.
• Only the person in charge of the operation is to operate the turning gear.
Accuracy of Readings:
• Indicator cocks open.
• Gauge free to move and with current calibration certificate.
• Gauge placed between pop marks in webs.
• Vessel not loading or discharging cargo.
Deflections are taken by placing a dial indicator or

remote reading gauge into a pop marked position
between the two crankwebs of a crankshaft throw. The
engine is turned to just after bottom dead centre, and the
gauge is zeroed.
118
c The engine is then turned, and the gauge reading
taken when the engine is 90° before TDC, TDC, 90"
after TDC and then lastly just before BDC. (Note: on
some engines, the manufacturer may recommend
turning the engine astern to take the readings). It is
normal practice to turn the engine to just after the
B D gauge position and then reverse the turning gear to
negate the lifting effect of the turning gear. It is
important that the crankshaft journals are sitting on
the bottom bearing shells when taking the readings.
This can be checked using feeler gauges.
CRANK POSITION
The readings are recorded on a chart as shown.
r -
Unit No r- ~ -T 2
1 4
J
r-r-
3
(A) BDC (1)

(B) Port
(C) TDC
I I
r --1 --~
I
T
-l
- I -- J
r
-1r
(D) Stbd
r-- --- ~
_j
~-~--
(E) BDC (2)
(F) A/2 + E/2
T --
r--
I r l
C-F Ir I 1
B-D r r
The vertical deflection is the reading at TDC minus the average of the two BDC readings.
The horizontal deflection is the Port reading minus the Starboard reading.
b.
Deflection readings are taken to check the alignment of the crankshaft in the main bearings. If
the crankshaft is out of alignment then excessive bending will take place when the engine is
operated which could lead ultimately to crankshaft failure . Misalignment can be caused by
uneven bearing wear, hull deformation, or fretted chocks.
Once the vertical and horizontal deflections have been obtained as outlined above, they are then
recorded in the maintenance records and compared with previous readings and manufacturers
limits. A deflection curve can be constructed using the vertical deflections which shows the
height of bearings relative to each other.
119
With reference to turbocharging:
a. Explain the form and purpose of EACH of the following:
(i) diffuser; (2)
(ii) volute; (2)
(iii) labyrinth glands; (2)
(iv) aftercooler; (2)
(v) wastegate. (2)
b. state, with reasons, suitable in-service methods of cleaning EACH of the following:
(i) the impeller; (2)
(ii) the gas wheel; (2)
a.
(i) The diffuser uses vanes to increase the cross sectional area through which the air passes
after leaving the compressor wheel. By doing this a conversion of pressure energy from kinetic
energy takes place.
(ii) The volute refers to the shape of the air outlet casing of the compressor. lt increases in cross
sectional area as it approaches the outlet flange thus giving a further conversion of energy from
kinetic to pressure.
(iii) The labyrinth glands prevent leakage of oil into the compressor and turbine, and exhaust
gas into the oil. Using a series of fins on shaft or casing, they create a series of spaces which as
the air or gas passes through them reduces the pressure incrementally due to a conversion from
pressure to kinetic energy which is then dissipated by friction .
(iv) When air is compressed it increases in temperature and thus its density is reduced. Hot air
would cause thermal overloading of the engine. An Aftercooler is used to cool the air,
increasing its density so that a greater mass of air can now be used in the combustion process.
The air cooler is a heat exchanger consisting of a nest of tubes through which sea or fresh water
is passed over which the air flows before entering the inlet or scavenge manifold.
(v) Turbochargers are matched to the engine so that they produce nominal full output at about
85 per cent of engine power. At higher loads the engine produces too much exhaust gas energy
for the turbine. The exhaust waste gate is fitted in the exhaust manifold to the turbine so that
some of the exhaust gas can be directed to the uptake rather than passing through the turbine.
The energy can then be utilised in the exhaust gas economiser.
b.
(i) The compressor wheel of the turbocharger is cleaned during operation by spraying fresh
water into the air inlet casing. The dirt layer formed from air borne oily dust particles to small
to be removed by the filters is removed by the impact of water injected from a vessel that holds
the required quantity of water. Pressurised air from the turbocharger compressor outlet casing is
used to inject the water. Since the liquid does not act as a solvent there is no need to add
chemicals. Since the dirt layer is removed by the kinetic energy of the water droplets, the best
results are obtained by injecting water during full-load operation of the engine, i.e. when the
turbocharger is running at full speed. The complete contents of the water vessel should be
injected within 4 to I 0 seconds.
(ii)
The nozzle ring and turbine can be cleaned in service by dry cleaning using crushed shells or
carbon granules blown in to the turbocharger using compressed air. The dry cleaning is carried
out at full speed, the impact of the particles removing the build up of deposits which are
usually ash from the cylinder oil and cabonaceous deposits from the fuel
To dry clean, the cleaning vessel is filled with the nutshells or carbon granules via a hopper and
the filling valve closed. The outlet valve to the nozzle ring is opened followed by the
compressed air inlet to the vessel. After injection of the material (about 30 seconds) the valves
are closed.
120
a. Describe the procedure for checking and setting fuel injectors to be fitted in one unit
of a main engine. (6)
unit should be identical. (4)
c. Describe the procedure for replacing fuel injectors for one unit of a main engine. (6)
a.
holes of the injection
nozzle at the specified opening pressure. This should be accompanied by a 'chatter', and after
the end of pumping no fuel should 'dribble' from the injection nozzle. The spray pattern can be
checked by placing a sheet of paper underneath the injector, and operating the test pump.
spring tensioner.
the test stand at 20 bar below the opening pressure over a period of I 0 seconds. During this
set at the test stand at I 00 bar must not drop below 70 bar within maximum I 0 secs.
b.
combustion.
c.
Close the fuel oil inlet and outlet valves, and drain the high-pressure pipe and the fuel valve.
Dismantle and remove the fuel oil high pressure pipe.
Disconnect the return oil pipe from the fuel valve.
Remove the nuts and the spring housings.
Use the fuel valve dismantling tool to pull the fuel valve clear of the top cover. Take out the
valve.
Repeat for the other valves in the unit.
Before mounting the new fuel valves, thoroughly clean the valve bore in the cylinder cover and
check the seating in the bore for marks which, if any, must be eliminated.
Fit new 0-rings on the fuel valve. Lubricate the valve with molybdenum Disulphide
Mount the valve in position in the cylinder cover.
Mount the spring housings and the nuts. Tighten the nuts until the top face of the pressure disc
is flush with the top face of the spring housing. This must be done with great care, as the spring
tension in the housing determines the correct tightening of the fuel valve to the cylinder cover
as well as the correct compression of the fuel valve.
Lubricate the thread on the union nipple of the fuel oil pipe with a heat resistant antiseize
121
a. Sketch a main engine fuel system from the service tank to the fuel injector labelling
all essential valves and devices (8)
b. Describe the procedure for changing engine operation from HFO to MOO whilst
the engine is still running, explaining the precautions which must be taken. (6)
a.
c:> llAIIT martMdleH I•.co.uk 2005
b.
The timing of the change over will depend on the size of the system, but is normally
programmed so that complete change over is achieved before the vessel begins manoeuvring on
standby. lt is recommended that the temperature of the fuel should be allowed to drop by about
2°/min to prevent gassing up The change over should take about one hour.
Desludge the diesel oil tank to ensure there is no water in the tank. Ensure the quick closing
suction valve from the tank is open.
Before change over, the load on the engine is reduced to manoeuvring full ahead revolutions.
This is so that the change over doesn't occur too quickly, leading to possible overheating of the
diesel oil because of the residual heat in the heaters, causing gassing up and possible seizure of
122
the fuel pumps. Before change over, it is important to verity that returns to the fuel tanks are
shut, as this could lead to transfer of the diesel oil tank to the HO tank.
If the system as shown in QJ(a) above is working correctly, then all that should be necessary is
to change the three way valve over from the HO tank to the DO tank. As the diesel oil mixes
with the heavy residual oil from the mixing column, the viscosity will be reduced; this will be
detected by the viscotherm, and the energy source to the heaters shut in accordingly. While
there is still a proportion of heavy oil in the system, injection viscosity will be reached without
the need for heating, and the heat source to the heaters should be shut off completely. Any trace
heating should also be shut off. If the system is fitted with a cooler on the fuel return from the
engine then this should be put on line to prevent overheating of the diesel fuel.
correctly, then the change over requires the operator to shut off the heating medium, whilst the
temperature reduces as the diesel mixes in with the heavy oil, thus avoiding problems outlined
above
123
With reference to the production of high pressure air for engine starting purposes:
a. explain why multi-stage air compressors are used to produce the pressure required;
(4)
b. explain why large air compressors should be started and stopped in the unloaded
condition; ( 4)
c. explain why compressor inlet air filters should be maintained in a clean condition;
(4)
d. explain why compressor lubricating oil consumption should be closely monitored
and recorded; (4)
a.
To reach high pressures (as used for engine
starting), at the required delivery rate, if a singe
stage compressor was used, it would have to be
very large with a small bump clearance and
consequently would require a powerful motor
to drive it. A further complication would be,
that as air is compressed it increases in
temperature (polytropic compression). The
temperatures reached compressing the air in a
single stage would vaporise the oil film , leading
to excessive wear and the possibility of a
compressor explosion. In reality single stage
compressors are used for low pressure (7bar)
applications.
V By compressing the air in stages, the physical

size of the compressor is reduced, allowing a
smaller motor to drive it. The air can also be cooled between stages, again reducing the power
requirement of the motor (see diagram), aiding moisture and oil removal, and reducing the
temperature of the air in the final stage.
b.
Most air compressors are driven by an

electric motor with a direct on line start.
With this type of motor, the starting current
is between 5 and 8 times normal full load
current, and the starting torque is low. This
can lead to overheating of the windings. By
starting the machine off load, the starting
current is reduced. By taking the machine off
load before stopping, a sudden braking effect
caused by the piston coming up on
compression is avoided which can cause
- stressing of the crankshaft and coupling.
124
c.
The volumetric efficiency of the compressor is defined as:
volume of air drawn in
swept volume of cylinder
If the suction filter is allowed to get blocked, the volumetric efficiency of the compressor will
be reduced. Less air will be delivered, less air drawn in, and therefore overheating will occur
leading to excessive wear.
In a direct reversing engine, the start air compressors may not be able to deliver sufficient air to
meet the number of starts required.
d.
If the oil used to lubricate the cylinder liners in a compressor is excessive, then the oil will be
carried over with the air.
Oil carry over in compressors is undesirable. It causes fouling of the compressor valves
interfering with flow and leading to sticking/leaking valves. It also fouls inter and aftercoolers,
reducing heat transfer, and in the case of intercoolers, reducing the efficiency of the compressor
and leading to high second stage temperatures. Oil carried over tends to oxidise due to the high
temperatures and presence of oxygen. Oxidised oil is acidic and will cause corrosion in the air
receiver and pipelines unless removed. Oil in air start systems is highly dangerous as it an help
propagate an air start explosion. Oil in control air systems will cause blockages and sticking.
125
October 20 11 Question I
a. State, with reasons, SIX items which should be included in a risk assessment for
lifting a main engine cylinder cover. (6)
b. Write a procedure for the removal of a vee-type engine cylinder cover and landing it
on the engine room plates. (10)
a.
I. Injury to personnel from pressurised fuel. The risk assessment must put in place measures
to ensure that the fuel is isolated before attempting to remove HP fuel pipe to injector to
prevent injury by scalding/ and danger of fire.
2. Injury to personnel from HT cooling water. The risk assessment must put in place
measures to ensure that the cooling water is isolated and drained before attempting to start
work to prevent injury by scalding
3. Injury to personnel whilst lifting heavy loads. The risk assessment must ensure that
measures are put in place to ensure that personnel are trained in correct lifting techniques
to prevent injury while lisfting.
4. Lifting gear failing whilst under load. The risk assessment must ensure that measures are
put in place to ensure that lifting gear is within certification and is undamaged.
5. Injury to personnel due to unfamiliarity with task. The risk assessment must ensure that
measures are put in place to ensure that all personnel have read the relevant manuals so
that the safe method of carrying out the operation in the correct sequence is understood.
6. Injury to personnel due to ship listing while working cargo at the same time as carrying
out the overhaul. The risk assessment must ensure that measures are put in place to ensure
that before any lifting operation takes place, the current list on the vessel is taken into
account to prevent injury from the load swinging unexpectedly.
b.
The following describes removal of a cylinder head from a MAN B&W V32 40 engine.
I. Engine shut down and secured. Start air off, turning gear engaged, cocks open. LO off.
Fuel off.
2. Cooling water in the engine drained to a level below the cylinder heads.
3. Fuel valve cooling drained.
4. Turn engine so that the piston of the respective cylinder is at ignition TDC.
5. Remove rocker cover.
6. Slacken cylinder head nuts using hydraulic jacks.
7. Remove HP fuel pipe and FVC pipes from injector.
8. Remove clamp from exhaust pipe.
9. Loosen the couplings on the air inlet manifold
10. Remove air start pipe
11. Remove cylinder head nuts
12. Attach lifting tool to cylinder head with four
Shackle
bolts attaching to crane with shackle and strop.
and Strop
13. Screw in guiding bar to lifting tool.
14. Lift the cylinder head, guiding it by means of
the guiding bar to ensure the correct lifting
angle, and land the head onto a wooden pad.
a. Sketch a complete lubrication system for a crosshead engine, showing how the oil is
supplied to all parts of the engine. (8)
b. Explain how contamination of engine lubricating oil may occur and how it may be
prevented. (8)
a.
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b.
Contamination with water from condensation, accidental introduction of water into the
crankcase or drain tank or from the purifier. The oil should continuously purified at the correct
temperature (85 °C} using the correct gravity disk, ensuring the sealing water supply is shut off
when the purifier is operating so that any water is removed.
Contamination with any products of combustion together with used cylinder oil and wear
particles that may have found their way into the crankcase through defective piston rod stuffing
boxes. Filters should regularly changed and cleaned The oil should be continuously purified,
and stuffing boxes maintained in good condition. Scavenge and stuffing box drains should be
kept clear.
Contamination of the oil with fuel oil. On a crosshead engine this is usually due to leakage into
the camcase due to worn or defective fuel pumps. Ensure that fuel pumps are maintained in
good condition with seal space drains kept clear.
127
Bacterial contamination can occur from cross contamination from external sources (sludge,
cooling water, fuel) Precautions against bacterial contamination are taken by preventing
contamination and maintaining purification temperatures high enough to kill the bacteria. Take
and cultivate dip slides regularly to ensure early detection, when treating with a biocide may be
feasible.
The oil should be tested for water, viscosity, TBN reserve and TAN using on board equipment.
Oil samples are sent ashore for greater in depth testing including spectrographic analysis.
128
With reference to crankcase explosions:

a. describe bow a primary explosion occurs and how this may lead to a secondary
explosion; (8)
b. explain tbe action to be taken in the event of an oil mist detector alarm sounding. (8)
a.
For an explosion to occur there must be oxygen, fuel, and a source of ignition. The oxygen will
be present in the air in the crankcase, The lubricating oil is the fuel, and the source of ignition is
usually an overheated bearing (although it can also be anywhere two metals are rubbing
together, or blowby on a trunk piston engine)
The mixture of oil and air must be in a ratio that is within the range of inflammability; the
splashing of the lubricating oil inside the crankcase breaks it up into droplets or globules of
exists, some oil will come into contact with it and will be vaporised, circulate to cooler parts of
the crankcase and there condense to fonn a white mist of finely divided oil particles ( <
I Omicron) well mixed with air. This mist is combustible within certain concentrations (lower
explosive limit 50mg/litre - about 13% oil mist to air). If the mist should now circulate back to
widespread damage then follows.
b.
If the oil mist alarm is activated immediate action must be taken to reduce the risk of an
explosion. Depending on the engine configuration, different methods may be used. For example
on a diesel electric vessel with a multi engine configuration, the engine may automatically shut
down . However this is not an option on a ship powered by a single main engine because the
risks caused by loss of manoeuvrability may be greater than the possible risks of an explosion.
However the immediate concern is to take as much load off the engine as possible, and then
stop it, as soon as it is safe to do so.
In the event of high bearing temperature or oil mist alann the general rules are:
• Reduce engine power immediately to 50% load.
• Transfer electrical power to auxiliary alternators (if running shaft alternator).
• lnfonn bridge and stop engine as soon as it is safe to do so.
• Keep clear of explosion doors.
• Engage turning gear if safe to do so.
• Evacuate Engine Room .
• Wait at least 30 minutes before opening up crankcase to investigate.
129
If the engine room is unmanned then the automation should be set to give the OOW 10 seconds
to override the automatic slow down procedure during which transfer of electrical load if using
a shaft alternator will take place, followed by immediate slow down by passing any load
reduction program. The engine should be stopped as soon as it is safe to do so.
If the engine is on bridge control with the engine room manned, then the engine should be
switched to engine control room control. If a shaft alternator is in use, the auxiliary engines are
run up and load transferred. The main engine is then reduced to 50% load, bypassing any load
reduction program. This will reduce the load on any bearings which may be overheating. The
engine must be stopped as soon as it is safe to do so.
Engage and run turning gear if it can be done without being in the vicinity of the explosion
doors. Oil and cooling pumps must be left running. All personnel must be cleared from the
engine room. At least 30 minutes must be allowed for the engine to cool before opening
crankcase doors and investigation. During this time it may be wise to run fire hoses out for
boundary cooling as a precaution.
After giving the engine time to cool down (at least 30 minutes), it should be safe to re enter the
engine room and recheck the mist detector. Check bearing temperature monitors if fitted. If all
is clear, then the crankcase can be opened up after stopping the oil pumps, and an inspection
carried out on the unit which had alanned, and adjacent units (it is not unknown for the wrong
unit to go into alann due to the circulation of the oil mist within the crankcase.) The cause of
the alarm must be investigated. It could be a wiped bearing, which may have scored the
crankshaft, it may be a piston seizure, or it could be a fault with the camshaft chain drive. It
may be possible to repair the damage or the unit may have to be taken out of service.

a. Sketch a main engine charge air system, including the turbocharger, showing flow
paths for the exhaust gas and combustion air. (6)
b. State the instruments which may be used to assess the performance of a charge air
system, indicating the location ofsuch instruments on the sketch in Q4(a). (4)
c. Explain how the data provided by the instruments stated in Q4(b) is used to assess
the performance of a charge air system. (6)
Note: This question is the same as Mar 2009 03 (slight change in question wording and
mark allocation) See Page 6 for Answer
130
a. Sketch a common rail fuel system which may be used for a main engine. (6)
b. Describe bow the common rail fuel system sketched in QS(a) operates to vary the
timing and fuel quantity flow for cylinder fuel injectors. (I 0)
Fuel Quality - - - - -+ ~LECTRONIC To Volumetric

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b.
To be able to time the fuel injection the Control System must know the crank angle of the
individual units. To do this two crank angle sensors are fitted at the free end of the engine.
These sensors are accurate to 0.1o .
Each cylinder has its own electronic control system comprising of a Cylinder Control Module
and a Valve Driver Module Each Cylinder Control Module calculates the correct injection start
angle, taking into account dead time, VIT, and Fuel Quality Setting. lt also controls the quantity
of fuel injected and the sequence of injection (ie for low load running).
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131
a. Explain the FIVE factors which influence the effective combustion in a diesel engine
cylinder. (10}
b. Explain how diesel engine cylinder combustion may deteriorate during engine
service. (6}
a.
I. Air inlet temperature: Final temperature of compression is directly influenced by the air
inlet temperature which must be correct for combustion of the fuel. Too low and their will
be a delay in ignition of the fuel , too high and thermal overloading of the cylinder will
result. Also temperature of air affects the density: See No. 2
2. Air inlet pressure: There must be a sufficient mass of air to ensure enough oxygen for
combustion of the fuel. Air density is directly linked to pressure (and temperature} If the
air pressure is too low then not enough oxygen will be available to ensure complete
combustion. The scavenging process must ensure that all exhaust gas is removed from the
cylinder for maximum oxygen to be available.
3. Compression: must be good to ensure correct temperature and pressure at TDC for correct
combustion conditions. Good gas sealing of the combustion space will also prevent loss
of power during the expansion stroke.
4. Fuel injection timing: The fuel must enter the cylinder at the correct time so that
maximum cylinder pressure is achieved just after TDC when there is a turning moment
acting on the crank
5. Fuel Atomisation: the fuel must enter the cylinder as an atomised mist. Each droplet must
be of the correct size so that it penetrates the cylinder and mixes with the air so that it
heats up and starts to bum at the correct time.
b.
Fouling of the turbocharger(s} or the air filters will reduce the pressure of the air being
delivered to the engine this will reduce the mass of air available for combustion. Fouling of the
air coolers will lead to a rise in the air inlet temperature again leading to a reduction in the mass
of air.
Excessive liner and ring wear will lead to poor compression and blow by on the power stroke.
Wear on the fuel pumps will cause a slower build up in pressure which leads to late injection
timing. Maximum cylinder pressure will occur late in the cycle. elongation of timing chains
will also cause late injection
Wear between Fuel injector nozzles and needle valves, and wear of the atomisation holes will
cause poor atomisation and dribbling leading to late ignition poor combustion and afterbuming.
Weakening of injector springs will cause the injectors to open early when the pressure will be
too low to allow correct atomisation.
132
a. Explain why pressure charging is used for two stroke main engines. (4)
b. Explain why charge air cooling is employed for pressure charged diesel engines. (4)
c. Explain why a water separator is generally fitted after a charge air cooler. ( 4)
d. Sketch a water separator which may be used for a turbocharged main engine
system, explaining how it operates. (4)
a.
ln a two stroke engine, the removal of exhaust gas from the cylinder and its replacement by a
fresh charge of air takes place when the piston is near the bottom of the stroke. Initially when
the exhaust valve/ports open there is an initial blow down of exhaust gas, but there will still be
exhaust gas left in the cylinder. This must be replaced by a fresh charge of air which is supplied
at a pressure above atmospheric to push the the exhaust gas out of the cylinder in a process
known as scavenging.
This pressurised air is normally provided by the turbochargers, but when the engine is started or
running at low speeds, the constant pressure turbochargers cannot supply the required air and
so auxiliary blowers driven by electric motors are used. These auxiliary blowers will cut out
once the main turbochargers are supplying sufficient air.
Two stroke engines were not fitted with turbochargers until the late 1950s. Before this the
pressurised air was supplied by engine driven Rootes blowers or scavenge pumps assisted by
under piston scavenging. Turbochargers increase the power output of the engine by using the
energy in the exhaust gas to supply air at pressures up to 3.5 bar to allow more fuel to be burnl
b.
of oxygen.
c.
Air at ambient conditions contains moisture, which varies
according to the humidity of the air. When the air is
compressed and heated the moisture is held in the air as a
water vapour. As the air is cooled in the air cooler it reaches
a saturation point at which it is holding the maximum amount
of vapour it can at that temperature and pressure This means
that the excess water condenses and is held in the air as tiny
water droplets. If these water droplets are allowed to be
carried into the combustion space, they could wash the oil
film from the liner walls.
To prevent this happening a water catcher is provided after
the air cooler. The air is forced to change direction by a series
of vanes. The water droplets are thrown onto the surface of
the vanes where they coalesce and rundown to drain. It is not
unusual for 30tonneslday to be removed from the scavenge
air on a large slow speed 2 stroke engine.
•
d.
After the air leaves the air cooler it passes across a set of
vanes which change the direction of the air. The water
droplets entrained in the air, being denser are thrown to the
outside by centrifugal force where they deposit on the vanes,
join to form larger drops and then run down the vanes away
to a drain.
133
a. Sketch a main propulsion engine starting air system, showing tbe location of all
control and safety features.(6)
b. Describe how the system sketched in Q8(a) operates when a control signal to start
the engine is initiated. (6)
c. If tbe engine fitted with the starting air system described in Q8(a) fails to start when
tbe start command is issued, despite the air receiver being at the correct pressure,
describe how tbe cause of the failure to start may be determined. (8)
Valve
1 per Cyl.
servomotor
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Astern Ahoad
Signal Signal
b.
Considering a start in the ahead direction:
The turning gear must be disengaged. This will allow air to pass the turning gear interlock (I)
to the direction control valves (2 & 3) and the start control valve (4).
A signal to the ahead control valve (2) allows air to move the piston of the distributor
servomotor into the correct position so that the ahead starting cam is lined up with the radially
fitted pilot valves. If the piston of the servomotor is in the correct position, air can now operate
valve (6) which allows air to flow from the manifold to the pilot valves.
An air signal is also sent to the fuel pump cam servomotors to move the cams to the correct
position for an ahead start (not shown)
134
A start signal is sent to start control valve (4). This will open allowing air to operate the
automatic valve (5). The slow turn valve is also activated. If a slow turn is required a solenoid
valve (not shown) will prevent the air signal from operating the main automatic valve.
The automatic valve will open because air will have been vented from underneath the valve,
allowing air pressure from the air start bottles to overcome the spring pressure holding the
valve shut. Main Start Air will now flow through the non return valve to the air start manifold.
The starting control air will also act on pistons inside the pilot valves, pushing them down
against the start air cam profile. When each pilot valve is on the dwell of the cam, air from the
manifold can flow through valve 6, through the pilot valve and act on the operating piston of
the air start valve, mounted in the cylinder head, opening the valve and allowing air to flow into
the cylinder. This will happen as the main engine piston has just come over TDC, thus allowing
the compressed air to force the piston down, rotating the engine. Before the pilot valve rises up
the air start cam, shutting off the air to the air start valve operating piston, another main engine
piston will have come over TDC and its air start valve will have opened. When the engine
reaches firing speed, valves 2 and 4 are shut, the system vents , and fuel is put on the engine.
To reverse direction, fuel is shut off the engine. An air signal is sent to the astern control valve
(3) and to the start control valve (4).
The air signal from valve (3) will move the starting camshaft into the correct position, and the
pilot valves will be retimed for an astern start.
c.
Check the turning gear is out and the interlock switch (I) has vented.
Try starting in the opposite direction: There may be a dead spot due to a sticking pilot valve or
air start valve
Check the air bottle isolating valves are open.
Check the automatic valve (5) is in the automatic position.
Check the operation of the automatic valve by opening the manual vent
Check the air start signal is getting to the automatic valve (operation of valve 4)
Check operation of ahead or astern control valve (valve 2 or 3)
Check that ahead or astern air signal has moved the distributor cam into the correct position.
Check that the pilot air signal has operated valve 6
Check the manual valve which allows control air to push the pilot valves onto the distributor
cam is open.
135
a. Describe how the gas surfaces of a waste heat boiler/economiser is cleaned during
operation of the associated main engine. (5)
b. Explain the consequences of not maintaining the surfaces of a waste heat
boiler/economiser in a clean condition. (5)
c. Explain what action may be taken to enable a main engine to remain in operation
should an associated waste heat economiser suffer a tube failure necessitating it
having to be taken out of service. (6)
a.
The waste heat boiler/economiser is fitted with sootblowers. These use steam or
compressed air through a lance with nozzles to remove the soot from the heating surfaces.
The lance may be rotated through an arc using an electric motor so that a wide surface area
is covered. Several lances will be fitted depending on the size of the unit. They should be
operated in the correct sequence, starting with the lowest positioned sootblower.
Sootblowing should be done at or close to full load, so that the velocity of the exhaust gas
helps to carry the soot clear of the uptakes. The bridge should be informed before
sootblowing, so that the course of the vessel may be altered if necessary to prevent glowing
embers landing on the deck. Alternatively a sonic soot removal method can be used which
use compresssed air to generate a rapid series of sonic pressure waves, This method
prevents soot from building up in the first place. Also, unlike steam sootblowers, there is
no risk of tube erosion or corrosion .
b.
Soot accumulation will lead to a drop in the efficiency of the heat exchanger due to the
insulating effect.
Fires occur in waste heat boilers/economisers in the first instance, as a result of an
deposits of soot, if they ignite at all, will bum themselves out without causing any problems.
Large accumulations of soot if not removed can cause major uptake fires and burning out of the
heat exchanger. Even with small deposits of soot difficulties will arise if soot accumulation
becomes oily, either due to the carry over of unbumt fuel (poor injection) or to excessive use of
cylinder oil.
c.
Stop the engine.
Stop the economiser circulating pumps.
Isolate the economiser on the water side and drain the economiser. Leave drains and vents
open. Remove handhold doors on headers and remove safety valves.
Wash the economiser to remove any soot.

The engine can be restarted and run on low load. If the economiser can be bypassed using
dampers then this should be done. If not, the exhaust gas should be routed through the
economiser. Load can gradually be built up but a close eye kept on the economiser gas outlet
temperature, keeping it below 300° if possible. The auxiliary boiler will be fired to meet steam
demand. UMS will be suspended and the engine room manned 24 hours/day by conventional
watchkeeping.
136
With reference to cylinder liner calibration:

a. describe the procedure for calibrating a cylinder liner, stating the purpose of the
procedure; (1 0)
b. explain how the accuracy of the readings is ensured; (3)
c. state the types of liner damage.(3)
a ..
A cylinder liner is calibrated by measuring the
Positiqn of internal diameter using a micrometer gauge. It is
----· iop-ring ~t roe routinely carried out during a unit overhaul when the
running gear has been removed. So that the
measurements can be directly compared to previous
readings and a wear rate calculated, the position of
Gauging point
the measurements is standardised by using a gauging
templatQ bar
point template, which in practice is a piece of flat bar
hung over the side of the liner. The bar has holes
Gauging points drilled in it at the appropriate gauging points.
indicateit by
broken l'nes
The diameter is measured both in the fore and aft
and athwartships direction.

calculated in mm/1000 hrs. This wear rate will vary,
IDOO~ but approximate figures are about 0.05mm/J OOOhrs
for a two stroke crosshead engine, and about
0.0 ISm m for a four stroke trunk piston engine.
The maximum diameter can also be recorded. If this
is in excess of the manufacturers recommendations
then the piston rings will not seal effectively, leading
to blowby, even more wear, loss of power and
scavenge fires. Ovality can also be determined; this can be a problem on trunk piston engines,
in which the piston skirt transmits side thrust to the liner.
b.
To ensure accuracy of the readings the micrometer gauge used should have a valid calibration
certificate. The micrometer should be at the same temperature as the liner. The temperature of
the liner should be recorded to allow for any compensation to be made for expansion. As
mentioned above, a gauging point template must be employed to make sure the readings are
taken at the same place each time.
c.
Cloverleafing (acid attack)
Scuffing (adhesive wear, microseizure)
Abrasion
137
Describe, with the aid of sketches, the procedure for dismantling and inspection of the
bottom end bearing of a crosshead engine, stating the precautions taken during the
procedure. (16)
If not in lay up or refit, check with the bridge that there is sufficient time available to carry out
the overhaul, allowing for unforeseen delays.
Check that the engine is shut down and isolated before opening up crankcase for ventilation.
Start Air isolated, Lub Oil pumps shut down, turning gear engaged. This is to ensure safety of
personnel during the overhaul. A permit to work must be obtained for working in an enclosed
space as must a permit for working at a height, due to the danger of personnel falling into the
crankpit. Ensure that no one is working simultaneously on another part of the engine which
may be affected is the engine is turned.
Check that all lifting gear to be used is in good condition and within certification. This includes
all strops, shackles, chain blocks etc. This will minimise the risk of injury due to failure.
Check that the hydraulic jacks, hoses and pump are in good condition and free from leaks. This
will prevent delays when slackening off the bottom end bolts. Also check that all special tools
to be used are available and in good condition.
Check that all personnel involved in the overhaul are familiar with their role and
responsibilities during the overhaul, to ensure that the work proceeds smoothly with the
minimum of delays.
Check that the spare bearing is in good condition should the bearing need replacing.
Before commencing the work, turn the engine through at least one revolution recording the
ammeter reading. Before dismantling take the bearing clearance. This is so that comparisons
can be made after the overhaul.
b.

lower bearing half.
• Remove locking plates and slacken bearing stud nuts
using hydraulic jacks
• Using chain blocks lower the bearing cover, taking care
not to damage the threads o[lhe studs or the crankpin
journal.
138
• Fit four guide shoe retammg blocks in to the crosshead
guides. This will prevent the crosshead and con rod from
moving down the engine when it is turned.
• Wrap a strop around the bottom of the con rod and attach to a
chain block mounted on the side of the engine
• The crankshaft can be turned to bottom dead centre and the

top half of the bearing examined I removed.
Examine the bearing and housing. Look for scoring, pitting wiping on the bearing surface, and
fretting on the back of the shell or in the housing. Ensure the overlay on the bearing surface is
still in good condition.
With reference to exhaust valves:

a. Explain, with the aid of a sketch, how a hydraulically operated exhaust valve
operates. (8)
b. Explain the effect of EACH of the following on the operation of the engine:
(i) tappet clearance too small; ( 4)
(ii) tappet clearance too large. (4)
Note: this question is similar to December 2009 Q3 See page 44 for answer
139
With reference to starting air compressors:

a. State the reason for multistaging; (4)
b. Explain why compressor lubricating oil consumption should be carefully monitored;
(4)
c. describe, with the aid of a sketch, a relief valve fitted to the water side of an air
compressor; (6)
d. explain the term bump clearance and its purpose.
a.
To reach high pressures (as used for
engine starting), at the required delivery
b
rate, if a singe stage compressor was used,
it would have to be very large with a small
Isothermal PV C = bump clearance and consequently would
require a powerful motor to drive it. A
further complication would be, that as air
is compressed it increases in temperature
(polytropic compression). The
temperatures reached compressing the air
in a single stage would vaporise the oil
film, leading to excessive wear and the
possibility of a compressor explosion. In
reality single stage compressors are used
for low pressure (7bar) applications.
By compressing the air in stages, the
physical size of the compressor is reduced,
V allowing a smaller motor to drive it. The
air can also be cooled between stages,
again reducing the power requirement of the motor (see diagram), aiding moisture and oil
removal, and reducing the temperature of the air in the final stage.
b.
If the oil used to lubricate the cylinder liners in a compressor is excessive, then the oil will be
carried over with the air.
Oil carry over in compressors is undesirable. lt causes fouling of the compressor valves
interfering with flow and leading to sticking/leaking valves. lt also fouls inter and aftercoolers,
reducing heat transfer, and in the case of intercoolers, reducing the efficiency of the compressor
and leading to high second stage temperatures. Oil carried over tends to oxidise due to the high
temperatures and presence of oxygen. Oxidised oil is acidic and will cause corrosion in the air
receiver and pipelines unless removed. Oil in air start systems is highly dangerous as it an help
propagate an air start explosion. Oil in control air systems will cause blockages and sticking.
Comp c.
• ng The water jacket will be fitted with either a bursting disc or a relief
valve of the type shown in the diagram. A simple spring loaded
valve, its purpose is to prevent overpressure of the cooler's cast
iron shell casing in the event of a air cooler tube failure or cracked
~ cylinder liner pressurising the water side .
._., d.
Bump clearance is the distance between the top of the piston and
the cylinder head. The purpose is to prevent contact between the
piston and head especially when the compressor is running
unloaded.
140
a. Explain what is meant by supercharging. (2)
b. Explain the differences between the two basic types ofturbocharging. (6)
c. Explain, with the aid of a sketch the operation of sequential turbocharging. (8)
a.
Supercharging is the process by which air at above atmospheric pressure is supplied to the
engine cylinders to increase the density and thus the mass of air, so that a greater mass of fuel
can be burnt to increase the power output of the engine. The air can be supplied by mechanical
means driven from the engine such as rootes blowers, or by utilising the energy in the exhaust
gas to drive a radial compressor. This latter method is known as Turbocharging and is used on
all modem marine diesel engines.
b.
tH~~ PULSE CONSTANT PRESSURE

The pulse system utilises the kinetic energy and heat energy in the exhaust gas when the
exhaust valve opens to drive the turbocharger. The exhaust system is "tuned"; the pipes are of
small diameter, bends smoothly radiused to maintain exhaust gas pressure and to avoid energy
loss within the system. The exhaust valve may be timed to open slightly earlier to increase the
energy in the exhaust gas pulse. To prevent exhaust gas pulses interfering with each other,
groups of two or three cylinders are connected separately to sections of the turbocharger
nozzles. More than one turbocharger may be fitted: for instance a 12 cylinder engine may have
cylinders 1-6 supplying one turbocharger, the nozzle inlets arranged in groups of three
cylinders, while cylinders 7-12 supply a second turbocharger with a similar arrangement.
The pulse system is very responsive to engine load changes.
In the constant pressure system the exhaust gas from all the cylinders is discharged into a
common manifold of large diameter and volume; a simpler arrangement than the pulse system.
The pressure in the exhaust manifold is reduced below that of the scavenge pressure and is
maintained at a steady pressure for any given engine load; this leads to greater efficiency at
higher loads. Because there is no need to supply a pulse of exhaust gas to the turbocharger, the
exhaust valve can be timed to open later in the engine cycle, resulting in a longer power stroke.
Constant pressure systems do not react as quickly to load changes and are inefficient at low
loads. Because of this, an auxiliary electrically driven blower is used in 2 stroke engines to
supply the air for low load conditions, whilst 4 stroke engines may boost the air supply during
starting and change in load using compressed air from the air start system via a reducing valve.
On large engines two, three or even four turbochargers may be connected to the constant
pressure manifold to supply sufficient air to the engine. These may be arranged to operate
sequentially at low load conditions to improve overall efficiency.
c.
Sequential turbocharging uses dampers
to control the number of turbochargers
supplying air to the engine. This means
that at low loads the operating
turbocharger is at or close to maximum
efficiency before the next turbocharger
is bought into operation by opening a
damper allowing the exhaust gas from
the constant pressure manifold to the
turbine. Air from each turbocharger is
supplied via an air cooler/water
separator to the in let or scavenge
manifold via non return flap valves.
a. State the advantages of using a common rail fuel injection system. (6)
b. Describe, with the aid of a sketch, the operation of a common rail fuel injection
system. (10)
a.
Infinite control over start and end of injection.
More efficient combustion as atomisation at high pressure allows intimate mixing of air and
fuel
Smokeless running at low loads due to being able to cut out injectors
Efficiency increase as no need for cam driven jerk pumps timed to engine absorbing engine
power
Governor incorporated into electronic control system: no need for separate actuator.
Greater fuel economy.
b.
Fuel Quality - - - - ..... "LECTRONI" To Volumetric

VIT - - - ~• "" Control Unit
A I IS ed ENGINE - - - - - - - - - - -1
c ua pe - - - CONTROL
Ooslrod Speod - - - SYSTEM I
--+ I
I I
UL:~
~ O ueiRail
0 000 Bar
Control Oil Pumps

and Control Oil Rail
200 Bar ......
......
0
~
From
From Crankshaft
Crankshaft Driven Fuel
Position Pumps
Sensors
Fuel is pressurised to 800 • 1000 bar by engine driven fuel pumps

These sensors are accurate to 0.1 °.
and a Valve Driver Module. Each Cylinder Control Module calculates the correct injection start
angle, taking into account dead time, VJT, and Fuel Quality Setting. It also controls the quantity
of fuel injected and the sequence of injection (ie for low load running).
When the Rail Valves are energized for injection by the Valve Driver Module, oil from the
Control Oil Rail opens the Injection Control Valves. The fuel injectors are pressurized and fuel
oil pressure behind a Fuel Quantity Piston in the Volumetric Control Unit maintains this
pressure at the injectors until the the valve driver module closes the rail valves, which ends
injection.
142
With reference to indicator diagrams:
a. sketch the standard power card for two stroke crosshead engine and indicator cards
showing the following faults: (8)
(i) early ignition;
(ii) late ignition;
(iii) afterburning.
b. sketch an out of phase card and describe the salient points of the diagram; (5)
c. list other information that is used to assess engine performance. (3)
Max. Cyt.
Pr~ .
Comp.
Pre.s.
TDC
l
I
E•h.aust
&lowdown
Atmoophertc une- " - - - - - - - - = BDC
Swept- Vo:;lu
:::-= - - - - -
Power Card
C 2011RARTmarinediesels al uk
--- NORMAL
--- EARLY IGNITION
--- LATE IGNITION
- - -- AFTERBURMNG
Draw Card
b.
If the drive to the indicator drum is moved
90° out of phase with the piston position,
/' \
then the drum will be moving at its fastest
TDC
as the piston comes over TDC and BDC. \
This means that the pressure rise in the C2008RARTmannedtesels eo uk \
cylinder about TDC is shown over a wider
horizontal axis and because of this, faults
with timing and injection can be X Cylindet-.
/ ~x C omp. ~ala~
identified. P'""ot T 12• .t.TDC
c.
Engine Load Indicator.
Fuel rack settings.
Exhaust Temperatures.
Turbocharger RPM. BDC
Scavenge pressure and Temperature. Out of Phase Card
Cylinder CW outlet Temperature
143
a. Describe, with the aid of a sketch, a crankcase explosion relief valve: (6)
b. Describe the procedure to be followed after the activation of the crankcase oil mist
alarm. (10)
a.
The spring loaded valve is of aluminium alloy for low inertia. A non stick heat resisting rubber
0 ring ensures positive sealing.
A dome shaped flame trap of oil soaked
wire gauze inside the crankcase with a free
Spring
area equal or above that of the valve
opening area is designed to dissipate the
Oil Wetted heat from the explosion.
Gauze A deflector shield secures the valve spring
!Flame Trap' and directs any gas emitted in a downward
arc of 120° where the damage caused will
CRANKCASE I ENGINE
AOOII
li be minimal.
~ Fitted to engines with bore of between
' \
\
Spring
i
0
200mm and above. Engines with a bore
between 200mm and 250mm with a
crankcase volume of 0.6m 3 and above
have one door at either end of crankcase.
Engines with a bore of between 250mm
Deflector Shield
and 300 mm must have a door fitted to
each alternate crankthrow compartment.
Crankc..e Door Engines with bore of 300mm and above
must have a door fitted to each crankthrow
Ellplosion Relief Door
compartment.
2 2 3
Free area of valve a m in of 45cm and 115cm per m of crankcase volume.
b.
down. However this is not an option on a ship powered by a single main engine because the
In the event of high bearing temperature or oil mist alarm the general rules are:
• Reduce engine power immediately to 50% load.
• Transfer electrical power to auxiliary alternators (if running shaft alternator).
• inform bridge and stop engine as soon as it is safe to do so.
• Keep clear of explosion doors.
• Engage turning gear if safe to do so.
• Evacuate Engine Room.
• Wait at least 30 minutes before opening up crankcase to investigate.
to override the automatic slow down procedure during which transfer of electrical load if using
a shaft alternator will take place, followed by immediate slow down by passing any load
144
engine room. At least 30 minutes must be allowed for the engine to cool before opening
carried out on the unit which had alarmed, and adjacent units (it is not unknown for the wrong
unit to go into alarm due to the circulation of the oil mist within the crankcase.) The cause of
the alarm must be investigated. It could be a wiped bearing, which may have scored the
145
a. Write a procedure for dismantling and preparation for inspection of a crosshead
engine bottom end bearing. (10)
b. Describe THREE defects which could be detected during inspection of a bottom end
bearing and crankpin, in EACH case stating a possible cause of the defect
described. (6)
a.
I. Check that the engine is shut down and isolated before opening up crankcase for
ventilation. Start Air isolated, Lub Oil pumps shut down, turning gear engaged. This is to
ensure safety of personnel during the overhaul. A permit to work must be obtained for
working in an enclosed space as must a permit for working at a height, due to the danger
of personnel falling into the crankpit. Ensure that no one is working simultaneously on
another part of the engine which may be affected is the engine is turned.
2. Before commencing the work, turn the engine through at least one revolution recording
the ammeter reading. Before dismantling take the bearing clearance by turning the unit to
TDC and measuring the clearance using feelers at the bottom of the bearing. This is so
that comparisons can be made after the overhaul.
3. With the unit on TDC mount a chain block either side of the crankcase, screw eye bolts
into threaded holes on either side of lower bearing half. Attach chain blocks, wire strops,
and take up slack.
4. Remove locking plates and slacken bearing stud nuts using hydraulic jacks, remove jacks
and nuts.
5. Using chain blocks lower the bottom half bearing and bearing cover, taking care not to
damage the threads o[the studs or the crankpin ;ourna/.
6. Remove the bottom half bearing cover and bearing from from the crankcase. Remove the
bearing shell from the bottom half cover if applicable.
7. Fit four guide shoe retaining blocks in to the crosshead guides. This will prevent the
crosshead and con rod from moving down the engine when it is turned. Wrap a strop
around the bottom of the con rod and attach to a chain block mounted on the side of the
engine.
8. Turn the engine while pulling the the lower part of the con rod with the lifting tackle so
that the crankpin turns out of the top half of the bearing. Take care that the crankpin does
not foul on the top edge of the bearing.
9. The crankshaft can be turned to bottom dead centre and the top half of the bearing
examined I removed.
b.
Wiping: This can be partial wiping (smearing) or total wiping where the bearing material has
melted, due to overheating usually due to breakdown of hydrodynamic film. Can be caused by
overloading.
Pitting corrosion of bearing: Caused by acidic (oxidised) oil or by sea water contamination of
oil.
Scoring of bearing/crankpin: Caused by hard particles in the oil. Can be due to sea water
corrosion causing hard stannic oxide scabs in the bearing
146
With reference to diesel engine cylinder lubrication:

a. state, with reasons, FOUR desirable properties of the lubricating oil; (4)
b. explain why the timing of lubricant injection is important; (4)
c. describe, with the aid of a sketch, an electronically controlled cylinder lubrication
system explaining how the quantity and timing of cylinder oil injection are
regulated. (8)
a.
I. Alkalinity reserve: The oil has a high TBN of 70 to neutralise the acids formed by the
combustion of the sulphur in the fuel which may then deposit on the liner surface .. These
alkaline additives make up about 30% of the oil.
2. Correct viscosity: The viscosity of the oil is relatively high (21 eSt at I 00°C) This is so
that it can lubricate effectively at the higher liner temperatures (I 90°C} The downside is
that it is more difficult to spread the oil over the liner surface at the lower temperatures. A
high viscosity index of I 00 helps the oil to maintain its viscosity as its temperature
increases.
3. Detergency: Deposits in the ring grooves may cause the piston rings to jam in the grooves
and possibly break. Detergents are added to ensure minimum deposits on the piston and in
the ring grooves.
4. Thermal Stability: Cylinder oil must be thermally stable. lt must be able to retain an oil
film at the high surface temperatures found in the cylinder without oxidising.
b.
To lubricate the liner of a 2 stroke crosshead engine a metered quantity of oil is pumped
through lubricator quills to the surface of the liner where the piston rings distribute it over the
longitudinal running surface. To help spread the oil circumferentially, grooves are cut from
each lubrication point, sloping downwards and meeting midway between the lubrication
points. The ideal time to inject the oil is between the ring pack as it passes the injection points
on the upward stroke of the piston.
Generally, injecting the oil when the piston is either above or below the injection points will
result in the oil being scraped by the rings downwards into the scavenge space, or upwards
where it will be burnt by the hot gases of combustion. In either case lack of lubrication
between rings and liner will probably result leading to microseizure and increased wear.
4il 2005RARTmarinedlesels.co.uk
10f'JtOM OfHDt
L_~~------4-----------------~~---- C~M
ALPHA CYLINDER LUBRICATION PRINCIPLE
Oil from the cylinder oil tank pressurises a common rail system to 45 bar. Each lubricator is
supplied with oil via an accumulator. The lubricator itself has a small piston for each lubricator
quill in the cylinder liner, thus supplying equal amounts to each quill . The pressurised oil also
drives the pump pistons using a servo piston. A solenoid valve actuated by a signal from the
Central Processing Unit unit opens at the correct moment allowing oil at 45 bar from the
147
common rail to drive the servo piston forward , the piston movement being fed back to the CPU.
The quantity of oil injected is directly related to the distance moved by the servo piston which
is controlled by the solenoid valve. The oil is accurately timed over the speed range of the
engine because a signal for crankshaft position and thus piston position is fed to the CPU from
the pickups mounted at either end of the crankshaft.
Oil quantity is varied depending on engine speed and load. The system does not inject oil every
revolution, but because of the accuracy of injection only needs to inject oil once every 3,4 or
more revolutions. The quantity of oil delivered is calculated using an algorithm devised by the
manufacturers, based on the sulphur content of the fuel , thus, so the manufacturers claim,
reducing consumption by 50%. The quantity is set from the cylinder lubrication system
software but cannot be set below a certain limit (0.6glkWh).
148
a. Sketch a main engine fuel injector, labelling the main parts and indicating how it
operates. (8)
b. Explain why it is necessary to cool main engine fuel injectors. ( 4)
c. Describe how the fuel injector sketched in Q3(a) is cooled. (4)
a.
Precise and rapid injection is achieved by making
use of a spring loaded needle valve. The fuel under
pressure from the fuel pump is fed down the
injector body to a chamber in the nozzle just above
where the needle valve is held hard against its seat
by a strong spring. As the fuel pump plunger rises
in the barrel, pressure builds up in the chamber,
.¥
:I acting on the underside of the needle. When this
01.) force overcomes the downward force exerted by
.!! the spring, the needle valve starts to open. The fuel
:
'6
now acts on the seating area of the valve, and
increases the lift.
Intermediate :!! As this happens fuel flows into the space under the
Spindle ~
needle and is forced through the small holes in the
....a::E nozzle where it emerges as an "atomised spray" .
At the end of delivery, the pressure drops sharply
~
Ull and the spring closes the needle valve smartly.
I b.
Injector nozzles are subject to the hot combustion
gases within the combustion space. If not
~isation
~ ~::;:
effectively cooled, the material would overheat and
be eroded or burnt away. Fuel in the nozzle would
become overheated and carbon trumpets would
form on the nozzles interfering with the injection
pattern, leading to poor combustion.
c.
The sketch show detail of nozzle cooling . Water is
circulated from a tank, via pump and cooler, through a
"'0::1 cooling space in the nozzle tips before being returned to the
~
•
Ci
tank via individual return pipes. The tank is equipped with a
heating coil to maintain the water temperature at 70°C
: when the engine is stopped. The tank is fitted with a filling
1
i
valve, drain valve and a scum valve to remove any oil
which may contaminate the system. An observation
E
....
a::
window is provided as a means of checking that the tank is
clear of fuel oil contamination. Should this occur, the faulty
i injector can be identified by taking samples from the

individual returns.
FUEL NOZZLE
149
With reference to main engine Piston rings

a. State what clearances are required (6)
b. Describe how the clearances stated in Q4(a) are measured. (5)
c. Explain why the values of piston ring clearances are limited. (5)
Note: This question is similar to March 2011 Q6 See Page Ill for Answer
a. Sketch a generator engine fuel system, showing the main valves and components. (6)
b. For the system sketched in Q4(a), explain the procedure for changing a single
generator engine from heavy fuel oil operation to diesel oil operation, whilst other
engines remain operating on HFO, stating the precautions which must be observed.
(6)
c. Explain the purpose of a blackout pump, stating how it operates. (4)
a.
Retun• LIJM
Nonn•lly
c
••••nt
colunut
HO
SEIItVICE
TANK
Steam
dreln
b.
With reference to the drawing in (a)

To change a single generator engine from heavy to diesel fuel, first desludge the diesel oil tank
to ensure that it is free from water. Open the quick closing valve on the tank and valves in the
system and start the supply pump. A pressure control valve on the pump (not shown) recircs
150
the fuel back to the suction. Change the valves over on the suction to the engine driiven booster
pump and on the return line. (these valves are linked so that fuel will now recirc back to the
individual generator engine's mixing/buffer tank). The fuel from the diesel tank wiil now mix in
with the heavy oil on that generators fuel circuit until pure diesel is now circulating. lt should
be noted that other generators should be running and sharing the load in case a fault develops
during the change over procedure.
This system allows a generator to be run on diesel whilst the other machines remain running on
heavy oil. The system also allows start up from a cold ship, say after a refit, with only power to
the emergency switchboard. Instead of a supply pump, some systems have the diesel tank above
the generators so that the engine driven booster pump is supplied by a positive suction head.
c.
A blackout pump is a pump either supplied from the emergency switchboard or powered by a
pneumatic motor which supplies fuel from the Diesel Oil service tank to one or more generator
engines, so that in the event of a blackout a main generator can be started and connected to the
main switchboard.
With reference to the drawing in (a): In the case of a blackout the change over valves for
running the engine on diesel are operated and valves on the system lined up. The supply pump
is started. lf there is enough air in the system, the engine can now be started. If not then the
emergency air compressor wi 11 have to be started. If there is cold heavy fuel in the system, by
manual operation of the change over valve on the return line, the cold fuel can be recirculated
back to the heavy oil service tank until the system is full of diesel.
151
a. Explain, with the aid of sketches, how the use of multiple air inlet and exhaust valves
improve efficiency and performance of a diesel engine. (6)
b. Explain why valve rotation is sometimes used for exhaust valves. (5)
c. Describe how the frictional connection between the valve and the cylinder head is
removed in order to allow for valve rotation by the use of a spinner.
Single valve 100mm dia Two Vafvn uch 70.7mm dia

2
1 Opening area 7852mm
Oponing area 7854mm
0 /4 Opening dlalance
0 /4 Opening diolance
c 18mm (full y open in less time)
Cooling of Valves
more effective duo
to smaller 5lze
otl'set Injector Control injector

gives mora efficient
apn~y penem with better
Inlet mixing of air/fuel
lnl.t Exhaust
Smaller valves means
operating g.ar of more
modest proportions
Less power needed
to operate
GJ
Moro offlclont gas exchange
procU$ during valve overlap
More exhaust gas ~~eavengod
from cylinder
\lolumotricefficioncy
Improved during inlet
0
stroke uless re..istance
to air ill it nowsJnto cylln 0
b.
Rotating an exhaust valve has two advantages. It helps remove any deposits on the seating faces
distortion and thermal stressing. Deposits and distortion will lead to the valve blowing by,
leading to localised overheating, weakening of the material, and eventual bum out, whilst
thermal stressing will lead to cracking and possible breaking of the valve.
c.
The valve spinner fitted on the stem causes the valve to rotate as the exhaust valve passes
across the vanes; i.e. a change in direction of the gas causes a force to be imparted on the vanes
in a similar way to gas acting on the turbine blades in a turbocharger. To overcome friction
between valve and the springs and allow this rotation to take place, a bearing is fitted between
the spring carrier and the valve cover, which allows the valve to float on the bearing whilst it is
open.
152
a. Write a procedure for replacing turbocharger bearings. (8)
b. Describe with the aid of a sketch, a labyrinth seal system fitted to a turbocharger. (8)
a.
The general procedure for removing the bearing on a VTR 354 is as follows:
3. Using a dial indicator, clock the run out of the ~ 2008 RART morinodiHeh.co.u•
r-----.......
~:~t~~c:!;t~:a~:~:sa~h~:~ ps~~~~~m~:~~~ c~~~R
more than 0.06mm.
4. Remove the oil feed stub pipe and bolt on the
holding tool in its place which locks the rotor
so that the nut can be removed.
6. Measure the distance from the end of shaft to
the end of casing (distance 'K'). Record this
reading.
7. Screw the extractor tool supplied into the
holding tool and remove the oil pump impeller
wheel.
BEARING
8. Remove the socket screws holding the bearing
in place.
9. Screw the extractor tool into the bearing and COMPRES!ER END IIEARING ASSEMBLY
jack the bearing out of the housing.
Reassembly is in the reverse order; and in addition, the axial clearances checked and recorded,
and the shaft is clocked to ensure it is running true once the bearing has been fitted.
The labyrinth system for a turbocharger with internal

journal bearings is shown. The labyrinth on the back of
the compressor impeller restricts leakage of air down
the back of the impeller, thus improving efficiency and
restricting end thrust. The air that leaks past then enters
the labyrinth between the compressor wheel and the
compressor end bearing, the purpose of which is to
prevent oil leaking to the compressor discharge.
On the turbine end, the labyrinth at the back of the
turbine wheel prevents excess exhaust gas leaking to
the bearing and the labyrinth adjacent to the turbine end
bearing prevents oil leaking from the bearing to the
turbine. These two labyrinths are supplied with sealing
air from the volute casing.
153
a. Sketch a compressed air system for main and service air incorporating two main air
compressors and two starting air receivers, indicating the services supplied and the
normal working pressures for these systems. (8)
b. Explain why control air systems require an air dryer. (2)
c. Describe a control air dryer, explaining how it operates. (6)
a.
To Ma•n Eng•ne
Start
30 ar
2 Stage Start A•r

Compressors
with lntercoolers
To Aux Eng•ne
Start
30 Bar © 2005 RART marinediesels.co.uk
b.
Air for control systems needs to be clean and dry. If not then corrosion and blockage can occur
esp. in cases of nozzle and flapper arrangements. Water in the system can freeze when there is a
drop in the air pressure across an orifice, thus causing a blockage.
c.
Control air dryers usually take the form of a refrigeration system to drop the temperature of the
air below its dew point. The water droplets will collect on the surfaces of the fridge evaporator
where they are led to an automatic drain . Further removal of the water from the chilled air is
effected by making the air swirl through a separating chamber where the water droplets collect
on the outer surfaces.
In some cases finally the air can be led through dryers containing a silica gel or activated
alumina which will remove any remaining moisture from the air. This form of dryer must be
fitted with means of regeneration .
154
With reference to cylinder liners
a. sketch the typical wear pattern of a cylinder liner; (2)
b. describe, with the aid of a sketch, EACH of the following:
(i) scuffing; (3)
(ii) cloverleafing; (3)
c. list the consequences of under lubricating and over lubricating; (4)
d. state how cylinder liner wear can have an effect on the compliance of international
legislation (2)
HIGH W£AR RATE

AT TOP OF UNER BECAUSE
1. HIGH ICIIPERATURE
Z. PISTON MOVING SI. OWlY
3. HIGH GAS PRESSURE
UNER WEAR DECREASES AS

PISTON PICKS UP SPEED
(FLUID FILII LUBRICATION}
!CliP AND GAS PRESSURE
REDUCES
Oll.tllll BLOWN OFF TWIS

AltEA WHEN NO 1 RING
} PASSES SCAVI!NGe POIITS
b.
i. Scuffing is also known as microseizure or adhesive wear. Caused by

lack of lubrication, it can lead to wear rates in cylinder liners in excess of
lmm/IOOOhours (10 -20 times the normal rate). Localised overheating
and welding of microscopic particles takes place which subsequently
tear apart, roughening the surfaces and accelerating the process. When
inspecting liner and piston, it is important to look for evidence of
microseizure. It manifests itself as vertical scoring on the rubbing
surfaces.
155
ii. Cloverleafing: Caused by acid attack usually
because of low liner temperatures. Identified by
the excessive wear between the cylinder oil
InJection points up the length of the liner.
Sulphuric acid, formed by the products of
combustion due to the sulphur in the fuel ,
deposits on the liner surfaces when its
Hor1r01'11el S«liDf'l or Ctl· l1,....r
temperature falls below the dewpoint. The
cylinder oil gets less neutralising the further
away it gets from the injection points as its
alkalinity reserve is used up. The acid deposits
cause cold corrosion and destroys the LO film, until eventually the rings will not seal. This
leads to blowby, causing overheating and distortion of rings, and burning of the LO film
resulting in more blowby and wear.
c.
Under lubrication leads to:
microseizure
excessive liner and ring wear
acid attack of liner
possible seizure
Over lubrication leads to:

gumming up of piston ring grooves and jammed rings leading to blowby
fouling of scavenge space
excessive ash deposits leading to excessive wear rates
carry over of oil to exhaust manifold: possible fire in manifold
blue smoke
d.
Increased air pollution due to poor combustion in contravention of ISM code.
156
a. Describe the procedure to take crankcase deflections. (I 0)
b. List the occasions when they should be taken. (2)
c. List the occasions with reasons when they should not be taken. (4)
a.
Obtain permit to work after isolating engine starting air, shutting down LO and ventilating
crankcase.
The indicator cocks must be open on the cylinders, as a build up of air pressure on top of the
pistons will cause the crankwebs to open and close, increasing the deflection readings.
The crankshaft main journals must be resting on the lower half of the main bearings, this can be
ascertained by the use of feeler gauges. If the crankshaft is bridging a main bearing, the
deflections will be less than they should be.
Ensure that the gauge is free to move, does not stick and has a calibration certificate.

between the two crankwebs of a crankshaft throw. When
the crankthrow is at Bottom Dead Centre the connecting
rod will be in the way of where the dial indicator should
fit. For this reason a deflection cannot be taken at BDC.
Instead the crankshaft is turned until it is just past BDC
and the dial indicator fitted. The pointer is adjusted to
read zero.
c
The engine is then turned, and the gauge reading taken
when the engine is 90° before TDC, TDC, 90° after TDC
and then lastly just before BDC. (Note: on some engines,
the manufacturer may recommend turning the engine
o astern to take the readings). It is normal practice to turn
the engine to just after the gauge position and then
reverse the turning gear to negate the lifting effect of the
turning gear. It is important that the crankshaft journals
are sitting on the bottom bearing shells when taking the
readings. This can be checked using feeler gauges.
CRANK POSITION
157
The readings are recorded on a chart as shown.
Unit No I 2 3 4 j
(A) BDC (1) 1 j
(B) Port r T
I
J
(C) TDC r II I j
(D) Stbd r r r j
(E)
,...... BDC (2) r r r J
(F) A/2 + E/2 ~--, I
C-F r- I -1
B-D I r T
The vertical deflection is the reading at TDC minus the average of the two BDC readings.
The horizontal deflection is the Port reading minus the Starboard reading.
b.
Planned maintenance: every 3000 hours.
Before and after any work on main bearings or intermediate shaft bearings
Before and after drydocking
After grounding or collision
On finding loose holding down bolts
On finding Crack in Transverse girder
c.
When loading or discharging cargo: The hull shape will be hogging or sagging and the engine
will flex with the hull.
When sitting on the blocks in drydock: The hull will not be the same shape as when supported
in the water and the engine and shaft will be out of alignment.
158
a. Describe the lubricating oil flow within a two stroke engine. (8)
b. Describe the difference in properties between the lubricating oils used in crosshead
and trunk type engines. (8)
1
,-~
1 vent
I
I
I
1
Cyl Lubricators
From
XStorage
Tank
Cyl 0.1
Tank
Suction Filte
trl<ling
I ToPumter
I
I
From Purifier
DRAINTANK
D Strainer
() 2008 RART marinedlesels.c:o .uk
The sketch illustrates the flow of lubricating oil and cylinder oil through a crosshead two stroke
engine.
Oil is drawn from the drain tank through a strainer and suction filters by the pumps which
discharge at about 4 bar. It passes through a backflushing filter (50 microns) before being
cooled to 45°C It is supplied to the main inlet rail where it passes to the main bearings, thrust
bearing and camshaft and the timing gear sprayers. It may also supply the turbocharger. Some
of the oil also passes through an articulated arm to the piston rod where it passes to the piston
cooling space. Booster pumps boost the pressure of oil to about 12 bar and pass it to the
crosshead bearing again via the articulated arm. It is passed through passages to the crosshead
slippers and down the connecting rod to the bottom end bearings.
The cylinder oil is drawn from the cylinder oil tank by the cylinder oil pumps. It is then
pumped to the cylinder lubricating quills and timed to lubricate the ring pack as it passes the
lubrication points.
159
b.
The oil used in the crankcase of a two stroke engine is to lubricate and cool the bearings,
camshaft and chaindrive/timing gears, and may be used to cool the pistons. It does not come
into contact with the products of combustion unless there is contamination of the crankcase due
to a faulty stuffing box.
In a trunk piston engine, the crankcase oil is also used to lubricate the liner and combat the
acids formed caused mainly by the sulphur in the fuel. The oil must be able to lubricate
effectively at the high liner temperatures (up to 190°C) and also be able to prevent a build up of
deposits in the ring grooves causing the rings to jam. The viscosity will be higher than for a two
stroke crosshead engine (up to 145cSt at 40° compared to 110) as will the viscosity index.
Although both oils contain detergent additives, the level will be higher for a high duty 4 stroke
engine crankcase oil. which are alkaline in nature. Detergent additives are alkaline in nature and
interact with varnish and sludge, neutralising them and keeping the particles suspended.
Dispersants must be able to keep any products of combustion in suspension in the oil and
prevent deposition as sludge or lacquer, and anti oxidants are present to prevent oxidisation of
the oil (caused by high temperature). The Oil must have sufficient alkalinity reserve (indicated
by the Base Number or BN) to combat the acids formed mainly by combustion of the sulphur in
the fuel. The BN number of a crosshead engine is generally around 6 - 8, but for a trunk piston
engine it can be as high as 50 for an engine burning residual fuels with a high sulphur content.
The sulphated ash content which is an indicator of the additives present (dispersants and
detergents) will also be higher (5.3 compared to 0.75).
160
a. Describe THREE methods of positioning the camshaft to allow a main engine to run
in the reverse direction (6)
b. Describe with the aid of a block diagram, the operation of the air starting system of a
two stroke crosshead engine, explaining how reversing is achieved. (10)
a.
I. Moving the camshaft axially. There are two cam profiles for each valve/fuelpump often
linked by a ramp. When the engine is required to change direction, a servo motor moves the
whole camshaft axially so that the second set of cams line up with the followers.
2. Turning the fuel cams through the lost motion angle. The cams are mounted on servo
motors on the camshaft. When the engine is required to run in the opposite direction, the
servomotors turn the cams so they are in the correct position for fuel injection.
3. Moving the fuel pump cam follower. The cam follower is moved across relative to the fuel
cam using an air servomotor. It has the same effect as turning the cam through the lost motion
angle.
b.
Air Start
Valve
1 per Cyl.
,--
servomotor
I
I
I
I
I
I Start
I Signal
Astern Ahead
Signal Signal
© 2011 RART marinedlesels.co.uk
161
162
With reference to turbocharging
a. explain the term surging; (2)
b. state the causes of surging; (6)
c. describe the methods of cleaning a turbocharger; (7)
d. state the danger associated with leaving a long period of time between cleanings.
(I)
a.
Surging occurs when the air pressure being generated in the compressor diffuser falls below the
delivery air pressure. this can be caused by too low an air mass flow or too high a pressure
differential between inlet and delivery.
When operating correctly, the resultant velocity of the air leaving the compressor wheel
matches the diffuser vanes, allowing the kinetic energy in the air to be converted into pressure
energy.
If there is now a restriction in the air flow in the system, the direction of the resultant velocity
of the air leaving the compressor wheel no longer matches the diffuser, and the resulting
turbulence in the diffuser caused by this means that the aforementioned energy conversion does
not take place i.e. no conversion of kinetic into pressure energy.
compressor, causing the surge in turbo charger revolutions, the noise and vibration.
b.
I. Sudden reduction in engine load: The Jag on the turbocharger system means there is a
delay in turbocharger revolutions matching the engine load. Air is produced at a faster
rate than it can be used leading to a build up of pressure in the diffuser.
2. Dirty turbocharger nozzle ring and blading, wrongly timed exhaust valve, hocked exhaust
grids, fouled economiser. This causes a back pressure in the exhaust not allowing the flow
of scavenging air into the engine. This leads to a build up of pressure.
3. High scavenge air temperature caused by dirty air cooler, fouled water side or cooling
water control valve not working: the air is not sufficiently reduced in volume after the air
cooler leading to a reduction in mass flow rate and build up of pressure in the diffuser.
c.
The compressor wheel of the turbocharger is cleaned during operation by spraying fresh water
into the air inlet casing. The dirt layer formed from air borne oily dust particles to small to be
removed by the filters is removed by the impact of water injected from a vessel that holds the
required quantity of water. Pressurised air from the turbocharger compressor outlet casing is
used to inject the water. Since the liquid does not act as a solvent there is no need to add
chemicals. Since the dirt layer is removed by the kinetic energy of the water droplets, the best
results are obtained by injecting water during full-load operation of the engine, i.e. when the
turbocharger is running at full speed. The complete contents of the water vessel should be
injected within 4 to I 0 seconds.
The nozzle ring and turbine can be cleaned in service by dry cleaning using crushed shells or
carbon granules blown in to the turbocharger using compressed air. The dry cleaning is carried
out at full speed, the impact of the particles removing the build up of deposits which are
usually ash from the cylinder oil and cabonaceous deposits from the fuel
are closed.
d.
ashes and carbonaceous products of combustion become more difficult to remove, leading to
incomplete removal which results in severe vibration.
163
With reference to fuel oil in machinery space:

a. state the precautions which must be incorporated in high pressure fuel pipes; (6)
b. define the following terms and how they affect the storage of fuel:
(i) viscosity; (2)
(ii) flash point; (2)
(iii) pour point; (2)
(iv) specific gravity; (2)
(v) compatibility; (2)
a.
The High pressure pipes must be double skinned in case of failure of the inner pipe which could
result in fire . Any fuel passing into the space between the two pipes must be led to the fuel oil
drain tank via an alarm pot to give an indication of the failure.
b.
(i) Viscosity: Usually quoted in centistokes at a reference temperature of 50 or I00°C. A guide

to the resistance to flow of the fuel. Fuel specifications are based on the viscosity at 50°C.
Essential to know in the absence of a viscotherm so that heating temperature for correct
injection viscosity can be determined. Will also have an effect on the pumpability ofthe fuel
(ii) Flash point: The temperature of the fuel at which a vapour given off can be ignited by an
external source. Min flash point 60°C. Below this temperature the fuel cannot be accepted on
board and any bunkered fuel must be ofiloaded. Gives a guide to the temperature to which the
fuel can be heated as fuel must not be heated within I oo of its flashpoint
(iii) Pour point: The temperature at which the fuel stops flowing. Maximum is 30°C. Often well
below this figure. Below the pour point the fuel will not flow so becomes un pumpable. Gives a
guide to whether tank heating will be required.
(iv) Specific gravity: Also known as density. The mass of a given volume. usually quoted in
g/cm 3 Gives a guide to the size of gravity disc to be used in the purifier to enable efficient
separation of water from fuel. Is also used along with viscosity to determine CCAI. Used to
calculate the quantity of fuel from the given volume.
(v) Compatibility: The ability for a fuel to mix with another without forming heavy ashphaltinic
sludges. essential when mixing fuels in tanks (loading on top).
164
a. sketch a power card stating why they are taken. (4)
b. Explain how power balancing across all cylinders of an engine is achieved. (8)
c. Explain what is meant by the term draw card, stating what information can be taken
from it. (4)
a.
Max.Cyl.
Pr~ss.
Comp.
Press.
TDC
Exhaust
Blowdown
Atmospheric Llne - . l - - - - - - - --,;,.--.....,-::-:-:, . - - - - - - - - - - - : : : = BDC
Swept Volume
Power Card
Power cards are taken to allow the Mean Indicated Pressure (MlP}, and thus the power
developed in the cylinder to be calculated. This is done by measuring the area of the diagram
(mm 2)and then dividing the result by the length (mm) thus giving the mean height (mm). The
mean height is multiplied by the spring constant to give the MIP.
lP = MEP x swept volume x power strokes/sec
b.
allowable range, then the Peak pressures should be examined to ensure they are approximately
thesame, as deviation can point to incorrectly timed fuel pumps. Next, the MlP for each
cylinder is examined, taking into account the relative fuel rack settings and exhaust
temperatures. If there are any large differences then an attempt can be made to balance the
power output by adjusting the fuel rack settings. Each adjustment must be small, noted, and
time given for the engine to adjust to the change. In the easiest case, if a MlP, exhaust
lt must be appreciated that if the fuel on one cylinder is increased, then the fuel on the other
When adjustments have been completed, a further set of power cards are taken. All readings
c.
A draw card is an indicator card taken with the timing cord used for rotating the indicator drum
disconnected from the drive. Instead the cord is pulled by hand as the piston is coming over
TDC on the power stroke. This elongates the diagram over this portion of the engine cycle,
allowing compression, fuel timing, combustion and injection faults to be shown more clearly.
165
With reference to main engine scavenge fires:
a. state, with reasons, the causes. ( 4)
b. sate the symptoms of a scavenge fire: (4)
c. describe the actions taken to fight a scavenge fire, stating the reasons for the actions
(8)
a.
support combustion, and a source of heat at a temperature high enough to start combustion . In
b.
Indications of a scavenge fire are loss in power and irregular running of the engine, high
exhaust temperatures of corresponding units, high local temperature in scavenge trunk, surging
of turbocharger, and sparks and smoke emitted from scavenge drains. External indications will
be given by a smoky exhaust and the discharge of sooty smuts or carbon particles. If the
scavenge trunk is oily the fire may spread back-from the space around or adjacent to the
cylinders where the fire started and will show itself as very hot spots or areas of the scavenge
trunk surfaces. In ships where the engine room is designed as UMS, temperature sensors are
fitted at critical points within the scavenge spaces. activation would cause automatic slow down
of the engine.
c.
This will prevent overloading of the engine, reduce the oxygen supply and prevent unbumt
injected fuel from feeding the fire or being carried into the exhaust manifold where it could
cause an explosion. The lubrication to these cylinders must be increased to prevent seizure and
all scavenge drains must be shut to prevent the discharge of sparks and burning oil from the
drains into the engine room. A minor fire may shortly bum out without damage, and conditions
will gradually return to normal. The affected units should be run on reduced power until
inspection of the scavenge trunking and overhaul of the cylinder and piston can be carried out
at the earliest safe opportunity. Once navigational circumstances allow it, the engine should be
stopped and the whole of the scavenge trunk examined and any oil residues found round other
cylinders removed. The actual cause of the initiation of the fire should be investigated.
being sucked in to feed the fire . Fire extinguishing medium should be applied through fittings
166
a. Describe, with the aid of a sketch, the procedure for changing a crosshead main
engine exhaust valve. (8)
b. Describe the connections and checks which must be made after a crosshead main
engine exhaust valve has been changed in order to ensure that it will operate
correctly. (8)
a.
Engine shut down and isolated. start
air locked off. Lub Oil off. Permit to
Cooling
work obtained.
Water Close the cooling water inlet and
Outlet outlet, and drain the exhaust valve.
Dismount the high-pressure pipe for
the hydraulic valve actuation.
Disconnect the cooling water outlet
pipe from the exhaust valve
Dismount the return oil pipe from the
To Exhaust exhaust valve.
Manifold
Shut of air to air spring and dismount
the air pipe for the pneumatic exhaust
valve spring (not shown).
Remove the screws of the cooling
water inlet flange at the side of the
Cylinder Head exhaust valve (not shown).
Remove the plate jacket with
® 2012RARTmarinediesels.co.uk
insulation from the intermediate pipe
and remove the screws which attach
the intermediate pipe to the inlet pipe
of the exhaust receiver.
Remove the protective caps from the exhaust valve studs, and mount the four hydraulic jacks.
Connect the high-pressure pump to the jacks by means of the distributor block and four high-
pressure hoses.Bleed the hydraulic system and raise the pressure Then loosen and remove the
nuts.
Attach the crane to the eye bolt fitted on top of the valve and lift the exhaust valve away.
b.
After mounting the new valve and tightening down:
Reconnect the exhaust valve outlet to the exhaust manifold using the intermediate pipe and
attach the insulation.
Reconnect the Cooling water inlet and outlet and open the valves. Check the tightness of the
sealing ring between the bottom piece and the cylinder cover by ensuring that water is not
leaking.
Disconnect the 7 bar auxiliary air supply to the air spring which was connected during
mounting of the valve to keep it closed and reconnect the air spring supply. Open the air supply
to the air spring of the exhaust valve. Engage the rotation indicator and check that the exhaust
valve is closed.Close the air supply to the exhaust valve, and vent the system. Disengage the air
pipe to the exhaust valve. The valve should remain closed for at least 15 minutes. Reconnect air
supply.
Reconnect the oil drain line and the hydraulic pipe ensuring the seating of the pipe is clean and
undamaged. If damaged it must be lapped using the grinding tool provided. When the engine is
started check for leakages.
167
a. Explain the possible consequences of running an engine with cylinder powers

excessively out of balance. ( 4)
b. Explain why perfect power balance between cylinders is not possible. (4)
engine. (4)
d. Describe the adjustments which must be made to restore reasonable cylinder power
balance to a medium speed engine. (4)
a.
of the fuel such as burning of piston crowns and injector nozzles, afterbuming and subsequent
overloaded cylinders, with a medium speed 4 stroke blowby can lead to a crankcase explosion,
b.
timing.
combustion.
period of time.
c.
Power cards using mechanical equipment are only accurate on engines operating at low revs (ie
slow speed engines). They are not normally attempted with medium or high speed engines
because of the higher speeds causing vibrations in springs and drive mechanisms. However a
competent operator should be able to take an out of phase card using the equipment on engines
running up to about 600rpm. This will give a guide to the condition and accuracy of timing of
the injection equipment which must be optimum if the power balance is to be achieved. If this
168
cannot be done then it must be known that the injection equipment is in good condition and
correctly timed.
Because power in the engine is related to the peak or maximum cylinder pressure, this is
measured using a peak pressure indicator. This can be a mechanical device, using compression
of a spring to indicate pressure or a pressure transducer linked to a digital read out. This should
be done at between 85 -I 00% MCR
It is more accurate to use the difference between the peak and the compression pressure when
assessing cylinder powers and attempting to balance the engine. The compression pressure is
taken at reduced load with fuel shut off the cylinder.
In addition the other parameters must be taken into account: Exhaust temperatures, fuel pump
rack settings, TIC RPM, scavenge pressure and temperature are the most usual.
Modem computer equipment now allows power and out of phase diagrams to be taken for
engines operating at any speed.
d.
allowable range, then the difference between compression and peak pressure for each cylinder
is examined, taking into account the relative fuel rack settings and exhaust temperatures. If
there are any large differences then an attempt can be made to balance the power output by
adjusting the fuel rack settings. Each adjustment must be small, noted, and time given for the
engine to adjust to the change. In the easiest case, if a cylinder peak pressure, exhaust
lt must be appreciated that if the fuel on one cylinder is increased, then the fuel on the other
When adjustments have been completed, a further set of peak pressures are taken. All readings
169
a. State, with reasons, the precautions which must be observed when taking crankcase
deflections to ensure safety of personnel and accuracy of results. (5)
b. Describe the procedure for taking crankshaft deflections on a large crosshead diesel
engine. (S)
c. Explain why crankshaft deflection readings are taken, indicating the possible
consequences of excessive crankshaft deflection readings. (6)
a.
Before taking a set of crankcase deflections observe the following precautions:
Safety:
• Permission granted to immobilise engine, and turn on gear. So bridge know engine is not on
immediate notice and in case they have organised a diver on the propeller
• Starting air shut off and locked off. So that the engine cannot be turned on air.
• Engine cooled down sufficiently to allow LO pumps to be shut down .
• On large engines where it is possible to climb inside the crankcase or to put head and
shoulders inside while working, it should be treated as an enclosed space (check
atmosphere), and a permit to work is required.
• Ensure that no-one else is working elsewhere on the engine (e.g. cleaning the scavenge
space). Injury could be caused when engine is turned.
• Check that no-one is working in the vicinity of the shafting system. Injury could be caused
when engine is turned.
• If the deflections are being taken after working on the engine ensure that all tools and lifting
gear are removed from the engine. To prevent possible damage to engine.
• Only the person in charge of the operation is to operate the turning gear. To minimise risk of
injury to personnel.
Precautions: (Accuracy)
Deflections should be taken when the vessel is in a steady state condition, preferably light ship
as the readings taken will be compared with the original readings, which would have been taken
with the vessel in lightship condition .. However this is not always possible, and as long as the
ship has been correctly loaded the deflections should still be within permissible limits. They
should not be taken when the vessel is loading cargo as the hull may be hogging or sagging
outside normal limits.
The indicator cocks must be open on the cylinders, as a build up of air pressure on top of the
pistons will cause the crankwebs to open and close, increasing the deflection readings.
The crankshaft main journals must be resting on the lower half of the main bearings, this can be
ascertained by the use of feeler gauges. l f the crankshaft is bridging a main bearing, the
deflections wi 11 be less than they should be.
The engine should be turned to the point at which the reading is to be taken and then kicked
back on the turning gear. This will unload the turning gear which is tending to try and lift the
crankshaft. This is especially important at the end of the engine next to the turning gear.
Ensure that the dial indicator is correctly positioned between the crankwebs. There are centre
pop marks in the webs indicating where the ends of the dial gauge should fit.
Ensure that the gauge is free to move, does not stick and has a calibration certificate.
170
b.

between the two crankwebs of a crankshaft throw. The
engine is turned to just after bottom dead centre, and the
gauge is zeroed.
The engine is then turned, and the gauge reading taken

when the engine is 90° before TDC, TDC, 900 after
TDC and then lastly just before BDC. (Note: on some
8 D engines, the manufacturer may recommend turning the
engine astern to take the readings).
CRANK I'OSITIOH
The readings are recorded on a table and the vertical and horizontal deflections calculated.
Read"mgs are m
. 11100 mm. A n example I IS
. g1ven
. beow.
I
Cylinder Number I 2 3 4 5 6
Crank Position A 0
Crank Position B -0.1
Crank Position C 0.45
Crank Position D -0.05
Crank Position E -0.2
Average of A and E (F) -0.1
Vertical deflection ( C - F) 0.55
Horizontal deflection (B - D) -0.05

c.
Deflection readings are taken to check the alignment of the crankshaft in the main bearings and
alignment with the output shaft. If the crankshaft is out of alignment then excessive bending
will take place when the engine is operated which could lead to overloaded main bearings and
failure, cracked transverse girders and ultimately to crankshaft failure. Misalignment can be
caused by uneven bearing wear, hull deformation, or fretted chocks.
171
a. Sketch a section through a main engine fuel injector, labelling the main parts. (6)
b. State, with reasons, the factors which influence fuel atomisation in a fuel injector. (5)
Note: This question is the same as Mar 2011 Q3 See Page 108 for Answer

a. Describe, with the aid of a sketch, an engine fuel injection system which may be
controlled electronically. (6)
b. Explain how the fuel injection system described in part (a) operates. (5)
c. Explain how the fuel injection timing of the system described in part (a) may be
varied by the operator, stating why it might be necessary to change the fuel injection
timing. (5)
Fuel Quality - - - -. 111---. To Volumetric.

VIT - - -+
A.ctual SpMd - - -+
Oeslrtd Speed - - -+
----------
Controt Unk
1
I
I
I I
I 1 I
::~--- ~ l
,_.:::: :fm.L.J==='
--$
Control Oil Pumpt
and Control OH Rail
I'
O
ueJRIII
000 llor
2008ot
From
From cr.... kahaft
CrM~kahaft Driven Fwl
Position Pumps
Sen..,..
The fuel pumps are mounted in pairs or in a true Vee formation. There are 4, 6, or 8 pumps,
depending on engine size. Driven by three lobed cams mounted on a short camshaft which is
driven through one or two intermediate gears from the crankshaft. The fuel pumps incorporate a
control groove, the position of which is controlled by a fuel pump shaft and fuel racks. The fuel
pump control shafts are driven by two electrical servo motors which maintain the fuel oil
common rail pressure at 1000 bar. Engine driven variable delivery Swash plate pumps
pressurise the control oil rail at 200 bar. It is this control oil that operates the fuel injection
control valves.
b.
Fuel is pressurised to 800- I 000 bar by engine driven fuel pumps.
These sensors are accurate to 0.1°.
and a Valve Driver Module. Each Cylinder Control Module calculates the correct injection start
angle, taking into account dead time, VIT, and Fuel Quality Setting. It also controls the quantity
offuel injected and the sequence of injection (ie for low load running).
172
When the Rail Valves are energized for injection by the Valve Driver Module, oil from the
Control Oil Rail opens the Injection Control Valves. The fuel injectors are pressurized and fuel
oil pressure behind a Fuel Quantity Piston in the Volumetric Control Unit maintains this
pressure at the injectors until the the valve driver module closes the rail valves, which ends
injection.
c.
The start of the injection timing can be altered within a limited range by an operator with a
password to change the parameters on the cylinder control computer. End of injection is varied
depending on the engine speed/load. The computer will change the fuel injection timing
dependent on engine load, scavenge pressure, and fuel quality (if the parameters of density and
viscosity have been correctly inputted.) Manual adjustment of fuel injection timing could be
necessary due to variations in injector lift pressures and wear in the cylinder liners which would
affect compression pressure and temperature.
173
a. Sketch a main engine charge air system, from the turbocharger to the engine scavenge
ports, indicating all fluid flows, showing main instrumentation and naming the main
parts. (10)
Pick up and
Tacho
(Conttol Room)
b.
of oxygen.
c.
condenses and is held in the air as tiny water droplets. If these water droplets are allowed to be
carried into the combustion space, they could wash the oil film from the liner walls.
To prevent this happening a water catcher is provided after the air cooler. The air is forced to
change direction by a series of vanes. The water droplets are thrown onto the surface of the
vanes where they coalesce and rundown to drain. It is not unusual for 30tonnes/day to be
removed from the scavenge air on a large slow speed 2 stroke engine.
174
a. explain the causes of a scavenge fire, stating how such an outbreak is bought to the
attention of the duty engineer; (4)
b. describe the actions which should be taken in order to extinguish a scavenge fire : (6)
c. state, with reasons, the checks which must be made after a scavenge fire has been
extinguished in order to assess possible engine damage and minimise the risk of future
scavenge fires (6)
a.
Indications of a scavenge fire are high local temperature in scavenge trunk (high temp alarm
60°C, fire alarm 90°C), loss in power and irregular running of the engine, high exhaust
temperatures of corresponding units, surging of turbocharger, and sparks and smoke emitted
from scavenge drains. External indications will be given by a smoky exhaust and the discharge
of sooty smuts or carbon particles. If the scavenge trunk is oily the fire may spread back-from
the space around or adjacent to the cylinders where the fire started and will show itself as very
hot spots or areas of the scavenge trunk surfaces. In ships where the engine room is designed as
UMS, temperature sensors are fitted at critical points within the scavenge spaces. activation
would cause automatic slow down of the engine.
b.
This will prevent overloading of the engine, reduce the oxygen supply and prevent unbumt
injected fuel from feeding the fire or being carried into the exhaust manifold where it could
cause an explosion. The lubrication to these cylinders must be increased to prevent seizure and
all scavenge drains must be shut to prevent the discharge of sparks and burning oil from the
drains into the engine room. A minor fire may shortly bum out without damage, and conditions
will gradually return to normal. The affected units should be run on reduced power until
inspection of the scavenge trunking and overhaul of the cylinder and piston can be carried out
at the earliest safe opportunity. Once navigational circumstances allow it, the engine should be
stopped and the whole of the scavenge trunk examined and any oil residues found round other
cylinders removed. The actual cause of the initiation of the fire should be investigated.
being sucked in to feed the fire. Fire extinguishing medium should be applied through fittings
175
c.
After a fire has ocured and has been extinguished, stop the engine when safe to do so and check
the following:
Distortion of piston rod: check for binding of piston rod in stuffing box and piston and liner.
Damage to 0 ring seals on cylinder liner.
Cracking of diaphragm plate.
Slack tie bolts causing cracking of transverse girder.
Melting of reed valves (on older engines).
Weakening of scavenge relief valve springs (should be replaced after a scavenge fire)
Fuel oil contamination of the scavenge space should not take place with correct combustion.
Ensure that the timing is correct by taking draw cards and peak pressures and that the fuel
injectors are correctly maintained with lifting pressures correctly set. fuel viscosity should be
kept at that recommended to ensure correct atomisation. The engine should not be overloaded
which will cause blowby with unbumt or partially burnt fuel being deposited and excessive
wear (microseizure) leading to more blowby. Liner and rings to be regularly inspected, gauged
and overhauled.
Adequate supply of scavenge air is required to ensure complete combustion. Fouled

turbochargers lead to a reduction in air supply and subsequent poor combustion.
The scavenge space is fitted with drains to drain away small quantities of oil which may
otherwise accumulate. The design of the scavenge space on the top of the diaphragm plate is
such that the drain is at the lowest point. The drain line is supplied with a steam injection so
that the drain lines can be kept clear. Regular blowing though should be undertaken.
Regular inspection of the scavenge manifold and scavenge ports (1000 hrs) is recommended.
Any build up of deposits should be investigated and rectified. Piston and liner inspection
through scavenge ports every 3000 hrs. The spaces should be regularly cleaned as required
a. Sketch a starting air system which would be used for starting a generator engine,
explaining how the system operates. (8)
b. Explain how a generator engine starting air system is set so that it may be started
automatically by the power management system, stating the precautions which must be
observed at an engine selected for automatic staodby. (8)
Note: This question is similar to Mar 09 Q8 See page 14 for answer
176
a. Describe the procedure for checking the condition of a main engine cylinder liner. (8)
b. Explain how engine operations can change cylinder liner condition. (8)
a.
The general condition of a cylinder liner of a 2 stroke crosshead engine can be assessed
through the scavenge ports, or as with a 4 stroke trunk piston engine when the cylinder head is
removed.
Check for microseizure of the surface which is indicative of correct lubrication and will have a
direct effect on the wear rate. Microseizure is identified by vertical scoring of the liner surface.
Burning of the liner surface is a sign of blowby. This is due to piston rings not sealing correctly
indicating a worn liner or overloading of the unit.
Corrosive attack can be identified by pitting of the liner surface especially between the
lubrication points in a process known as clover leafing.
The liner is measured to establish its diameter and to calculate the wear rate. So that the
measurements can be directly compared to previous readings and a wear rate calculated, the
position of the measurements is standardised by using a gauging point template, which in
practice is a piece of flat bar hung over the side of the liner. The bar has holes drilled in it at the
appropriate gauging points. The wear rate should be within tolerance of 0.05mm/1000hrs for a
large slow speed engine and 0.015mm/IOOO hrs for a smaller medium speed engine. Maximum
allowable wear depends on engine size, but as a guide is 0.8% of liner diameter on a large slow
speed engine.
The liner is measured in both fore and aft and athwartships direction. This will check for
ovality which will affect piston sealing. The ovality in a trunk piston engine is a result of the
piston skirt or trunk transmitting the side thrust component of the gas load on the piston, as the
crank turns. Ovality is limited depending on engine size, excess ovality leading to blowby.
b.
The main changes in engine operation which will change liner condition and lead to excessive
wear are overloading, changing to a fuel with different combustion characteristics, slow speed
running for extended periods and operation on a low sulphur fuel.
Overloading caused by pushing the engine too hard to meet schedules will lead to blowby,
burning off the lube oil film and leading to microseizure.
Changing to a fuel of a different specification with different combustion characteristics can lead
to either early combustion leading to high peak pressures and overloading, or late more
explosive detonation, leading to burning of the liner surface and loss of power. Careful
attention to fuel quality and adjusting injection timing to suit can alleviate this problem
Low load running which is a result of a slow down in the world economic situation and the
price of fuel can increase cylinder wear rates unless corrective measures are put into operation.
Maintaining liner temperature at its correct parameter by not allowing a drop in cooling water
outlet temperature is essential to prevent acid attack due to the acids formed during combustion
from depositing on the liner surface. Fuel injectors should be changed to those suitable for low
speed/load operation to prevent poor combustion, burning the liner surfaces and destroying the
lube oil film.
Operation on low sulphur fuel has also led to problems with excessive wear rates due to
abrasion from the calcium ash produced when the cylinder oil is burnt, and high levels of
catalytic fines which may be present in the fuel. This problem can be avoided by changing to a
low TBN cylinder lubricant and ensuring the fuel is purified/clarified thoroughly.
177
Witb reference to main engine fuel injectors:
a. describe, bow fuel injectors are replaced on an engine having multiple fuel injectors in
each cylinder; (6)
b. describe the procedure for overhauling a fuel injector; (5)
c. describe the testing procedure for multiple fuel injectors which are to be fitted in the
same cylinder. (5)
a.
• Close the fuel oil inlet and outlet valves, and drain the high-pressure pipes and the fuel
valves.
• Dismantle and remove the fuel oil high pressure pipes.
• Disconnect the return oil pipe from the fuel valves.
• Remove the nuts and the spring housings.
• Use the fuel valve dismantling tool to pull the fuel valve clear of the top cover. Take out
the valve.
• Repeat for the other valves in the unit.
Before mounting the new fuel valves, thoroughly clean the valve bore in the cylinder
cover and check the seating in the bore for marks which, if any, must be eliminated.
• Fit new 0-rings on the fuel valve. Lubricate the valve with molybdenum Disulphide.
• Mount the valve in position in the cylinder cover.
• Mount the spring housings and the nuts. Tighten the nuts until the top face of the pressure
disc is flush with the top face of the spring housing. This must be done with great care, as
the spring tension in the housing determines the correct tightening of the fuel valve to the
cylinder cover as well as the correct compression of the fuel valve.
• Lubricate the thread on the union nipple of the fuel oil pipe with a heat resistant antiseize
b.
Remove and discard the 0-rings. Clamp the valve in a bench vice fitted with soft jaws. Screw
off the union nut with the hook spanner provided. Pull the valve head clear of the valve housing
and remove:
• Non return valve

• Thrust spindle parts
• Thrust foot
• Spindle guide and fuel nozzle
from the valve housing. Remove and discard all the 0-rings.
Carefully clean and examine all surfaces of the Fuel valve housing, Fuel valve head and Thrust
spindle lapping the surfaces together if necessary. Strip spindle guide and nozzle, carefully
inspect and replace if necessary. Strip and overhaul non return valve. Reassemble and test.
178
c.
• Fit injection valve with nozzle pointing downwards into test stand.
• Connect high pressure hose from the test pump to fuel inlet of injection valve.
• Check the atomization of the fuel first with a few short pump jerks, then with slow equal
pump jerks and observe at what pressure the injection valve opens.
• The injection valve works properly if the fuel sprays equally and well atomized from all
spray holes of the injection nozzle at the specified opening pressure. This should be
accompanied by a 'chatter', and after the end of pumping no fuel should 'dribble' from
the injection nozzle. The spray pattern can be checked by placing a sheet of paper
underneath the injector, and operating the test pump
• The opening pressure of the injection valve (refer to the setting table for the engine) can
be adjusted by varying the height of a distance ring under the spring tensioner or by an
adjustable spring tensioner.
• In order to test tightness between nozzle needle and needle seat, keep the pressure
constant in the test stand at 20 bar below the opening pressure over a period of I0
seconds. During this period of time no dripping should occur at the nozzle tip
• The internal tightness within the injection valve, i.e. tightness of sealing surfaces as well
as leakage between nozzle needle and nozzle body must be checked in such a way that a
pressure set at the test stand at 100 bar must not drop below 70 bar within maximum 10
secs.
• Lifting pressure must be identical so that all injection valves open simultaneously so that
combustion of the fuel is even throughout the combustion space. Early injection by one
injector would lead to early ignition of that fuel which would then ignite the fuel from
remaining injectors early, leading to possible high pressures in the cylinder and poor
combustion/burning of injector nozzles.
• Spray pattern must be identical, so that the size of droplets are even and evenly distributed
within the cylinder. This will allow compete mixing with combustion air, even heating
and combustion.
179
a. Sketch the lubrication system for a crosshead engine, showing all essential valves and
the fluid flow directions; (I 0)
b. Describe how lubricating oil is maintained in a clean and effective condition. (6)
a.
I
,-,•
1 vent
I
I
I
Cyl Lubrleators I
Plate Cooler
Temp
ti
Control From
Valve XStorage
Tank
Backflushing
Fillo,.
H
Cyl Oil
Tank
tndong
I To Punfler
Pressure Sw eh•• I
I
From Purffior
D
I Strainer
DRAIN TANK
10 2008 RART ma rinedinels.co .uk
b.
The oil is continuously purified at the correct temperature (85 °C) using the correct gravity disk
so that any water is removed along with any products of combustion that may have found their
way into the crankcase.
Ensure that the oil level does not fall below minimum recommended by engine manufacturer to
prevent early oxidation of the oil.
The stuffing boxes are maintained in good condition to prevent contamination with used
cylinder oi I.
Filters are regularly changed and cleaned.
The oil is regularly tested for water, viscosity, TBN reserve and TAN using onboard
equipment.
Precautions against bacterial contamination are taken by preventing contamination from sludge
tanks and maintaining purification temperatures high enough to kill the bacteria. Take and
cultivate dip slides regularly.
180
a. Sketch a reversing main engine starting air system, labelling the MAIN parts and
indicating on the sketch the safety devices fitted.(S)
b. Describe how the starting air system sketched in part a operates in order to start an
engine, explaining how reversing of the engine is achieved. (8)
a.
Air Start
Valve
1 per Cyl.
servomotor
1
t
4
~ ~~
: 3 2
Start
' Signal
Astern Ahead
S1gnal Signal
Two air receivers are fitted which when fully charged must be capable of starting the engine 12
times, alternating between ahead and astern.
The system must be fitted with a non return valve between manifold and receivers, and a flame
trap or bursting disk must be fitted in the pipe to each cylinder. A relief valve may also be
fitted .
A method of holding the fuel off the engine while the air is being admitted must also be fitted .
181
b.
182
a. Describe the procedure for preparing a main engine piston for survey, assuming the
piston is already removed from the engine. (6)
b. List the type of faults which may be found during a piston assembly inspection, stating
their location. (4)
c. Describe the procedure for checking the piston crown profile, and the piston ring
grooves. (6)
a.
• Remove piston rings from grooves using the ring expander tool to prevent deformation of
the piston rings. Mark the rings as they are removed, to ensure correct refitting.
• Remove deposits from piston topland and crown using a wire brush and scraper.
• Clean out piston ring grooves.
• Measure ring groove wear and gauge piston rings
• Crack detect crown and measure bumaway.
• Separate piston crown from skirt to expose cooling space.
• Remove any build up of deposits in cooling space in crown. (this may require special
shotblasting techniques.)
• If stuffing box has been removed with rod, dissemble and clean ready for inspection of rings
and springs. If not removed with piston and rod, then remove separately and strip down.
• Ensure all parts are cleaned and available for the surveyor to inspect. (including all fastening
devices).
b.
• Burning of piston crown: caused by erosion of the high temperature swirling gases.
identified by elephant skin surface on top of crown.
• Cracking of piston crown: caused by poor cooling, consequential overheating leading to
thermal stressing, combined perhaps with thinning of crown due to burning. use of crack
detection spray may be advisable.
• Excessive wear of lower face of piston ring grooves, and wearing away of chrome plating.
Ridges forming in grooves which may cause rings to jam, leading to breakage. more
prevalent on lower face of upper grooves.
• Evidence of scuffing or abrasion on ring rubbing surfaces. confirmed by inspection of liner
may show evidence of poor cylinder lubrication or impurities in air or fuel.
• Excessive wear and scuffing on piston skirt: may suggest misalignment or excessive
clearance at crossshead; excessive wear of stuffing box rings and ovality of piston rod will
confirm.
• Fouling of piston cooling space: can be caused by overheating, lack of treatment (water
cooling), deterioration of lubricating oil (oil cooling)
• Scoring of piston rod: caused by worn/damaged stuffing box rings.
PROFILE GAUGE
c.
The profile gauge is placed over the piston
crown as shown. A ruler is used to measure
the amount of material "burnt away" from
the crown.
PISTON CROWN
The ring groove wear is checked by placing a new ring

in the groove and measuring the axial clearance. If the
groove is chrome plated then check the plating has not
worn away. Check undercut is still present and that
groove is square to stop the ring tilting and acting to
scrape the oil from the liner surface.
a. Explain how a diesel generator is prepared and selected as a standby generator; (8)
b. write a procedure for checking a diesel generator engine after it has been shut down
following a period of operation and before it is returned to standby duty. (8)
a.
When deciding which engine to use as standby, consideration must be given to running hours to
date and running hours to next overhaul. Engines should be run so that they do not reach the
hours for a major overhaul together. If the engine has just completed a major overhaul, it should
be given an extensive test before being used.
The generator selected for standby duty must be capable, if part of a power management system
of starting when the load reaches a predetermined amount (say 80%) and then shutting down if
the load falls to another preset limit (say 50%). Alternatively it may be on standby duty to start
in case of an engine slowdown if a shaft alternator is on load. In both cases it must be able to
start, run up to speed and auto synchronise with the main board. 1t may be selected as a standby
machine if it is capable of starting in the case of a black out in which case there will be a black
out fuel pump and an auxiliary start air bottle.
Top up the LO sump to working level, and test for water, viscosity and TBN value
Check Pre Lub oil pump is switched to auto
Check and top up turbocharger oil levels.
Check the cooling system valves are opened and vented of air
The jackets will be kept warm by either circulating the main engine HT water through the
engine if part of a central cooling system or by a separate steam or electrical heater.
If using HFO, then the fuel booster pump must be circulating the fuel through the system, trace
heating must be on and the injectors should fitted with recirculating valves.
Ensure the starting air is open as far as the automatic valve which must be in the automatic
position. There may be a slow turning system fitted which automatically turns the engine
through two revolutions every few hours. This is a safety measure which is designed to prevent
hydraulic-ing of the engine should any liquid find its way into the cylinder. Should the engine
fail to complete the slow turn, an alarm will indicate this.
A sign prominent to the engine, should warn that the engine may start without warning. The
generator will be switched to standby in the engine control room, and the standby machine
indicated on the system status board and in the log book.
b.
I. Check LO sump level. Top up as necessary.
2. Circulate oil through LO purifier, if this was not done whilst engine is running.
3. Test LO for water, viscosity and TBN.
4. Clean LO filters and fuel filters.
5. Change Turbocharger oil (if in integral sumps within machine).
6. Carry out camcase inspection and check and set tappets.
7. Change injectors if up on hours, or if whilst running any faults noted.
8. Carry out crankcase inspection, checking for squeezed out white metal, liner running
surfaces, security of locking devices etc.
9. Carry out testing of alarm and shut down devices (tub oil pressure, cooling water temp etc.)
184
Note: This Question is the same as Oct 09 Q6 See Page 36 for answer

a. Describe, with the aid of a sketch, the procedure for opening up a main bearing and
preparing it for inspection. (8)
b. Describe the inspection of a main bearing, stating the checks that should be carried out
during and following reassembly. (8)
a.
This describes removal and replacement of a set of thin wall shells fitted to a modem Sulzer
RTA engine. Shims are not fitted, the clearance being machined into the bearing shells.
Relevant safety precautions to be observed. LO and start air shut off and turning gear engaged.
Before removal of a main bearing, it is advisable to take a set of deflections and measure the
bearing clearance.
Turn crankshaft so that the crank web of the respective bearing is in the horizontal position.
Remove LO feed to bearing. Loosen and remove the bearing jacking bolts.
Mount roller support as shown on A frame and bolt lifting

bracket to main bearing cover. Using lifting tackle lift cover a
few mm to ensure bearing is not lifting with cover, then lift
cover and using a second chain block pull out of engine.
Turn the engine until the lower side of the respective crank is
parallel to the bedplate.
Place a dial gauge above a crank web near the bearing shell
to be removed and set it to zero.
185
Place the supplied jacking beam between the transverse girders as shown. Place hydraulic jacks
on girder.

bearing shell and tighten alien screws. Attach a
wire rope to the short hook on removal tool and
lead it outside the shell collar to the other side
and then up through the roller support and attach
to chain block.
Using the jacks and paying close attention to the

dial gauge, lift the crankshaft the equivalent of the
bearing clearance in the adjacent bearings. By
pulling on the steel rope turn the lower bearing
shell out. When the bearing shell lies on the top of
the crankshaft journal, remove the steel rope and
screw the eye bolt into the threaded holes on the
crown of the shell rear surface. Then lift the lower
bearing shell and remove it from of the engine.
The bearing can now be inspected. Pay special attention to the lower half (loaded half) of the
bearing. Look for wiping, pitting, scoring, crazing, spalling and fretting. If a tin aluminium
bearing note carefully the condition of the overlay.
b.
The bearing is inspected and depending on its condition will be renewed or replaced. The
overlay is inspected and must be in good condition. Check for pitting or scoring both which can
lead to loss of hydrodynamic film. If either is evident check journal for damage. Check that
there is no evidence of wiping or detachment of the bearing material from the backing shell.
Check the back of the shell and the housing for fretting.
To replace the lower half of the bearing coat the back of the bearing with molyslip. Ensure the
journal is clean and coated with a film of lubricating oil. Lift the bearing half back onto the
journal, ensuring it is the correct way round, disconnect the lifting gear and with the crankshaft
lifted on the jacks allow the bearing half to slide around the journal tapping it into position with
a piece of wood if necessary. Measure the distance from each end of the shell to the top of the
transverse girder, these distances must be equal. Remove jacks. Replace top half of bearing,
ensuring it is fitted the correct way round and fit bearing cover and jacking bolts, ensuring the
cover is tightened down evenly. Replace LO pipe.
To measure the bearing clearance, turn the crank to 90° to the exhaust side. By sitting on the
crankweb, it is possible to slide a set of retractable (swedish) feelers between crankweb and
bearing housing and measure the clearance at the top of the bearing. (approx 0.7mm for a large
slow speed 2 stroke engine). Ensure that feelers are fully retracted before trying to remove
them.Remove all tools from engine.
Take a set of deflections. Check LO supply through bearing. Turn engine on turning gear and
observe ammeter reading.
186
a. Explain how control of the main engine is changed from bridge control to local (engine
side) control. (4)
b. List the controls and instruments situated at the local (engine side) control stand,
stating the purpose of EACH control device or instrument. (6)
c. Describe how the main engine is operated from the local (engine side) control stand,
stating the dangers of operating in this mode. (6)
a.
The sequence of events described here are for a large MAN B& W 2 stroke crosshead engine:
8. Telephone
Although the change over can be effected with the engine running, it may be prudent to stop the
engine before carrying out the procedure. However, if the engine is running, then the fuel hand
control wheel position must be matched to the engine speed before changing over.
wound out, changes the fuel pump regulating shaft from governor operation to local handwheel
control.
b.
Telegraph: to communicate bridge manoeuvring orders
Telephone: for communication
Aux blower auto/manual switches and running lights: to control auxiliary blowers.
Start air pressure gauge: to let the operator know whether he has sufficient air to start the
engine.
Fuel pump cam followers position lights Ahead/Astern: for change in direction of engine.
LO pressure gauge: to allow operator to know that LO pressure is at a safe pressure to run
engine.
Scavenge air pressure gauge: To allow the operator to maintain an overview on turbocharger
efficiency.
c.
the engine.
racks so that the pumps will deliver enough fuel to start the engine. The direction control switch
187
must be in the correct position for the engine direction required. Operating this switch will
change the fuel pump followers and the start distributor into the appropriate position. When the
start button is pressed, the start sequence will commence. Once the fuel pump puncture valve
operating air has vented and the engine fires, then speed control can be adjusted to the required
revolutions.
puncture valves, recirculating the fuel back to the suction side of the pumps. The hand wheel for
regulating the fuel supply is wound back to the stop position. This should zero the fuel racks.
Dangers to be aware of:

Take notice of the barred speed range and do not allow the engine to be operated in this range
as severe vibrations will result.
Take care not to overload the engine.
As there is no governor the operator must take care that the engine speed is kept to that
required.
188
a. State with reasons, risks which may be encountered during replacement of a main
engine fuel pump. (6)
b. Describe, with the aid of a sketch, the replacement of a main engine fuel pump. (10)
NOTE: I don't know whether the examiner and the SQA are aware of this but the word
REPLACEMENT means "To Put Back". However because I assume that they are
ignorant of this fact, I am describing the removal and replacement. Another point is the
term "main engine fuel pump". A main engine can be anything from a small medium
speed engine of a few thousand KW to a large 2 stroke of 60000 kW or more
a.
Risk of burning from hot fuel: This will occur if the fuel pump has not been correctly isolated.
Risk of injury due to incorrect lifting techniques: Depending on size, the fuel pump may need
lifting gear to lift clear of the engine.
Risk of injury due to failure of lifting gear. Ensure strops, shackles etc are in good condition
and of the correct size for the job.
Risk of injury if engine is turned by third party whilst working on fuel pump. Ensure start air is
locked off and turning gear isolated and notices "men working on engine" posted
Risk of injury and damage due to incorrect disassembly and assembly techniques. Ensure that
procedure is followed from instruction book.
', SECTIOHOF
: AJR TRUNKIHG
; REMOVED
Shut down and secure engine. Lube Oil, Fuel, and

Air shut and locked off. Post Notices "Men
Working." Turn engine so that fuel pump follower is
on base circle of cam. Depending on engine type a
section of air inlet manifold trunking may have to be
removed.
Drain fuel from pump and remove fuel connections,
air and sealing oil connections. Remove HP oil pipe
to injector. Disconnect connection to fuel pump ~GINEFRAME
control shaft linkage taking care not to move any
adjustment settings. Screw lifting tool onto top of
pump and attach hook of crane to lifting tool. Undo
nuts holding pump to engine frame and lift fuel
pump clear and land in safe place. 0 CAM TURNED TO
BASE CIRCLE
Replacement is a reversal of removal, fitting new joints 0 rings etc.

The pump and components must bear the correct stamps to keep any lA PP certificate in force.
189
Before fitting a new pump to the engine check that the plunger and barrel are a matched pair
and that the plunger is free to reciprocate and rotate in the barrel with no evidence of sticking.
Once the pump has been bolted down on the engine, and the fuel quantity rack connected to the
fuel control shaft, remove the erosion plugs, adjust the rack to the zero position and by sighting
through the spill ports ensure that the no load groove is lined up. The erosion plugs must be
torqued up to the correct setting and wired up.
The timing must be checked. The method of doing this will vary from engine to engine, but
basically entails ensuring that the top edge of the plunger covers the spill ports at the crank
angle specified by the engine manufacturer. The distance between the top of the barrel and the
top edge of the spill ports is known, so once the engine has been turned to the correct position,
a measurement using a depth gauge can be made from the top of the barrel to the top of the
plunger. Turn engine to ensure pump is free to move. On starting the engine peak pressures and
indicator cards taken to check fuel delivery and timing.
190
a. Describe with the aid of a sketch the lubricating system for a main engine, stating
the purpose of the main components. The sketch should indicate the direction of oil
flow in the pipes. (J 0)
b. State with reasons, THREE properties of ONE of the lubricants required for the
systems described in part (a).
a.
LT Coolin
.,
Temp
...lLJ\ Control
~ VaiYe XFrom
Storego
Tank
B~~ekflushing
Filtora
Cyl Oil
Tank
t•t<ling
I To Punfier
I
I
DRAIN TANK
Stralner

Main LO system:
Drain Tank: Usually part of the ships double bottom, surrounded by cofferdams. Fitted with
sounding pipe, vent and low level alarm (not shown). Large enough to hold complete charge of
oil for engine.
Strainer and Suction Filters: Protect LO pumps from foreign bodies being drawn in which
would damage pump rotors.
Pumps: Two electric pumps or one electric/one engine driven. Positive displacement screw
type. fitted with pressure regulating valves: To pressurise and circulate oil around the system.
Backflushing Filters: To filter fine impurities in the oil. Filter size dependant on engine size but
approx 50 micron for a large two stroke engine.
Cooler. Two normally fitted . Usually of plate type, FW cooled: To remove heat energy from
oil.
Temp Control Valve: To regulate flow through cooler to maintain oil at the correct temperature
(and therefore viscosity) at inlet to engine.
191
Sample Cock: For drawing off sample for analysis
Booster pumps boost oil to 12 bar for crosshead and bottom end lubrication
Temperature sensing device: To monitor inlet temperature.
Pressure sensing devices: To monitor LO pressure and to protect the engine in case of loss of
LO pressure (alarm and shutdown)
Oil drains from crankcase to drain tank form where it is continuously circulated through the
purifier.
Drain tank fitted with sounding pipe, vent and filling line.
Cylinder Oil System
Storage tank: Replenished daily to allow consumption to be monitored.

Cylinder oil pumps: To deliver oil to cylinder lubricators.
Cylinder lubricators: To admit oil on to the liner surface.
b.
Cylinder Lubricating Oil
I. Alkalinity reserve: The oil has a high TBN of 70 to neutralise the acids formed by the
combustion of the sulphur in the fuel which may then deposit on the liner surface .. These
alkaline additives make up about 30% of the oil..
2. Detergency: Deposits in the ring grooves may cause the piston rings to jam in the grooves
and possibly break. Detergents are added to ensure minimum deposits on the piston and in
the ring grooves.
3. Thermal Stability: Cylinder oil must be thermally stable. lt must be able to retain an oil
film at the high surface temperatures found in the cylinder without oxidising.
192
a. Explain the steps to be taken to ensure that a vessel, which normally operates on
HFO, is operating completely on low sulphur fuel prior to entering an
environmentally sensitive area where sulphur emission controls apply. (I 0)
b. Explain the possible consequences of operating an engine on fuel with a very low
sulphur content (below 1% sulphur) after running on normal HFO. (6)
a.
When ships are using separate fuel oils, the changeover to the lower sulphur content fuel must
be carried out in sufficient time to ensure that the ship's fuel oil system is totally flushed of all
fuels containing more than I% m/m sulphur prior to entering the Emission Control Area
(ECA).
Modem vessels are built with separate low sulphur fuel oil settling and service tanks. 48 hours
before the vessel enters the area ensure that the low sulphur settling tank is full and start
circulating the fuel through the purifier to the low sulphur service tank. Classification societies
recommend that there are separate purification systems for each grade of fuel, and that older
ships are retrofitted to provide separate settling and service tanks for low sulphur fuels to
prevent the risk of sludges forming in the tanks because of instability of the low sulphur fuels
when mixed with standard fuels.
Using a calculator issued by Lloyds an accurate estimate can be made of the time taken for the
change over based on tank and system quantities, sulphur content and consumption For
example, a ship with separate High and Low sulphur settling and service tanks and a system
quantity of 2 tons, burning 4 tons/hour, changing from 3% Sulphur fuel to 0.8 % fuel will take
I. 7 hours for the fuel at the engine to contain I% sulphur
Based on these figures, to allow a margin of error, three hours before entering the ECA, Sludge
the LSHFO. The change over valve on the service tanks should be operated so that the low
sulphur fuel has time to circulate through the system and replace the high sulphur fuel in the
buffer tank or mixing column. Although the viscotherm should adjust the temperature to take
account of any change in viscosity, this should be monitored. Additionally, the time, ship's
positions at the start and completion of changeover to I% fuel oil must be recorded in a
logbook, together with details of the tanks involved and fuel used.
The volume of the low sulphur content fuel oils (less than or equal to I% m/m sulphur content)
in each tank as well as the date, time and position of the ship when any fuel changeover
operation is completed entering or leaving a Emission Control Area, must be recorded in
Section I of the ships Oil Record Book (Part I) or appropriate log book which has been agreed
with by the MCA.
A suitable log entry could be as follows:
ENTRY TO ECA - Completion of the fuel change-over operation
I. Date and time of completion of the fuel change-over.

2. Ship position - latitude and longitude, on completion of fuel change-over
3. Volume oflow sulphur fuel oil (not more than 1% sulphur content) in each tank on
completion of fuel change-over
(i) Tank identity
(ii) Tank quantity
(iii) Signature of responsible officer
193
If a shaft alternator is used whilst the vessel is at sea, then it may be a better option to operate
the auxiliary engines continuously on a low sulphur fuel. This will also ensure that local port
regulations are adhered to which may call for low sulphur fuels to be used whilst the vessel is
alongside, even if outside an ECA . Otherwise, the alternators must be running whilst
changing over from HFO to LSHFO if they operate on residual fuel. The Auxiliary Boiler
should also be changed on to the low sulphur fuel, again allowing time for the system to flush
any high sulphur fuel from the system.
For ships with standard fuel oil system configurations (one service and settling tank), the
change over would involve filling of the settling tank with low sulphur fuel oil, adequate fuel
treatment of same and subsequent filling of service tank. The high sulphur fuel remaining in
the settling and service tanks at change over and fuel consumption of the engine will
determine the time scale involved, and the Lloyds calculator will assist in estimating the time
scale. but the procedure could entail running down the settling tank or using transfer pumps to
empty the settling tank back to appropriate double bottom tank whilst running down the
service tank. The settling tank would be filled with low sulphur fuel which would be
circulated through the purifier before commencing transfer to the service tank. The time scale
must take into account dilution of the low sulphur fuel by the high sulphur fuel , depending on
the levels in the service and settling tanks and the operator must be aware of possible
problems due to instability.
b.
Sulphur acts as a lubricant for the fuel pump plungers and injector needle valves. Moving to
low sulphur fuel will result in higher wear rates on these components.
Cylinder oil with a TBN of70 or 80 is used with high sulphur fuel.
By using a cylinder oil with a high TBN for a low sulphur fuel there may well be an increase
in liner wear rate for two reasons:
I. Chemical : Although the alkalinity of the cylinder oil combats acid attack, it is thought that
a small amount of corrosion does take place during normal operation. This maintains the oil
retention qualities of the liner surface, helping maintain an adequate oil film . When the oil has
a high alkalinity it will completely neutralise the acids, preventing any attack whatsoever
leading to poor retention of the liner surface leading to bore polishing.
2. Mechanical: The additives in the oil which give it its alkalinity are calcium based. When
the oil bums the abrasive calcium ash deposits and can abrade the liner or jam the rings in the
ring grooves with subsequent blow by, destroying the liner oil film .
The calcium ash combines with the sulphur products of combustion forming calcium
sulphate which deposits on exhaust valve leading to blow by and eventual bum out, and
turbocharger nozzle ring and turbine blades causing fouling and a fall off in performance.
194
a. State the problems associated with four stroke engine exhaust valves which are not
associated with the air inlet valves. (2)
b. Describe the features of exhaust valve system design which are intended to overcome
the problems stated in part (a). (6)
c. Explain how the use of multiple cylinder head valves improves engine operating
efficiency. (8)
a.
Localised overheating leading to thermal stressing. uneven expansion, weakening of the
material and erosion by hot combustion gas.
Build up of combustion deposits on seat leading to damage of seats, overheating, wire drawing
and blow by.
b.
Material designed to maintain hardness and strength and resistance to corrosion at high
temperatures. Either the exhaust valve head is made of a nickel chrome (nimonic) alloy friction
welded to an alloy steel stem, or the seating area of the valve has a layer of stellite (50%cobalt,
30% chrome, 20% tungsten) welded on to the molybdenum chromium alloy steel valve.
The valve is designed to rotate in service. This helps remove deposits and maintain the valve at
a homogenous temperature .. This can be achieved by the use ofTumomats, Rotocaps and
winged rotators in which the energy in the exhaust gas is used to rotate the valve as it passes
across vanes welded to the exhaust valve stem.
5'ngte valve 100mm dl• Two V.tYH each 70.7mm dia

Opening area 7854mm
1 Opening oroa 7852mm'
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195
a. Describe, with the aid of a sketch, the procedure for removing a piston from the
cylinder of a medium speed, Vee- type engine: It may be assumed that the cylinder
cover has already been removed. (8)
b. Describe bow the piston rings are removed from a medium speed engine piston,
stating bow tbe piston ring grooves are checked and bow new rings are fitted. (8)
a.
Manual Downward
Strap Bolted force to maintain
to Bottom End Piston at Correct
and Counterweight Angle
to Prevent
Rotation
Slippers
To prevent
damage to
U..../1---';:>" Liner by
Con Rod
Remove anti polishing ring from top of liner
and using the provided grinding tool remove
the wear ridge from the top of the liner.
From inside the crankcase slacken the
hydraulic nuts securing the con rod palm to
the bottom end.
The piston and con rod are removed through the liner leaving the bottom end bearing on the
crankshaft.
196
Ensure the engine is shut down and secured. Start air off, turning gear engaged, cocks open.
LO off. Fuel isolated.
Drain the cooling water in the engine and ensure the Fuel Valve Cooling is isolated and
drained. Remove the engine cylinder head and open the crankcase. Remove anti polishing ring
from top of liner and using the provided grinding tool remove the wear ridge from the top of the
liner. From inside the crankcase slacken the hydraulic nuts securing the con rod palm to the
bottom end.
b.
Piston rings are removed from the piston using the ring expanding tool supplied, to minimise
the risk of injury and to prevent unequal stressing of the ring which may lead to failure in
operation. The rings are removed in order from top to bottom, labeling them as they are taken
off.
After cleaning, the ring groove wear is

checked by placing a new ring in the
groove and measuring the axial
f
Check this
clearance. If the groove is chrome
plated then check the plating has not
clearance worn away. Check undercut is still
with new ring present and that groove is square to stop
In groove the ring tilting and acting to scrape the
Check oil from the liner surface.
that grocwe Is stll
square to prevent excessive
tilting of ring In groove
Butt
Before fitting new rings, check the butt or Clearance
circumferential clearance by placing the new ring
in an unworn part of the liner and measuring the
gap. This clearance is necessary to allow for
II
expansion of the ring without jamming in the
liner as they come up to working temperature. It
wi 11 also allow the ring to expand or contract as it
moves from worn to unworn parts of the liner.
The rings are fitted in the correct order starting
with the bottom ring. The joints should be
staggered to prevent blow by.
197
a. Sketch a section through a turbocharger showing the bearings in place and
indicating how bearing lubrication is achieved. (8)
b. Describe a procedure for the replacement of bearings for the turbocharger sketched
in part (a), stating the checks which must be carried out before the turbocharger is
returned to service. (8)
Note: This question is similar to December 2009 Q4 See page 46 for answer

a. Sketch a main engine cooling water system, showing the coolant flow in all parts of
the system (8)
main engine cooling system sketched in part (a). (4)
c. Explain bow the correct cooling temperatures may be maintained in the system
sketched in part (a), in the event of the remote monitoring and control system
failing. (4)
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198
b.
Temperature control of the HT cooling water is by using Proportional + Integral +
Derivative (PID) cascade control to operate a three way motorised control valve which controls
the flow of water to and from the LT system which in turn uses sea water as the cooling
medium. By Using PID control an automatic system can deal with the time lag between a
deviation arising being restored in a large capacitor such as the cooling water system of the
engine. However because a change in sea water temperature or pressure will affect the inlet
temperature (and therefore the outlet temperature) and a change in load will affect the outlet
temperature, a second or slave controller monitors the cooling water inlet temperature from the
engine and acts as a self contained control loop to adjust the 3 way control valve, thus reducing
any time lag between temperature deviation and corrective action.
The LT Cooler, LO cooler, and Main engine air cooler also use use 3 way motorised valves as
shown in the drawing, although the control circuits are ommitted for clarity. The Lub oil cooler
temperature controller monitors the inlet and outlet temperature of the engine LO and the air
cooler controller monitors the scavenge air temperature.
c.
In the event of sensor failure, the control of the jacket water outlet temperature can be achieved
by manual operation of the three way LT injection valve. Although under constant load
conditions this temperature should remain steady, careful monitoring will be necessary, and the
machinery spaces must be manned. The LT cooler and air and LO coolers should be monitored
and controlled by manual operation of the3 way valves in a similar manner. During
manoeuvring, a man must be stationed at the control to react to any changes in the engine outlet
temperature.
199
With reference to a main engine air starting system, Explain each of the following:
a. why automatic drain traps are fitted at air compressor coolers; (4)
b. why it is necessary to remove oil and water from the air leaving the starting air
compressor; (4)
c. what facilities are required to enable starting air compressors to be started and
stopped automatically; (4)
d. why drains are required on starting air receivers and in other parts of the starting
air system even though drains are fitted at starting air compressors. (4)
a.
When air is pressurised, the dew point temperature of the air rises. When the air is cooled in the
coolers, the water condenses and collects in the cooler. By fitting automatic drains, the water is
prevented from building up in the cooler, and then passing over with the air into the next stage
of the compressor, where it would wash off the lub oil film or damage the valves.
b.
If oil and water is not removed from the air before it leaves the compressor, it will cause
corrosion and pitting in the air receiver. Additionally the oil will coat the internal surfaces of
the pipes interfering with the air flow. A very real danger exists if the oil then carries over with
the air into the air start system, where if it is ignited during an air start sequence, an air start
explosion can occur (Ref M474 Cape Town Castle)
c.
Pressure switches on the air receivers enable the compressors to start and stop automatically.
Normally the first compressor starts when the pressure drops to a set pressure of about 4 bar
below the maximum set working pressure at which the compressor will cut out. Should the
pressure continue to drop (say, due to repeated starting of the main engine during manoeuvring)
then the stand by air compressor will cut in.
To enable automatic starting and stopping off load, the compressors will be fitted with
automatic unloaders and automatic drains.
d.
Even though drains are fitted to air compressors, some oil and water may pass to the air
receiver where it can cause corrosion. A danger is that oil is carried into the air start pipeline
and manifold where it could be ignited during an air start sequence. Drains are therefore fitted
to the air receivers and to a low point on the air pipeline to the automatic valve, and open ended
drains are fitted to the air start manifold to ensure the manifold does not remain pressurised
after an air start sequence has been completed.
200
July 2013 Question I
a. Describe, with the aid of a sketch, the procedure for checking the guide clearances on a
crosshead main engine; (10)
b. Explain how the guide clearances are adjusted. (6)
This question is the same as March 2011 Q1 See page 105 for answer
With reference to V type medium speed engines:

b. describe, with the aid of sketches, how a cylinder cover is removed from the engine; (5)
This question is the same as Mar 2011 Q3 See Page 108 for Answer

excessively out of balance. (4)
engine. (4)
This question is the same as October 2012 Q2 See page 164 for answer
201
July 2013 QuestionS
a. State the possible causes of turbocharger bearing failure and how this may be
minimised. (8)
b. Describe, with the aid of sketches, the procedure for removing turbocharger bearings
for inspection. (6)
c. State the clearances to be checked when overhauling a turbocharger bearing system,
explaining why these clearances are required. (2)
a.
Lack of oil in integral sumps caused by leakage or failure of labyrinth seal at compressor end:
Ensure oil levels are correct before starting and check every watch.
Dirty oil especially at turbine end due to failure oflabyrinth seal at turbine end. Check colour of
oil and labyrinth vent and ensure air sealing passage to labyrinth is clear.
Excessive vibration when running caused by out of balance rotor. Ensure that turbocharger is
regularly cleaned to prevent out of balance deposits on turbine rotor. Excessive vibration can be
also caused by binding wire breaking off, broken blade, or a piece breaking off compressor
impeller.
False brine Iling of bearing when rotor is stopped caused by external vibration sources. Bearing
is mounted on damping springs to minimise this. Ensure resilient mounts for turbocharger are
in good condition and replace bearings at the recommended hours.
b.
The general procedure is as follows:
C 2006 RART marinediesela.co.uk
END
COVER
COMPRESSER ENO BEARING ASSEMBLY
The general procedure for removing the bearing on a VTR 354 is as follows :

202
3. Using a dial indicator, clock the run out of the shaft oil feed stub pipe and oil pump
impeller wheel. Record readings which should be no more than 0.06mm.
4. Remove the oil feed stub pipe and bolt on the holding tool in its place which locks the
rotor so that the nut can be removed .
6. Measure the distance from the end of shaft to the end of casing (distance 'K'). Record this
reading.
7. Screw the extractor tool supplied into the holding tool and remove the oil pump impeller
wheel.
c.
The axial clearances between the compressor impellor and the casing must be checked when
reassembling the bearings. The new bearings are fitted but are left 20mm proud of the casing.
The rotor is pushed forward from the turbine end until the impellor touches the case and the
distance between the end of the casing and the shaft measured {distance Kl). The rotor is now
pulled back from the turbine end until the impellor touches the casing and distance K2
measured.
The bearings are then fully fitted and the distance K measured. The two clearances are then
calculated which are to ensure that the impellor is centralised in the casing. If the clearances are
incorrect, then not only may fouling occur, but would lead to excessive leakage of air at the
front or rear of compressor wheel.
203
a. Explain why main engine starting air compressors are of the multistage type. (4)
b. Explain why intercooling of air is employed between stages. (4)
c. Explain why automatic drain traps are fitted at air compressor coolers. ( 4)
d. Explain why it is necessary to remove oil and water from the air leaving the starting air
compressor (4)
a. Describe, with the aid of a sketch, the procedure for changing a crosshead main engine
exhaust valve. (8)
b. Describe the connections and checks which must be made after a crosshead main
engine exhaust valve has been changed in order to ensure that it will operate correctly.
(8)
This question is the same as October 2012 Ql See page 167 for answer
With reference to main engine starting air systems:
a. state the regulatory requirements for air receivers; (2)

b. describe TWO possible causes of an air start line explosion; (6)
c. describe safety devices fitted to reduce an explosion occurring; (6)
d. describe watchkeeping procedures to minimise the risk of an explosion. (2)
a.
engines. For twin engine installations, then each engine must be able to start the minimum
number of times. In the case of multi engine installations, than an agreement may be made with
the classification society, as to the total number of starts required.
b.
ONE
• Fuel leaks in to engine cylinder when engine is stopped.
• Engine is then started on air containing oil which vaporises as it passes into the air start
manifold.
• As the engine speed builds up to firing speed the temperature of the air being compressed in
the cylinder rises to a level high enough to ignite the fuel in the cylinder. ·
• When the air start valve opens as the unit comes over TDC, the high pressure burning gas
passes from the cylinder back into the manifold igniting the vaporised oil in the starting air.
TWO
• Air start valve sticks open after a start.
• Hot combustion gases pass back into the air start branch pipe as the engine runs heating the
pipe to incandescent.
204
• The engine is then stopped and restarted while the pipe is still red hot.
• Oil present in starting air vaporises in manifold. On contact with red hot pipe, ignition
occurs.
c.
Bursting Disk
Designed to prevent against overpressure. The bursting disk is enclosed by a perforated
cylinder and a perforated cover and deflector in order to protect any bystanders, in the event of
a burst. The cover is fitted with a tell tale, which shows if the bursting disc has blown. If the
bursting disc has blown due to excessive pressure in the starting air line, then the perforated
cover can be turned to block the cylinder perforations until the disk can be replaced. One per
cylinder adjacent to air start valve on a reversing engine. On a non reversing engine such as an
auxiliary engine only one need be fitted between the air start manifold and the automatic valve.
Flame Traps
Can be fitted instead of bursting disks. Fitted in the air start pipe. Consist of brass or
aluminium disk with drilled holes to absorb the heat from any flame. To prevent flame from
cylinder reaching air start line and possibly igniting any oil present if the air start valve sticks
open.
d.
Drain air bottles regularly to minimise oil carry over. Drain start air line at lowest point and
check for oil. Check air start branch pipes when engine is running for signs of overheating.
205
October 2013 Question I
With reference to charge air turbocharged systems:

a. state what instruments should be fitted in order to assess its performance; (4)
b. explain how the information gathered from the instruments stated in part (a) is used
to determine the performance in EACH of the following:
(i) the turbocharger gas side; ((4)
(ii) the turbocharger air side; ( 4)
(iii) the charge air cooling system. (4)
a.
Gas temp gauge before turbocharger
Gas temp gauge after turbocharger
Turbocharger RPM (tachometer)
Manometer to measure pressure drop across compressor inlet filter
Manometer to measure pressure drop across air cooler
Scavenge air temperature gauge
Scavenge air pressure gauge
Air cooler cooling water inlet and outlet temperature
b.
(i)
The energy utilised in the exhaust gas to drive the turbine can be established by the temperature
drop of the exhaust gas across the turbocharger. This together with the turbocharger RPM and
scavenge pressure for a certain load setting will give a guide to the efficiency of the turbine.
(ii)
To maintain a high efficiency compressor, the inlet filter must be kept clean. A clean filter will
show a minimal pressure drop on the manometer fitted across the suction filter. Again for a
certain engine load and turbocharger RPM, the scavenge pressure will give an indication that
the compressor is operating correctly
(iii)
A dirty air cooler will restrict the flow of air and prevent efficient cooling. The cleanliness on
the air side can be established by measuring the pressure drop across the air cooler using a
manometer. Fouling on the water side will reduce the cooling effect and is shown by a decrease
in the temperature rise of t~e cooling water between inlet and outlet. The scavenge air
temperature and pressure gauges shows that the air is at the correct temperature and pressure
(and density) for optimum combustion conditions. Low scavenge air temperatures cause by
undercooling should be avoided which will cause thermal stressing and deposition of water on
liner surfaces.
206
a. State the effect on the cylinder combustion and describe the possible consequences for
engine components in EACH of the following conditions
(i) early fuel injection; (5)
(ii) late fuel injection; (5)
b. State ONE means of changing fuel injection timing during engine operation,
describing how the change in timing is brought about. (6)
a.
(i)
Early injection will mean the fuel starts to bum as the piston is still moving up the cylinder on
compression causing the engine having to do more work forcing the piston upwards against
high pressure. The corresponding high peak pressure around TDC will act directly down onto
crosshead (or piston pin), bottom end and thus main bearings causing overload of the bearings
and loss of hydrodynamic film leading to failure. Loss of power (and torque) due to early
combustion will lead to an increase in fuel pump setting !Tom the governor, exacerbating the
situation. The high peak pressures could lead to unit overload and blowby, destroying the lub
oil film , and lead to excessive wear in the liner due to microseizure. Overload will cause
excessive burning on piston crown. In extreme situations diesel knock will occur and early
ignition of the fuel could try and reverse the direction of the engine with disastrous
consequences.
(ii)
late injection will mean that the fuel does not start to bum until the piston is moving down the
cylinder and the pressure rise does not come quickly enough to utilise the optimum turning
moment on the crank (between 12 and I 5° ATDC). As the piston moves down the cylinder the
increase in volume above the piston is sinusoidal as the velocity increases, and thus peak
pressure is a lot lower. The fuel will still be burning as the exhaust valve(s} open leading to
overheating of exhaust valves and possible burnout, fouling of exhaust trunking, turbochargers
and uptake heat exchangers. An exhaust manifold fire could result from excessive partially
burnt fuel being deposited and then igniting. On a two stroke engine partially burnt fuel could
blow out of the scavenge ports as they are uncovered by the piston leading to fouling of the
scavenge space and possible fire. Again the loss of power resulting would lead to the governor
increasing the fuel , exacerbating the situation on the affected unit(s) and possible overload on
normally running units.
b.
MAN B& W MC-C engines allow the fuel pump timing to

be altered during operation of the engine. The fuel pump
barrel can be moved up and down by means of a threaded
sleeve which is rotated by a rack and pinion (Variable
Injection Timing or VIT). This will vary the height of the
spill ports relative to the plunger and thus alter the point at
which injection starts. The rack controlling the VIT is
operated by an air servomotor the air pressure signal being
controlled either mechanically !Tom the governor output
shaft position or !Tom an electrical signal from the electronic M .l Nta:
UUI..f .W ED
U l f \Y
governor. Although the primary purpose of the VIT is to
achieve better fuel consumption by reaching max cylinder
pressure at about 80% MCR, the VIT racks can be adjusted
individually to alter the timing, or the whole engine timing
adjusted to allow for fuels of different ignition qualities to IL\ CK ·'-' "D I'L~I OS
1FMI ~:-·•
be used.
a. Explain why tie rods are fitted to crosshead engines. (6)
b. Describe a procedure for checking tie rod tension, indicating when the checking of tie
rod tension should be carried out other than at routine times. (6)
c. Explain the possible consequences of uneven tie rod stresses. (4)
a.
The tie bolts hold the bedplate, frames and cylinder beam together in compression and transfer
the firing load back to the bedplate. Although the bedplate, frames and entablature are bolted
together which maintains the alignment of a rigid oil tight structure, without tie bolts the
entablature, frames and bedplate would tend to try and separate as the engine fired, increasing
the loading on the bolts which hold the components together leading to either stretching of the
bolts or failure and loss of alignment.
The tie bolts are designed to be as close to the crankshaft as possible to reduce bending stresses
in the bedplate transverse girder which could lead to cracking.
Tighmess of Tie Bolts is essential to prevent relative movement between the components which
would cause fretting, subsequent misalignment and breakage of the Tie Bolts.
If misalignment has happened because of slack tie bolts, the misalignment must be corrected
before retightening. If not, the engine could be pulled further out of line and the bolts put under
bending stress causing subsequent failure.
b.
Tightening is carried out using hydraulic
jacks to stretch the bolts, and the bolts are
0 0 0 0 0 0 0 tightened in pairs, starting at the centre and
7 5 3 J z 4 6 working outwards (as shown in the
0 O O O O 0 0 diagram). If jacking bolts are used to hold
the main bearing covers in place (Sulzer),
these must be slackened before
commencing tightening the Tie Bolts. Any
clamps locking the tie bolts to prevent vibration must also be slackened.
If tightening from all bolts loose, then the tightening is usually done in three stages. The
makers manual must be referred to for the pressure to which the jacks are to be raised to.
Apart from routine maintenance check tie bolt tightness after a scavenge fire, if crankshaft
deflections are excessive or if finding a crack in a transverse girder.
c.
If stresses in the tie rods are uneven then during engine operation the stresses in the
overtightened bolts could exceed the stress limit for the bolt leading to bolt failure after a set
number of cycles. The slack tie bolts could also fail because of shock loading. Cracking of the
transverse girder could also occur due to excessive bending. Fretting between Bedplate,
frames and entablature could occur as well as on the faces of the tie bolt nuts and their
respective landing surfaces.
208
With reference to diesel driven emergency generators:

a. Describe the requirements for EACH of the following:
(i) starting systems; (3)
(ii) cooling systems; (3)
(iii) fuel systems. (3)
b. Describe the procedure for manual test running of an emergency generator of load (7)
Authors Note: This question, along with any question on emergency generators, belongs
in the general paper. (Or don't steam ships have emergency generators??) The examiner
is really scraping the bottom of the barrel if he has to resort to this type of question.
a.
(i) (Interpretation ofSOLAS Ch. fl-1144.1-3)
I. An emergency generating set shall be capable of being readily started in its cold condition
at a temperature of 0°C. If this is impracticable, or the vessel is intended for operation at
lower ambient temperatures, provisions shall be made for heating arrangements to ensure
ready starting of the generating sets.
2. Emergency generating set shall be equipped with starting device with a stored energy
capability of at least three consecutive starts. A second source of energy shall be provided
for an additional three starts within 30 minutes, unless manual starting can be demonstrated
to be effective. One starting motor is sufficient.
3. Stored energy for starting shall be maintained at all times, and shall be powered from the
emergency switchboard. All starting, charging and energy storing devices shall be located
in the emergency generator space. Compressed air starting systems may however be
maintained by the main or auxiliary compressed air system through a suitable non-return
valve fitted in the emergency generator space.
4. If accumulator batteries are used for starting of the emergency generator prime mover,
every such prime mover shall have separate batteries that are not used for any purpose
other than the operation of the emergency generating set.
5. If the emergency generator set is equipped with an electronic governor, electronic AVR,
priming pumps or other auxiliaries dependent upon electric power supply for a successful
start, power supply to this equipment shall be in accordance with the requirements for
energy for starting.
(ii) and (iii).

Where the emergency source of electrical power is a generator, it shall be driven by a suitable
prime mover having independent supply of fuel with a flashpoint (closed cup) of not less than
43°C and shall have auxiliary systems e.g. cooling system, ventilation and lubrication
operating independently of the main electrical power system. (Interpretation of SOLAS Ch.
11-1 /43.3.1.1)
In practice this means that the engine will be gravity fed from the fuel tank or have an engine
driven fuel supply pump. The Cooling water circulating pump will be engine driven and the
cooling system self contained (usually an engine driven fan and radiator).
b.
The following test should be carried out weekly.
Check the oil in the sump is at the correct level
Check water in radiator
Check fuel level in tank
Ensure fan dampers are open
Change selector switch from auto to manual operation
209
Start using battery start.
When engine warms up check LO pressure, cooling water outlet temperature, RPM,
frequency and voltage.
Do not attempt to connect generator to switchboard
Stop engine and restart using secondary starting system. Note; The engine may to be barred to
a starting position for this.
After stopping engine ensure that selector switch is put back in the auto position.
210
a. State which instruments are fitted at a local engine side control stand, in EACH case
explaining why the device is required at that location. (4)
b. Describe how a main engine is changed over from remote control to local engine side
control which allows manual operation of the fuel linkage. (4)
c. Describe the procedure for manoeuvring a main engine from the local engine side
position when the governor is inoperative. (4)
d. Describe the precautions which must be observed when manoeuvring the main engine
from the local engine side position. ( 4)
a.
Rev Counter and direction: to have a visual indication of engine speed
Telegraph: to communicate bridge manoeuvring orders
Telephone: for communication
Aux blower auto/manual switches and running lights: to control auxiliary blowers.
Start air pressure gauge: to let the operator know whether he has sufficient air to start the
engine.
Fuel pump cam followers position lights Ahead/Astern: for change in direction of engine.
LO pressure gauge: to allow operator to know that LO pressure is at a safe pressure to run
engine.
Scavenge air pressure gauge: To allow the operator to maintain an overview on turbocharger
efficiency.
b.
The sequence of events described here are for a large MAN B& W 2 stroke crosshead engine:
8. Telephone
Although the change over can be effected with the engine running, it may be prudent to stop the
engine before carrying out the procedure. However, if the engine is running, then the fuel hand
control wheel position must be matched to the engine speed before changing over.
wound out, changes the fuel pump regulating shaft from governor operation to local handwheel
control.
c.
the engine.
211
racks so that the pumps will deliver enough fuel to start the engine. The direction control switch
must be in the correct position for the engine direction required. Operating this switch will
change the fuel pump followers and the start distributor into the appropriate position. When the
start button is pressed, the start sequence will commence. Once the fuel pump puncture valve
operating air has vented and the engine fires, then speed control can be adjusted to the required
revolutions.
puncture valves, recirculating the fuel back to the suction side of the pumps. The hand wheel for
regulating the fuel supply is wound back to the stop position. This should zero the fuel racks.
d.
Precautions to be observed:
Take notice of the barred speed range and do not allow the engine to be operated in this range
as severe vibrations will result.
Take care not to overload the engine.
As there is no governor the operator must take care that the engine speed is kept to that
required.
On modern engines all alarms and shut downs are still operational (EXAMINER TAKE
NOTE!!!). However on older (really older) engines shut downs may not be operational when in
local control)
212
a. Explain why high and low temperature cooling water systems are used for cooling
main and generator diesel engines, stating which systems are cooled by the high and
low temperature circuits. (6)
b. Sketch the fresh water cooling systems for a main diesel engine, naming the main
parts and describing how the temperature is controlled automatically. (10)
a.
High temperature (HT) cooling systems cool the cylinder liner, cylinder head and exhaust valve
They are necessary to protect the engine from thermal overload so that the materials maintain
their strength and hardness, to ensure a tube oil film can be kept on the cylinder liner and to
prevent high temperature corrosion. The high temperature is required to prevent undercooling
which could lead to acid attack especially on the liner surface and limit thermal shock and
stressing which could lead to cracking.
Low temperature (LT) cooling systems cool the lubricating oil and the main engine inlet or
scavenge air. Lubricating oil has an inlet temperature of about 45° as does the scavenge air and
so cooling water at a lower temperature is required for these two mediums.
b.
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213
Temperature control of the cooling water is by using Proportional +Integral +Derivative (PID)
cascade control to operate a three way motorised control valve which controls the flow of water
from the LT system to the HT system, thus cooling the HT. By Using PID control an automatic
system can deal with the time Jag between a deviation arising being restored in a large capacitor
such as the cooling water system of the engine. However because a change in LT temperature
or pressure will affect the inlet temperature (and therefore the outlet temperature) and a change
in load will affect the outlet temperature, a second or slave controller monitors the cooling
water inlet temperature from the engine and acts as a self contained control loop to adjust the 3
way control valve, thus reducing any time Jag between temperature deviation and corrective
action ..
The LT system is controlled using a 3 way valve to control the flow through a Sea water cooler.
The temperature transmitter, (which would be after the LT cooling water pumps), and valve
control system has been omitted for clarity.
214
a. State, with reasons, the safety procedure to be observed when overhauling a piston
rod diaphragm gland. (6)
b. Describe the procedure for overhauling a piston rod diaphragm gland, stating what
checks must be made to ensure that the gland functions correctly when the engine is
returned to service. (10)
a.
ensure the person(s) carrying out the work are familiar with the procedure to be followed and
have read the relevant pages of the engine manual relating to the overhaul. Familiarity with the
procedure will ensure the work is carried out safely. Goggles and hard hats should be worn in
addition to safety boots and securely fastened overalls. this is because when taking the springs
out, if one flies loose it could cause injury
Ensure piston and rod are securely mounted on the special cradle. This is to prevent injury due
to movement oflarge heavy parts
To enable the diaphragm gland to be overhauled safely it must be lifted up the piston rod before
securely clamping the table to the piston rod. Ensure lifting strops are in good condition and
within certification.
Tools must be in good condition and the correct ones for the job to prevent injury. Use special
tools for stretching springs prior to removal and refitting.
b.
The diaphragm gland is normally overhauled at the same time as the piston when it is
withdrawn from the engine. The housing is mounted on a table clamped to the piston rod and
then it is separated into its two sections by removing the clamping bolts. After removal of one
half of the casing access to the rings and garter springs is now possible During overhaul the
axial clearance between rings and housing should be checked. This should be in the region of
0.1 - 0.2 mm for a large slow speed engine. If too large the rings will hammer the seatings and
also tend to tilt during operation, leading to inefficient scraping and sealing function. To check
the butt clearances the ring segments on each set are pushed together and the one gap measured.
The butt clearance should not be allowed to generally fall below 50% of its normal clearance
when rings are new, if the rings are going to last until the next overhaul. Springs and ring
segments can now be removed taking care to keep the individual ring sets separate. Scraping
function can be restored on some types of scraper rings by replacing the cast iron lamellae
which slide into the scraper ring steel backing segments. It is important to check the tension of
the garter springs using a spring balance, or by hanging the spring with a known weight
attached and measuring the extension. If these have weakened, then the ring segments will not
be held against the surface of the rod with enough force to enable the sealing and scraping
function , and new springs should therefore be fitted. When fitting new ring segments or
lamellae then sharp edges should be removed by rubbing the segment against a piece of emery
cloth taped to the piston rod. Ensure the ring sets have their gaps offset when reassembling.
When the diaphragm gland is replaced in the engine and the engine is running examine the tell
tale drain from the gland. There should only be a slow drip of oil. Too much oil leaking out
indicates defective scraper rings, while air blowing out indicates faulty sealing ring sets. As an
additional measure, monitor crankcase oil consumption and crankcase pressure to ensure gland
is operating effectively.
215
a. Explain why four-stroke engine exhaust valves generally require more frequent
attention than air inlet valves. (4)
b. Explain exhaust valve design features which assist in prolonging the period between
valve overhauls. (6)
c. Explain how the use of multiple air inlet and exhaust valves improves cylinder
performance. (6)
a.
Exhaust valves subject to much more arduous conditions as they have hot combustion gasses at
approximately700° passing over them during exhaust blowdown and exhaust stroke
This leads to Localised overheating leading to thermal stressing, uneven expansion, weakening
of the material and erosion by hot combustion gas.
Build up of combustion deposits on seat leading to damage of seats, overheating, wire dmwing
and blow by.
b.
Material designed to maintain hardness and strength and resistance to corrosion at high
tempemtures. Either the exhaust valve head is made of a nickel chrome (nimonic) alloy friction
welded to an alloy steel stem, or the seating area of the valve has a layer ofstellite (50%cobalt,
30% chrome, 20% tungsten) welded on to the molybdenum chromium alloy steel valve.
The valve is designed to rotate in service. This helps remove deposits and maintain the valve at
a homogenous tempemture.. This can be achieved by the use of Tumomats, Rotocaps and
winged rotators in which the energy in the exhaust gas is used to rotate the valve as it passes
across vanes welded to the exhaust valve stem.
c.
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217
With reference to exhaust gas economisers/waste beat boilers:

a. Explain the possible consequences of not maintaining the gas side heat transfer
surfaces in a clean condition; (5)
b. describe how the gas side heat transfer surfaces are maintained in a clean condition
during operation of the unit; (6)
c. describe a gas side out-of-service cleaning method, explaining why out-of-service
cleaning is necessary even though in-service cleaning is carried out. (5)
a.
Soot accumulation will lead to a drop in the efficiency of the heat exchanger due to the
insulating effect.
Fires occur in waste heat boilers/economisers in the first instance, as a result of an
deposits of soot, if they ignite at all, will burn themselves out without causing any problems.
Large accumulations of soot if not removed can cause major uptake fires and burning out of the
heat exchanger. Even with small deposits of soot difficulties will arise if soot accumulation
becomes oily, either due to the carry over of unburnt fuel (poor injection) or to excessive use of
cylinder oil.
b.
The waste heat boiler/economiser is fitted with sootblowers. These use steam or compressed air
through a lance with nozzles to remove the soot from the heating surfaces. The lance may be
rotated through an arc using an electric motor so that a wide surface area is covered. Several
lances will be fitted depending on the size of the unit. They should be operated in the correct
sequence, starting with the lowest positioned sootblower. Sootblowing should be done at or
close to full load, so that the velocity of the exhaust gas helps to carry the soot clear of the
uptakes. The bridge should be informed before sootblowing, so that the course of the vessel
may be altered if necessary to prevent glowing embers landing on the deck. Alternatively a
sonic soot removal method can be used which use compresssed air to generate a rapid series of
sonic pressure waves, This method prevents soot from building up in the first place. Also,
unlike steam sootblowers, there is no risk of tube erosion or corrosion.
c.
Sootblowing will not remove all the soot deposits especially at the junction of tubes and
headers and at other nooks and crannies. After Finished with Engine allow 30 minutes for
cooling down, just in case glowing soot ignites if and when access doors are opened. At the
bottom of the vertical exhaust uptake is a drain. This should be opened and the neck of a large
cloth bag or sack tied around the outlet from this drain to catch the soot. Some uptakes have
fresh water water washing nozzles fitted above the heat exchanger. In this case open the
washing water valves and wash down until no more soot emerges at the drain. In the case of no
washing nozzles being fitted, then open the access doors above the heat exchanger and wash
down with a fresh water hose. Afterwards allow time to dry out before closing drain and
shutting access/inspection doors.
218
a. state, with reasons, the causes of a scavenge fire. (4)

(8)
This question is the same as July 2012 Q8 see page 166 for answer

timing. (5)
This question is the same as Oct 2012 Q5 see page 172 for answer

cylinder liner indicating why such clearances are required. (6)
b. Describe how the piston ring clearances stated in Q4(a) are measured. (5)
c. , Explain why the values of piston ring clearances are limited. (5)
This question is the same as March 2011 Q6 see page Ill for answer

a. explain how the risk of fires and explosions may be minimised in the cylinder start air
lines; (8)
(ii) if a safety device has ruptured due to a start air line explosion. (4)
This question is the same as July 2010 Q8 See Page 78 for answer

a. sketch a power card stating why they are taken. (4)
b. Explain how power balancing across all cylinders of an engine is achieved. (8)
c. Explain what is meant by the term draw card, stating what information can be taken
from it. (4)

With reference to main engine crankshaft deflections:
a. describe the procedure to measure deflections; (10)
b. list the occasions when they should be measured; (4)
c. list the occasions when they should not be measured. (2)
219
a. Sketch the lubricating system for a main diesel engine, labelling the main
components. The sketch should indicate the direction of oil flow in the pipes. (8)
b. State the purpose of the components sketched in part (a). (4)
c. State with reasons, The properties of the lubricant required for lubrication of the
main engine components served by the system sketched in part (a). (4)
1'-,
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b.
Drain Tank: Usually part of the ships double bottom, surrounded by cofferdams. Fitted with
sounding pipe, vent and low level alarm (not shown). Large enough to hold complete charge of
oil for engine.
Strainer and Suction Filters: Protect LO pumps from foreign bodies being drawn in which
would damage pump rotors.
Pumps: Two electric pumps or one electric/one engine driven. Positive displacement screw
type. fitted with pressure regulating valves: To pressurise and circulate oil around the system.
Backflushing Filters: To filter fine impurities in the oil. Filter size dependant on engine size
but approx 50 micron for a large two stroke engine.
220
Cooler. Two normally fitted. Usually of plate type, FW cooled: To remove heat energy from
oil.
Temp Control Valve: To regulate tlow through cooler to maintain oil at the correct
temperature (and therefore viscosity) at inlet to engine.
Sample Cock: For drawing off sample for analysis
Booster pumps: Boost oil to 12 bar for crosshead and bottom end lubrication
Temperature sensing device: To monitor inlet temperature.
Pressure sensing devices: To monitor LO pressure and to protect the engine in case of loss of
LO pressure (alarm and shutdown)
Oil drains from crankcase to drain tank from where it is continuously circulated through the
purifier.
Drain tank: fitted with sounding pipe, vent and filling line.
c.
The oil is an SAE 30 oil with a viscosity of I 08cSt at 40°. Its viscosity index is high enough so
that it will maintain this viscosity over a range of temperatures. The viscosity of the oil is high
enough to enable the oil to form a hydrodynamic film when lubricating the bearings, and low
enough to ensure a tlow through the bearings to remove heat.
Additives
The oil will contain detergent additives which are alkaline in nature. these interact with varnish
and sludge, neutralising them and keeping the particles suspended. Because they are alkaline,
they give the oil its alkalinity, combating the strong acids; sulphuric acid formed by combustion
of the fuel or hydrochloric acid arising from seawater, which may find their way into the
crankcase. If the TBN of the oil drops to below 30% of its original specification, then there is a
danger of sludge formation.
If the alkalinity of the oil is depleted then the strong acids present will be indicated by the
Strong Acid Number (SAN) of the oil which should never be present (i.e. Max allowable SAN
= 0)
Dispersants keep soot and combustion products in suspension in the body of the oil charge and
therefore prevent deposition as sludge or lacquer.
Also present will be antioxidants; Antioxidants delay or inhibit the processes of decomposition
that occur naturally in lubricants as they 'age' or oxidise in the presence of air. Oxidisation can
be caused by high temperatures, excessive air entrained in the oil and catalysts such as wear
particles (especially particles of copper and ferrous materials). These oxidation processes give
rise to formation of gums, lacquers and sludge resulting in an increase in acidity and viscosity.
Excessive oxidation is a common reason for condemning a lubricant, usually because acidity
and/or viscosity have exceeded the permissible limits. Depletion of the antioxidants in an oil
will show up as an increase in the Total Acid Number (TAN) of the oil (Max allowable 2) and
by an increase in the insolubles present in the oil. The oil will also begin to smell acrid or
pungent. Paint will peel within the crankcase, machined surfaces become lacquered, excessive
carbon deposits will form in piston cooling spaces, and sludge collected in the purifier will
increase.

a. Explain what is meant by supercharging. (2)
b. Explain the differences between the two basic types of turbocharging. (6)
c. Explain, with the aid of a sketch the operation of sequential turbocharging. (8)
This question is the same as Dec 2011 QS see page 141 for answer
221
April2014 Question l
a. Describe, with the aid of a sketch, a fuel booster module which can supply HFO and
MGO to the ships main and auxiliary engines. (8)
b. Explain how the fuel booster module described in part (a) operates to change the
entire engine installation fuel supply from HFO to MGO. (4)
c. Explain how one auxiliary engine supplied by the booster module described in part
(a) may be flushed through with MGO whilst other engines remain operating on
HFO. (4)
Note: There is no marine designation of fuel as MGO. Examiner please note.
a.
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The "module" referred to by the examiner consists of some or all of the following: Filters
and supply pumps, fuel meters, buffer tank, supply or booster pumps, heaters, viscotherm
and change over valves. Systems vary from ship to ship. The components are not spread out
as shown in the sketch which is drawn for clarity, but are grouped together, usually in the
fuel oil treatment room, as a "module"
222
b.
After ensuring that the "MGO" tank is full , the quick closing valve is open and sludging for
sediment and water. The change over valve is operated (usually by a switch in the control
room, but can be operated manually). As the fuel mixes in the buffer tank the viscosity will
drop and the viscotherm will shut off the heating steam. Care should be taken that the
change over does not happen too quickly as the fuel system may gas up due to residual heat
in the heaters and system. 2°/min temperature drop is recommended. (reduce load on the
main engine if necessary) If trace heating is fitted to the fuel supply this should be shut off,
and if a cooler is fitted on the return line this should be put into operation.
c.
After ensuring that the "MGO" tank is full , the quick closing valve is open and sludging for
sediment and water, start the MGO supply pump. The change over valves are shown as
linked on the sketch and are automatic in operation controlled by a timer. When initially
switching over on one generator, the supply change over valve will operate first with the
return still going to the main fuel supply mixing column. after a set time (usually about 10
minutes) the return change over valve will operate returning fuel to the "MGO" tank.
223
Apri120l4 Question 2
a. State, with reasons, the items which must be considered when undertaking a risk
assessment prior to replacing a crosshead engine hydraulically operated exhaust
valve. (6)
b. Describe the procedure for replacing a crosshead engine hydraulically activated
exhaust valve, explaining what checks must be made before the engine is restarted.
(12)
Note: More Ignorance on display here. The word REPLACE means to put back after
removal.
a.
I. Injury to personnel from someone attempting to start the engine or blow over on air. The
risk assessment must put in place measures to isolate, and lock off the starting air and to
post notices about "personnel working on engine".
2. Injury to personnel from pressurised oil. The risk assessment must put in place measures
to ensure that the Lubricating oil which supplies the hydraulic system is isolated before
attempting to remove hydraulic pipe to exhaust valve to prevent injury and danger of fire.
3. Injury to personnel from HT cooling water. The risk assessment must put in place
measures to ensure that the cooling water is isolated and drained before attempting to start
work to prevent injury by scalding
4. Injury to personnel whilst lifting heavy loads. The risk assessment must ensure that
measures are put in place to ensure that personnel are trained in correct lifting techniques
to prevent injury while lifting.
5. Lifting gear failing whilst under load. The risk assessment must ensure that measures are
put in place to ensure that lifting gear is within certification and is undamaged.
6. Injury to personnel due to unfamiliarity with task. The risk assessment must ensure that
measures are put in place to ensure that all personnel have read the relevant manuals so
that the safe method of carrying out the operation in the correct sequence is understood.
7. Injury to personnel due to ship listing while working cargo at the same time as carrying
out the overhaul. The risk assessment must ensure that measures are put in place to ensure
that before any lifting operation takes place, the current list on the vessel is taken into
account to prevent injury from the load swinging unexpectedly.
b.
I. Engine shut down and isolated. start air locked off. Lub Oil off. Permit to work obtained.
2. Close the cooling water inlet and outlet, and drain the exhaust valve.
3. Dismount the high-pressure pipe for the hydraulic valve actuation.
4. Disconnect the cooling water outlet pipe from the exhaust valve
5. Dismount the return oil pipe from the exhaust valve.
6. Shut of air to air spring and dismount the air pipe for the pneumatic exhaust valve spring
(not shown).
7. Remove the screws of the cooling water inlet flange at the side of the exhaust valve (not
shown).
8. Remove the plate jacket with insulation from the intermediate pipe and remove the screws
which attach the intermediate pipe to the inlet pipe of the exhaust receiver.
9. Remove the protective caps from the exhaust valve studs, and mount the four hydraulic
jacks. Connect the high-pressure pump to the jacks by means of the distributor block and
four high-pressure hoses. Bleed the hydraulic system and raise the pressure Then loosen
and remove the nuts.
10. Attach the crane to the eye bolt fitted on top of the valve and lift the exhaust valve away.
224
Before rep lacing the valve, connect 7 bar auxiliary air to the air spring to keep the valve
closed.
After mounting the new valve and tightening down:
I. Reconnect the exhaust valve outlet to the exhaust manifold using the intermediate pipe
and attach the insulation.
2. Reconnect the Cooling water inlet and outlet and open the valves. Check the tightness of
the sealing ring between the bottom piece and the cylinder cover by ensuring that water is
not leaking.
3. Disconnect the 7 bar auxiliary air supply to the air spring which was connected during
mounting of the valve to keep it closed and reconnect the air spring supply. Open the air
supply to the air spring of the exhaust valve. Engage the rotation indicator and check that
the exhaust valve is closed. Close the air supply to the exhaust valve, and vent the system.
Disengage the air pipe to the exhaust valve. The valve should remain closed for at least 15
minutes. Reconnect air supply.
4. Reconnect the oil drain line and the hydraulic pipe ensuring the seating of the pipe is
clean and undamaged. If damaged it must be lapped using the grinding tool provided.
225
April2014 Question 3
a. Describe how a watchkeeper may become aware of poor combustion in one or more,
.
but not all, main engine cylinders. (4)
b. Describe the checks which should be made in order that the cause of poor
combustion in one or more, but not all, main engine cylinders may be determined.
(6)
c. Describe how the cause of poor cylinder combustion, identified in part (b) may be
corrected. (6)
a.
On observing funnel top before going down on watch the watchkeeper may notice black smoke
from the engine exhaust, or the bridge may ring down to tell him. Exhaust temperatures may be
erratic, although they could all be high because of late combustion on the defective units
combined with higher loads on the good units as the governor tries to maintain engine speed.
Higher than normal fuel rack settings for the engine load will result. The turbocharger will fall
off in performance, as energy from the exhaust gas falls combined with fouling. Decreased
scavenge pressures will exacerbate the problem on cylinders with previously good combustion,
and pulsing of scavenge pressure together with high scavenge temperatures local to affected
units could indicate poor compression and/or blowby. The Engineer may notice that the engine
is not running smoothly and that there is a variation in jacket water outlet temperatures and
piston cooling outlet temperatures. (low on the affected units).
b.
Before starting diagnosis, check planned maintenance records for any work recently carried
out: For example were injectors changed on the units giving problems? This could point to
wrongly set or badly overhauled injectors. Was work carried out on the tappet clearances?
(Badly set tappets with too small clearances leading to poor compression and valve bum out)
Perhaps fuel pump timing has been adjusted incorrectly, or the fuel quality lever has not been
set correctly for the fuel being used.
The best way of diagnosing combustion problems is by taking a set of draw cards or looking at
the computer generated crank angle diagrams if the engine is fitted with the equipment. Take
also fuel rack settings and VIT settings (if fitted). Compression pressures can be ascertained.
Poor compression could be due to worn liners, faulty rings (jammed or broken) or leaking
valves. The maximum cylinder pressure (PMax) can also be established which will give a guide
to the timing of the injection for a particular fuel rack setting
The draw card or crank angle diagram will show faults with injection timing and if there is a
leaking or dribbling injector.
Check also turbocharger RPM, temperature drop across turbine, and scavenge pressure. This
could give a guide as to whether the turbine or compressor needs washing.
c.
If compression pressures are low then the cause must be established and rectified. Valves may
need to be replaced and tappets correctly set. Worn liners should be replaced together with ring
sets. Fuel Injectors may need to be changed for tested spares (lifting at correct pressure with
correct spray pattern and no leakage or dribbling.) Ensure that VIT settings are correct for the
fuel specification and that the engine is correctly balanced. Worn fuel pumps can lead to late
injection and plungers and barrels should be replaced. Check fuel pump timing and quantity
injected for a particular engine setting by referring to indicator (power and draw) cards.
226
a. Describe the procedure for checking the clearance of a diesel engine bottom end
bearing. (6)
b. Explain the possible consequences of operating an engine with excessive bottom end
bearing clearances. ( 4)
c. Describe a procedure for restoring an excessive bottom end clearance to its correct
value. (6)
a.
To check the bottom end bearing clearance on a
large 2 stroke crosshead engine:
• Turn the engine to BDC.
• Isolate the turning gear.
• Climb down into crankpit and measure the
clearance using feelers.
The clearance is measured on the bottom half of

the bearing because the mass of the running gear
acting downwards means that the top half of the
bearing is sitting on the journal. On a large engine
(960mm bore) this clearance can be 0.8mm
b.
Excessive clearance will lead to loss of hydrodynamic film and resulting metal to metal contact
generating heat on the loaded half of the bearing (top halt) where now only boundary
lubrication is taking place. The cooling effect of the oil may not be enough and wiping of the
bearing will result which can lead to damage of the crankpin and a hot spot generating an oil
mist leading to a crankcase explosion.
c.
With modem shell bearings, the clearance is manufactured into the shells. When the clearance
has reached a maximum as laid down in the instruction manual the bearing is changed .
• Screw eye bolts into threaded holes on either side oflower bearing half.
• Remove locking plates and slacken bearing stud nuts using hydraulic jacks
• Using chain blocks lower the bearing cover, taking care not to damage the threads o[the
studs or the crankpin journal.
• Fit four guide shoe retaining blocks in to the crosshead guides. This will prevent the
crosshead and con rod from moving down the engine when it is turned.
• Wrap a strop around the bottom of the con rod and attach to a chain block mounted on the
side of the engine.
• Turn the engine while pulling the the lower part of the con rod with the lifting tackle so
that the crankpin turns out of the top half of the bearing. Take care that the crankpin does
not foul on the top edge of the bearing.
• The crankshaft can be turned to bottom dead centre and the top half of the bearing
examined I removed.
227
a. Describe, with the aid of a sketch, a complete trunk piston diesel engine lubricating
system indicating the flow of oil to all parts of the engine. (8)
b. State with reasons FOUR properties required of a trunk piston engine crankcase oil.
(4)
c. Explain how trunk piston engine crankcase oil is maintained in a suitable condition
for prolonged use in the engine. (4)
a.
Plate © 2014 RART marinediesels.co.uk

Cooler
1'"\
TempControl I '
Valve
------1 From
VENT
Storage
Tank
D Temp
Backflushing I Controller
Filters I
Engine
Pumps
To rocker gear and tappets
From Purifier
To Purifier
DRAIN TANK
The oil is drawn through suction strainer and filters to either electrical or engine driven pumps
which discharge to the engine inlet rail through a cooler and backflushing filters. Each unit is
supplied from the inlet rail to the main bearing where the oil is led through drillings in the
crankshaft to the bottom end bearing and then through drillings in the con rod to the top end
bearing where it is then led to the piston cooling space from where it returns to the crankcase.
Liner lubrication is supplied by oil splashing on to the liner surface where it is distributed up
the length of the liner by the piston rings and controlled by the oil scraper ring. Oil is also
supplied to the timing gear sprayers, the camshaft and Rocker gear and tappets. LO system is
fitted with pressure gauge, separate alarm pressure switch and separate shut down pressure
switch. Control of oil temperature is done by bypassing the cooler as necessary.
228
b.
Lubricating Oil not only lubricates and cools the bearings, it must also lubricate the cylinder
liners and combat the acids formed by the products of combustion.
l. lt must have good dispersion properties to keep the products of combustion in suspension
in the oil.
2. It must contain detergents to keep the ring grooves and piston cooling spaces clean and
prevent sludge build up.
3. It must have a high enough viscosity to maintain a lubricating film on the upper surfaces
of the cylinder liner, and yet allow a flow through the bearings.
4. It must have sufficient alkalinity reserve to combat acids produced during combustion.
For engines burning a distillate fuel or a light fuel blend with a low sulphur content (< I%)
then an oil with a Base Number (BN) of 15 may be sufficient. The lubricating oil for an
engine burning a residual fuel with a sulphur content of 3% may have a BN of 50
c.
The oil is continuously purified at the correct temperature (85 °C) using the correct gravity disk
so that any water is removed along with any products of combustion that may have found their
way into the crankcase.
Ensure that the sump oil level does not fall below minimum recommended by engine
manufacturer to prevent early oxidation of the oil.
Filters are regularly changed and cleaned.
The oil is regularly tested for water, viscosity, TBN reserve and TAN using onboard
equipment.
Precautions against bacterial contamination are taken by preventing contamination from sludge
tanks and maintaining purification temperatures high enough to kill the bacteria. Take and
cultivate dip slides regularly.
229
a. Write instructions for operating the main propulsion and electrical generating
machinery in the event of failure of the Integrated Alarm, Monitoring and Control
System. (10)
b. Explain how engine performance and cylinder power balance may be determined if
the Integrated Alarm, Monitoring and Control System has failed. (6)
a.
Assuming failure of monitoring and control equipment, the engine room must be manned
continuously. If the failure includes the main engine governor and remote operation of the
engine or CPP, then the engine starting and manoeuvring system must be changed to local
control and the engine side manned; this will mean that at least two people must be on watch at
any one time. Engine load must be monitored and adjusted as necessary to prevent overloading
and consequent damage.
Automatic control valves for LO, jacket water, scavenge air and fuel oil temperature must be
set to manual and adjusted as necessary.
Pressures and temperatures must be monitored using local direct reading pressure gauges and
thermometers. Crankshaft bearing temperature monitors and oil mist detectors may be now
inoperative and therefore a greater reliance placed on the senses of smell, sight, sound and
touch to give an early warning of a potentially dangerous situation.
The following must be monitored closely on Main and Auxiliary engines:

Exhaust Temperatures:
This will give a guide to the combustion conditions within the cylinder and engine load. If
allowed to rise too high will cause overheating and burning out of exhaust valve and damage to
combustion space components. Overloading could cause damage to combustion space
components, bearings and crankshaft.
Fuel Oil Temperature/Viscosity:
The viscosity must be maintained for correct atomisation and combustion within the cylinder.
poor combustion will lead to loss of power, afterburning, and damage to combustion space
components.
LO Pressure and temperature:
The pressure and temperature must be correctly maintained to ensure that a hydrodynamic film
is achieved, correct flow is established through the bearings to remove heat, and to prevent
oxidation. In the event of low lub oil pressure the engine is to be shut down
Jacket Temperature:
Must be kept at the correct temperature. Too high will cause overheating, burning of LO film
and weakening of liner material leading to excessive wear, too low will lead to acids/water
depositing on liner causing corrosion and destruction of oil film.
Scavenge Temperature:
Too high will lead to high exhaust temperatures and incomplete combustion (fuel/air ratio to
rich) Too low will cause thermal shocking and water depositing on liner surface.
Piston Cooling Return Temperature (Main Engine):
Too low could mean build up of insulating deposits on crown, leading to burning. Too high
could point to overheating/excessive burning on crown. Could be a sign of cylinder
overloading.
The monitoring of the above should be recorded in the engine room log book. From these
recordings, trends can be recognised and early action taken to prevent failure.
230
The power management system is now inoperative. Two generators are running, with the third
ready for immediate local starting. The switchboard should be monitored and the load sharing
monitored and controlled on the engine governors. Ensure frequency is maintained at 60 Hz
and voltage at 440V.
b.
Engine perfonnance can be detennined by monitoring the fuel rack settings, exhaust
temperatures, and scavenge air pressure for a particular speed or load setting. These should be
approximately the same for each cylinder of the engine with no large variation. To more closely
establish perfonnance and equal cylinder load balance, a set of compression and peak pressures
can be taken on a medium speed engine, and a set of power cards (if fitted with indicator cams)
and draw cards on a slow speed engine. These should give equal readings within limits when
taken from engines running under steady load conditions. Small adjustments can be made to
allow the engine to be balanced, allowing the engine time to settle down before re taking the
readings.
231
a. Explain why a crankcase explosion occurs. (4)
b. Explain the possible consequences of a crankcase explosion. (4)
c. Explain why a scavenge fire occurs. (4)
d. Explain the possible consequences of a scavenge fire. (4)
a.
For an explosion to occur there must be oxygen, fuel, and a source of ignition. The oxygen will
be present in the air in the crankcase, The lubricating oil is the fuel, and the source of ignition is
usually an overheated bearing (although it can also be anywhere two metals are rubbing
together, or blowby on a trunk piston engine)
The mixture of oil and air must be in a ratio that is within the range of inflammability; the
splashing of the lubricating oil inside the crankcase breaks it up into droplets or globules of
exists, some oil will come into contact with it and wi 11 be vaporised, circulate to cooler parts of
the crankcase and there condense to form a white mist of finely divided oil particles (<
!Omicron) well mixed with air. This mist is combustible within certain concentrations ( lower
explosive limit 50mgllitre -about 13% oil mist to air). If the mist should now circulate back to
b.
widespread damage then follows. M!Uor damage to crankcase and engine room can occur,
doors blown off, floor plates lifted, fires started and personnel severely injured or killed
c.
source of heat for ignition comes from piston blowby, slow ignition and afterburning, or
d.
Unless action taken to extinguish the fire, and the scavenge is severely fouled then it can spread
along the engine engulfing the whole of the scavenge trunking and spaces, There is a danger of
an external fire starting. If the engine continues to run, unburnt fuel can pass into the exhaust
space where it can ignite causing the turbocharger to overspeed and burst due to the
uncontrolled release of energy. In any case severe fouling of exhaust space and turbocharger
can occur. The heat from the fire can cause damage to the scavenge space, melting or distorting
reed valves if fitted, non return flap valves, and cracking of the diaphragm plate. Engine
running gear can be damaged, including distortion of piston rod and damage to the diaphragm
gland, scoring and damage to piston and liner due to burning off the lub oil film, and damage
to liner 0 ring seals. The scavenge relief valves springs will be weakened by the heat, and the
tie bolts slackened due to expansion causing cracking in the transverse girder.
232
a. Describe the actions to be taken to enable a main engine to be operated in the event
of one of the two constant pressure turbochargers suffering complete bearing failure
and damage to the journals which cannot be rectified. (8)
b. Describe the action to be taken to enable a main engine to be operated in the event of
damage to a charge air cooler preventing circulation of water through the cooler. (8)
a.
The sketch shows the set up for emergency running of a large slow speed 2 stroke engine
fitted with multiple turbochargers. Because the turbochargers are constant pressure type, the
exhaust inlet and air outlet can be
Exhaust Manifold blanked off as shown. On some
Expansion Bellows
two stroke engines instead of
Remove and blank removing the bellows and
for em erg. Run blanking, plates with orifices are
fitted , keeping turbine dry and
compressor cool.
If the engine is fitted with two
turbochargers, then the engine can
continue to run using the
Expansi on BeUo-
Remove and biJonk remaining turbocharger, although
for emerg. Run max load will not be attainable and
a close watch should be kept on
the exhaust temperatures
especially adjacent to the by
passed blower.
UMS would be suspended and a
watchkeeping system introduced.
Water Separator
The engine would be run on
control room control.
b.
The air cooler would be isolated and drained on the water side with the drain left open. On a
large slow speed 2 stroke engine fitted with multiple turbochargers then the turbocharger
could be isolated as described in part a, and the engine run with remaining turbochargers to
prevent localised overheating of units adjacent to the turbocharger with the damaged air cooler.
On an engine fitted with a single turbocharger, then after isolating and drain ing the cooler, the
engine would be run at low load whilst keeping a close watch on the scavenge air temperature.
The high temperature alarm for the scavenge space is set at 60°C, so keeping below thi s to
prevent thermal overloading within the cylinders, with a close eye on the exhaust temperatures
is essential.
Surging of the turbocharger may occur. If this happens repeatedly then engine load should be
reduced till the surging stops to prevent damage to the rotor and bearings.
UMS would be suspended and normal watchkeeping introduced. The engine would be on
control room control.
233
a. Sketch a starting air system from the air compressors to engine starting devices
labelling all main parts. (8)
b. Explain how the compressed air system should be operated to ensure that there is
sufficient pressure in the starting air receivers at all times to enable main and
generator engines to be started. (4)
c. List, with reasons, FOUR safety devices which are fitted in a compressed air system
used for engine starting. (4)
A~rStart
Valve
1 per Cyl.
Start
SIQnal
© 2005 RART ma rinediesels .co.uk
b.
engines.
Two or more air compressors are to be fitted having a total capacity, together with a topping-up
compressor where fitted, capable of charging the air receivers within I hour from atmospheric
pressure, to the pressure sufficient for the number of starts required as outlined above. The air
compressors should be kept in good condition, regularly overhauled, with charging capability
regularly checked. They should be set to auto start if possible with one compressor on lead and
the second on lag, starting if the air pressure in the receivers falls below a preset level. The
running hours should be monitored to ensure that the compressors are running efficiently and
234
there are no major leaks of air. The auxiliary engines may have an auxiliary air receiver fitted,
capable of being charged from the emergency air compressor. This should be kept charged
from the main air receivers and isolated in case of loss of pressure from the main receivers, so
that an auxiliary engine can be started in case of emergency. If the engine is not of the direct
reversing type, then one of the main air receiver can be kept fully charged and isolated when
the vessel is on passage.
c.
Bursting disk on air start branch pipes from manifold to air start valves: To prevent over
pressure of the air start manifold in case of an explosion.
Non return valve at or just after automatic valve: To prevent an explosion in the manifold
getting back to the receiver.
Turning gear interlock: To prevent the engine being turned on air whilst turning gear is
engaged.
Interlock to prevent fuel being injected whilst the engine is being cranked on air: to prevent
ignition of fuel in the cylinder passing back through the air start valve into the air start
manifold.
235
a. Describe the procedure to take main engine crankshaft deflections; (10)
b. List the occasions when they should be taken; (4)
c. List the occasions when they should not be taken. (2)
Note: This question is the same as Jul2012 Q2 See page 157 for answer
a. Sketch, in section an engine charge air system, from the turbocharger to the engine
scavenge ports, indicating all fluid flows, showing main instrumentation and naming
the main parts. (10)
Note: This Question is the same as Oct 2012 Q6 See page 174 for answer

a. Sketch a starting air system which may be used for starting a generator engine,
b. Explain how a generator engine starting air system is set so that it may be started
automatically by the power management system, stating the precautions which must
be observed at an engine selected for automatic standby. (8)
Note: This question is similar to Mar 09 Q8 See page 14 for answer
With reference to cylinder liner calibration:

a. describe the method of calibrating a cylinder liner, stating the purpose of the
procedure; (1 0)
b. explain how the accuracy of the readings is ensured; (3)
c. state the types of liner damage.(3)
Note: This question is the same as Dec 2011 Ql See page 137 for answer
a. Determine the specific fuel consumption for a main engine with an output power of
lOOOOkW and a daily fuel consumption of36 tonnes. (4)
b. Sketch in phase and out of phase indicator diagrams, explaining how these are used
to help maintain correct specific fuel oil consumption. (8)
c. State TWO engine faults which may cause an increase in the specific fuel oil
consumption, explaining their effect on the draw card sketched in Q7(b). (4)
Note: This question is the same as July 2010 Q7 See page 76 for answer
236
a. State the advantages of using a common rail fuel injection system. (6)
b. Describe, with the aid of a sketch, the operation of a common rail fuel injection
system. ( 10)
Note: This question is the same as Dec 2011 Q6 See page 142 for answer
timing. (5)
Note: This question is the same as Oct 2012 05 See page 172 for answer
An alternative sketch is shown.
Cranksllalt
Poslllon
Pickup
237
a. describe, with the aid of a sketch, the crankcase explosion relief door for a diesel
engine: (9)
b. explain how a crankcase explosion door functions in the event of an explosion; (4)
c. state a reason for the crankcase explosion relief doors opening, other than because of
an explosion. (3)
a.
The spring loaded valve is of aluminium alloy
for low inertia. A non stick heat resisting
rubber 0 ring ensures positive sealing.
Spring ... A dome shaped flame trap of oil soaked wire
~" gauze inside the crankcase with a free area
Oil Wetted
Gauze
(Flame Trap1 i.
·c:
E
equal or above that of the valve opening area is
designed to dissipate the heat from the
explosion .
A deflector shield secures the valve spring and
ANKCASE I ENGINE
ROOM
,_
~
directs any gas emitted in a downward arc of
120° where the damage caused will be
' \
\
i
~
minimal.
Fitted to engines with bore of between 200mm
and above. Engines with a bore between
200mm and 250mm with a crankcase volume
of 0 .6m 3 and above have one door at either end
S hlold of crankcase. Engines with a bore of between
250mm and 300 mm must have a door fitted to
CrankcaM Door
each alternate crankthrow compartment.
Explosion Relief Door Engines with bore of 300mm and above must
have a door fitted to each crankthrow
compartment.
Free area of valve a min of 45cm 2 and 115cm2 per m3 of crankcase volume.
b.
When a crankcase explosion occurs, flame speeds may reach 300m/s with a substantial rise in
crankcase pressure. If this pressure is not relieved it can reach several bar and result in the
blowing off of the crankcase doors. This then allows a large amount of air to be drawn in to the
crankcase to fill the vacuum caused by the so called primary explosion. The result is a high
risk of a devastating secondary explosion which can cause extensive damage, fire and fatalities.
The explosion relief door is designed to limit crankcase pressure to 1.3 bar. It should be fully
open at a crankcase pressure of 0.2bar. The flame trap dissipates heat and prevents the flame
from the explosion entering the machinery space where they could cause injury to personnel
and start an external fire .
Because it is a non return valve, the explosion relief door stops air being drawn back into the
crankcase after the pressure has been relieved, thus preventing a secondary explosion.
c.
Excessive piston blowby into the crankcase of a trunk piston engine, or air leaking from a
defective piston rod stuffing box can cause a rise in crankcase pressure. This may cause the
explosion relief doors to lift, especially if the crankcase vent has become partially obstructed or
blocked.
238
October 2014 Question I
With reference to engine charge air coolers:

a. state why charge air coolers are fitted to turbocharged diesel engines; (2)
b. describe how the performance of a charge air cooler may be assessed during engine
operation; (4)
c. explain how it may be determined that condensate from the charge air cooler is
being effectively drained during engine operation; (4)
d. describe the possible consequences of large amounts of water entering an engine
charge air inlet system, explaining why there may be greater risk of water ingress on
a 4-stroke engine than on a 2-stroke engine. (6)
a.
of oxygen.
b.
A dirty air cooler will restrict the flow of air and prevent efficient cooling. The cleanliness on
the air side can be established by measuring the pressure drop across the air cooler using a
manometer. Fouling on the water side will reduce the cooling effect and is shown by a decrease
in the temperature rise of the cooling water between inlet and outlet. The scavenge air
temperature and pressure gauges shows that the air is at the correct temperature and pressure
(and density) for optimum combustion conditions. Low scavenge air temperatures cause by
undercooling should be avoided which will cause thermal stressing and deposition of water on
liner surfaces.
c.
The drain line from the water separator is fitted with a sight glass and an orifice plate which is
designed to drain the water under average running conditions. A level alarm will activate in
case of too high water level at the drain. If this is due to high humidity of the air, then the
bypass line can be opened. Too much water in the scavenge air will result in poor combustion,
low exhaust temperatures and white smoke.
d.
condenses and is held in the air as tiny water droplets.
If the water was to enter the engines cylinders it would deposit on the relatively cool lower part
of the cylinder liners and wash away the lub oil film on the cylinder walls causing excessive
wear due to microseizure and possible acid attack from the sulphur dioxide produced by
combustion. The excessive wear would lead to blowby, localised overheating, loss of power,
possibility of scavenge fires in two stroke engines and possibility of crankcase explosions in
trunk piston engines.
There may be a greater chance of water ingress on some 4 stroke engines when compared to 2
stroke engines because on 4 stroke engines the air leaves the air cooler and passes straight into
the inlet manifold which tends to be in line with the air cooler. On a 2 stroke engine the air
leaves the turbocharger and then passes down to the air cooler and water separator. It then
flows upwards into the scavenge manifold entering through non return flap valves. This means
any separated water is left behind.
239
a. Describe with the aid of a sketch, a diesel engine fuel injection system for which the
start and end of fuel injection may be changed during engine operation, explaining
how fuel injection pressure is achieved and how injection timing is controlled. (10)
b. Explain why change in fuel injection timing may need to be varied during engine
operation, stating the possible consequences of running the engine for prolonged
periods either with early injection or with late injection. (6)
a.
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b a n . .... ,
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Control
Valve
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I
I
I
Variable Air
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MAN B&W VIT Control
b.
Variable Injection Timing is employed within closely controlled limits to advance injection
timing so that P max is reached at about 85% load. This gives a more efficient engine by
lowering the fuel consumption. P Max is then kept constant by retarding the timing as the load
is increased to I 00%
The injection timing can also be manually adjusted to allow for more efficient combustion of
fuels with different ignition qualities.
Early injection will mean the fuel starts to burn as the piston is still moving up the cylinder on
compression causing the engine having to do more work forcing the piston upwards against
240
high pressure. The corresponding high peak pressure around TDC will act directly down onto
crosshead (or piston pin), bottom end and thus main bearings causing overload of the bearings
and loss of hydrodynamic film leading to failure. Loss of power (and torque) due to early
combustion will lead to an increase in fuel pump setting from the governor, exacerbating the
situation. The high peak pressures could lead to unit overload and blowby, destroying the lub
oil film, and lead to excessive wear in the liner due to microseizure. Overload will cause
excessive burning on piston crown. In extreme situations diesel knock will occur and early
ignition of the fuel could try and reverse the direction of the engine with disastrous
consequences.
Late injection will mean that the fuel does not start to burn until the piston is moving down the
cylinder and the pressure rise does not come quickly enough to utilise the optimum turning
moment on the crank (between 12 and 15° ATDC). As the piston moves down the cylinder the
increase in volume above the piston is sinusoidal as the velocity increases, and thus peak
pressure is a lot lower. The fuel will still be burning as the exhaust valve(s) open leading to
overheating of exhaust valves and possible burnout, fouling of exhaust trunking, turbochargers
and uptake heat exchangers. An exhaust manifold fire could result from excessive partially
burnt fuel being deposited and then igniting. On a two stroke engine partially burnt fuel could
blow out of the scavenge ports as they are uncovered by the piston leading to fouling of the
scavenge space and possible fire. Again the loss of power resulting would lead to the governor
increasing the fuel , exacerbating the situation on the affected unit(s) and possible overload on
normally running units.

a. explain how the risk of fires and explosions may be minimised in the cylinder start
air lines; (8)
(ii) if a safety device has ruptured due to a start air line explosion. (4)
Note: This question is the same as July 2010 QS See Page 78 for answer

a. explain the causes of a scavenge fire, stating how such an outbreak is bought to the
notice of the duty engineer; ( 4)
b. describe the action which should be taken in order to extinguish a scavenge fire : (6)
c. state, with reasons, the checks which must be made after a scavenge fire has been
extinguished in order to assess possible engine damage and minimise the risk of
future scavenge fires (6)
NOTE This question is the same as October 2012 Question 7 See page 175 for answer
241
October 20 14 Question 5
With reference to the replacement of a main engine fuel injection pump whilst the vessel
is at sea:
a. State with reasons, THREE risks involved in the operation, explaining how they may
be overcome; (6)
b. Describe, with the aid of a sketch or sketcbes the procedure involved in the
replacement of the fuel pump, explaining the checks which must be made to ensure
the pump operates correctly in service. (10)
NOTE: I don't know whether the examiner and the SQA are aware of this but the word
REPLACEMENT means "To Put Back". However because I assume that they are
ignorant of this fact, I am describing the removal and replacement. Another point is the
term "main engine fuel pump". A main engine can be anything from a small medium
speed engine of a few thousand KW to a large 2 stroke of 60000 kW or more
a.
Risk of burning from hot fuel: This will occur if the fuel pump has not been correctly isolated
and drained down.
Risk of injury due to incorrect lifting techniques: Depending on size, the fuel pump may need
lifting gear to lift clear of the engine.
Risk of injury due to failure of lifting gear. Ensure strops, shackles etc are in good condition
and of the correct size for the job.
b.
', SECTIOHOF
: AJR111UNIONG
,' REMOVED
FUEL
PUMP
0 CAMTVAHEO TO
BASE CIRCLE
Shut down and secure engine. Lube Oil, Fuel, and Air shut and locked off. Post Notices "Men
Working." Turn engine so that fuel pump follower is on base circle of cam. Engage shaft Brake
if engine cannot be declutched. Depending on engine type a section of air inlet manifold
trunking may have to be removed.
Drain fuel from pump and remove fuel connections, air and sealing oil connections. Remove
HP oil pipe to injector. Disconnect connection to fuel pump control shaft linkage taking care
not to move any adjustment settings. Screw lifting tool onto top of pump and attach hook of
242
crane to lifting tool. Undo nuts holding pump to engine frame and lift fuel pump clear and land
in safe place.
Replacement is a reversal of removal, fitting new joints 0 rings etc.

The pump and components must bear the correct stamps to keep any IAPP certificate in force.
Before fitting a new pump to the engine check that the plunger and barrel are a matched pair
and that the plunger is free to reciprocate and rotate in the barrel with no evidence of sticking.
Once the pump has been bolted down on the engine, and the fuel quantity rack connected to the
fuel control shaft, remove the erosion plugs, adjust the rack to the zero position and by sighting
through the spill ports ensure that the no load groove is lined up. The erosion plugs must be
torqued up to the correct setting and wired up.
The timing must be checked. The method of doing this will vary from engine to engine, but
basically entails ensuring that the top edge of the plunger covers the spill ports at the crank
angle specified by the engine manufacturer. The distance between the top of the barrel and the
top edge of the spill ports is known, so once the engine has been turned to the correct position,
a measurement using a depth gauge can be made from the top of the barrel to the top of the
plunger. Turn engine to ensure pump is free to move. On starting the engine peak pressures and
indicator cards taken to check fuel delivery and timing.

a. Describe the lubricating oil flow within a two stroke engine. (8)
b. Describe the difference in properties between the lubricating oils used in crosshead
and trunk type engines. (8)
NOTE: This question is the same as July 2012 Question 3 See page 159 for answer.
243
a. Describe with the aid of a sketch or sketches, the procedure for preparing a main
bearing for inspection. (6)
b. Describe THREE defects which may be found on the journal and bearing shell,
stating their possible causes. (6)
c. Describe a procedure for checking main bearing clearance. (4)
a.
Relevant safety precautions to be observed. LO and start air shut off and turning gear engaged.
Before removal of a main bearing, it is advisable to take a set of deflections and measure the
bearing clearance.
Turn crankshaft so that the crank web of the respective bearing is in the horizontal position.
Remove LO feed to bearing. Loosen and remove the bearing jacking bolts.
Mount roller support as shown on A frame and bolt lifting

bracket to main bearing cover. Using lifting tackle lift cover a
few mm to ensure bearing is not lifting with cover, then lift
cover and using a second chain block pull out of engine.
Turn the engine until the lower side of the respective crank is parallel
to the bedplate.
Place a dial gauge above a crank web near the bearing shell to be
removed and set it to zero.
Place the supplied jacking beam between the transverse girders as
shown. Place hydraulic jacks on girder.
244
bearing shell and tighten alien screws. Attach
a wire rope to the short hook on removal tool
and lead it outside the shell collar to the
other side and then up through the roller
support and attach to chain block.
Using the jacks and paying close attention to

the dial gauge, lift the crankshaft the
equivalent of the bearing clearance in the
adjacent bearings. By pulling on the steel
rope turn the lower bearing shell out. When
the bearing shell lies on the top of the
crankshaft journal, remove the steel rope and
screw the eye bolt into the threaded holes on
the crown of the shell rear surface. Then lift
the lower bearing shell and remove it from
of the engine.
b.
Wiping: This can be partial wiping (smearing) or total wiping where the bearing material has
melted, due to overheating usually due to breakdown of hydrodynamic film. Can be caused by
overloading.
Pitting corrosion of bearing: Caused by acidic (oxidised) oil or by sea water contamination of
oil.
Scoring of bearing/crankpin : Caused by hard particles in the oil. Can be due to sea water
corrosion causing hard stannic oxide scabs in the bearing.
c.
To measure the bearing clearance, turn the crank to 90° to the exhaust side. By sitting on the
crankweb, it is possible to slide a set of retractable (swedish) feelers between crankweb and
bearing housing and measure the clearance at the top of the bearing. (approx 0.7mm for a large
slow speed 2 stroke engine). Ensure that feelers are fully retracted before trying to remove
them.
cylinder liner indicating why such clearances are required. {6)
b. Describe how each of the piston ring clearances stated in part (a) are measured. (5)
c. Explain why piston ring clearances must be kept within set limits. (5)
Note: This question is the same as March 2011 Q6 see page 111 for answer.
245
December 2014 Question I
a. Sketch the lubrication system for a crosshead engine, showing all essential valves
and the fluid flow directions; (10)
b. Describe how lubricating oil is maintained in a clean and effective condition. (6)
Note: This question is the same as Oct 11 Q2 See Page 127 for answer

Note: This Question is the same as Oct 09 Q6 See Page 36 for answer

Note: This question is the same as Mar 2011 Q3 See Page 108 for Answer

a. Explain why high and low temperature cooling water systems are used for cooling
main and generator diesel engines, stating which systems are cooled by the high and
low temperature circuits. (6)
b. Sketch the fresh water cooling systems for a main diesel engine, naming the main
parts and describing how the temperature is controlled automatically. (10)
Note: This question is the same as Oct 2013 Q6 See page 213 for answer

a. State, with reasons, the safety procedure to be observed when overhauling a piston
rod diaphragm gland. (6)
b. Describe the procedure for overhauling a piston rod diaphragm gland, stating what
checks must be made to ensure that the gland functions correctly when the engine
is returned to service. (10)
Note: This question is the same as Oct 2013 Q7 See page 215 for answer
246
With reference to charge air turbocharged systems:
a. state what instruments should be fitted in order to assess its performance; (4)
b. explain how the information gathered from the instruments stated in part (a) is used
to determine the performance in EACH of the following:
(i) the turbocharger gas side; ((4)
(ii) the turbocharger air side; ( 4)
(iii) the charge air cooling system. (4)
Note: This question is the same as Oct 2013 Ql See page 206 for answer

a. Sketch a starting air system from the air compressors to engine starting devices
labelling all main parts. (8)
b. Explain how the compressed air system should be operated to ensure that there is
sufficient pressure in the starting air receivers at all times to enable main and
generator engines to be started. ( 4)
c. List, with reasons, FOUR safety devices which are fitted in a compressed air system
used for engine starting. (4)
Note: This question is the same as Apri12014 Q9 See page 234 for answer

(8)
Note: This question is the same as July 2012 Q8 see page 166 for answer
247
With reference to slow speed diesel engine hydraulically actuated exhaust valves:
a. describe, with the aid of a sketch the hydraulic actuation system explaining bow the
timing of valve opening and closing may be changed during operation; (8)
b. describe, with the aid of a sketch the air springing arrangement; (4)
c. explain how the air spring system operates; (2)
d. explain how the loss of air from the air spring cylinder is compensated for during
operation. (2)
a.
Position
Feedback
From Engine
Control I
Computer Air Supply
·-+ ccu •'
...
From 7 Bar
Air Via N/R Valve
Cylinder I I
Control
Unit
I I
I
I
Exhaust Valve
Actuator
200 Bar
Pressurised
@2011RARTmarlnediesels.co.uk
Rail
The sketch shows an exhaust valve and actuation system from an electronically controlled
engine. Servo oil at 200bar from engine driven pumps is used for exhaust valve actuation and
control.
The Servo oil does not operate the exhaust valves directly. The actuation is by lubricating oil
supplied directly from the bearing oil supply system via a non return valve.
Unlike exhaust valves operated by cams, the timing of the opening and closing of the valve is
infinitely variable to give efficient operation over the whole operating range of the engine. By
using the position sensors, the delay between the computer giving the order for the valve to
open and close and the actual movement starting (known as the deadtime) can be measured and
compensated for .
The crankshaft position sensors send the signal to the cylinder computer. When the exhaust
valve is required to open the computer sends a signal to the Normally Closed electrical control
valve. This allows the servo oil to the underside of the Actuator piston. This now moves,
displacing the exhaust valve actuating oil and causing the exhaust valve to open. As the valve
opens, air under the air spring at 7 bar is compressed by the air spring piston. When the
exhaust valve is required to close, the electrical control valve shuts off the servo oil and allows
the oil under the actuator piston to drain. The air spring now closes the exhaust valve.
248
b.
With reference to the sketch in part a.
A close fitting air spring piston fitted to the exhaust valve spindle is located in a cylinder as
shown. Air at 7 bar together with a small amount of oil for lubrication is supplied to the space
below the piston. A relief valve is also fitted, so that any oil that collects at the bottom of the air
spring cylinder can drain back to the crankcase.
c.
As the valve opens, air under the air spring at 7 bar is compressed by the air spring piston.
when the hydraulic pressure on the actuator piston drops, the compressed air acting on the
underside of the piston closes the valve.
d.
The air supply to the air spring is continuously supplied via a non return valve.
249
a. State why Slow Turning is carried out on a diesel engine, explaining when the
procedure should be undertaken for crosshead and trunk piston type engines. (5)
b. Describe how a Slow Turning system operates, stating how the system will react if it
is unable to complete the slow turn sequence. (5)
c. Describe an inspection procedure which must be carried out to determine why an
engine Slow Turn procedure was not completed, indicating possible causes for the
failure. (6)
a.
Slow turning is used to prevent possible damage to the engine due to liquid in the cylinders
which may have built up whilst the engine is stopped. Turning on full air would case the unit to
"hydraulic" causing possible slipped crankshaft, damage to cylinder head and studs, and
perhaps a bent con rod and bearing damage
Two situations in which the slow turning valve is used:
On a slow speed engine during manoeuvering. If the engine has been on "stop" awaiting a
movement for more than a set period (usually 20-30 minutes) then when an order is given and
the engine control moved to start, instead of the main air start opening, the slow turn valve will
open. If the engine satisfactorily completes a revolution, then the main air start opens allowing
the engine to start.
On a medium speed diesel electric installation where engines are on standby for immediate
start, a slow turning valve may be timed to turn the engines every hour, an alarm sounding if
they fail to complete 2 revolutions. However air used for this slow turning must be dry to
prevent corrosion ofliners over a period of time when the engines are not needed.
b.
The sketch is a diagrammatic
representation of part of an engine
starting system fitted with slow
turning. In a normal start sequence the
air start signal from the solenoid or
hand operated control valve opens
both the main automatic valve and the
slow turning valve, pressurising the
air start manifold and allowing the
start sequence to initiate. If the engine
has been at standstill for a period of
time, then the solenoid valve is
energised, only allowing the slow
turning valve to open. Once the
engine has successfully completed the
required revolutions, the solenoid
valve is de-energised and the main air
start valve opens. Should the engine
From Ait fail to slow turn through the required
Receivers revolutions an alarm is activated and
the engine start sequence will be
I> 2015 RART ma rinedleMis.co.ulo
stopped.
250
c.
Assuming that the air receivers are at the correct pressure and the outlets to the starting system
fully open. Shut down the air start system and engage turning gear. Open indicator cocks. Start
turning gear and observe ammeter. If load on ammeter starts to rise this could be indicative of
liquid in the cylinders (oil or water) which should be coming out through indicator cock, which
points to a cracked liner, head or piston. Other causes of a rise in turning gear current could be
binding running gear, tools left behind in crankcase after overhaul, or perhaps a rope around the
propeller.
Stop engine at tight spot and open crankcase/scavenge space to investigate.
If engine turns on turning gear without stalling, or tripping on overload, with no high current
registering on ammeter, then there is a fault with the slow turning system. Probable cause is
slow turn valve not opening fully . Investigate and rectif'y.

a. describe how a primary explosion occurs and how this may lead to 11 secondary
explosion; (8)
b. explain the action to be taken in the event of an oil mist detector alarm sounding. (8)
Note: This question is the same as Oct 11 Q3 See Page 129 for answer

the system (8)
failing. ( 4)
This question is the same as Mar 13 Q7 See Page 198 for answer
251
a. State, with reasons, FOUR safety procedures which must be undertaken before any
overhaul is carried out on a main diesel engine. (4)
b. Describe with the aid of a sketch or sketches, the overhaul of an engine crosshead
including the inspecting and adjustment of the crosshead bearing clearance and the
guide clearance. (12)
a.
Shut down LO, FO and cooling water, draining engine if necessary. Shut off and lock off start
air: to prevent injury to personnel during overhaul.
Inside of Crankcase and scavenge space of a large engine must be treated as enclosed space and
atmosphere tested for oxygen and explosive vapours. This is to prevent personnel collapsing
due to lack of oxygen or being injured by explosion.
Notices posted in control room and in engine that men are working on the engine: to make staff
aware so that accidental supply of services to engine does not occur.
Briefing to all those involved in the overhaul so that each team member is aware of their duties
and responsibilities, ensures safe overhaul with minimum down time.
b.
... To check the bearing clearances the engine is turned to
PISTON
BDC. The clearance is measured at the top of the bearing
s" using feeler gauges and is checked on both sides. Typical
1
-.:
1
clearance for a large slow speed 2 stroke: 0.6mm. The
bearings are of the thin shell type. Clearances are non
adjustable and bearings replaced when the clearance
approaches maximum value.
I To measure guide clearance:

Ensure ship is upright and on even keel.
Turn engine to correct crank angle. (45°ABDC on
exhaust side on MAN B&W, 10° BTDC on fuel pump
side on Sulzer RTA)
The slippers should be against one set of guides, if not
jack across.
CON ROD Measure guide and guide strip clearance with feelers.
On modem engines the guides are machined into the A frames and the clearance between guide
and slipper is non adjustable. When it reaches a maximum the shoes are removed and the
slipper faces remetalled with white metal. On older engines the guides could be adjusted by
shims, but this involved ensuring that the guide faces were parallel and correctly aligned after
shimming.
The guide strip clearance affects the crosshead fore/aft alignment and can be adjusted with
shims.
The design of the crosshead will determine the method used for inspection of bearing shell
condition.
252
With the modern crosshead with a continuous
lower bearing half:
• Disconnect Lubrication/piston cooling
supply arm.
• Remove crosshead pin guide lateral
guide segments from conrod.
• Slacken and remove the 4 bearing
cover nuts.
• Turn Crank to TDC.
• Place retaining pins in holes in guides
to support the guide shoes.
• Fit chain blocks as shown.
• Turn engine and lower conrod so that
bearing surface can be checked.
253
a. Describe, with the aid of a sketch or sketches, the procedure for taking crankshaft
deflections, stating how the readings are recorded and what the readings may reveal
about main bearing condition. (8)
b. Describe with the aid of a sketch or sketches, the calibration of an engine cylinder
liner stating how the readings are recorded. (4)
c. State TWO abnormal wear conditions which might be encountered during a
cylinder liner inspection describing the visual appearance these would leave on the
liner surface. (4)
a.
Deflections are taken by placing a dial indicator or remote reading gauge into a pop marked
position between the two crankwebs of a crankshaft throw. When the crankthrow is at Bottom
Dead Centre the connecting rod will be in the way of where the dial indicator should fit. For
this reason a deflection cannot be taken at BDC. Instead the crankshaft is turned until it is just
past BDC and the dial indicator fitted. The pointer is adjusted to read zero.
The engine is then turned, and the gauge
·W·
reading taken when the engine is 90° before
TDC, TDC, 90° after TDC and then lastly
just before BDC. (Note: on some engines,
the manufacturer may recommend turning
the engine astern to take the readings). The
A I
two readings taken either side of BDC are
CUM( POirJIOH averaged to give the reading at BDC.
lt is normal practice to turn the engine to just after the gauge position and then reverse the
turning gear to negate the lifting effect of the turning gear. lt is important that the crankshaft
journals are sitting on the bottom bearing shells when taking the readings. This can be checked
using feeler gauges. Deflections should always be taken when the ship is afloat and at the same
state ofloading. (i.e. usually lightship)
The readings are recorded on a table and the vertical and horizontal deflections calculated.
Read"mgs are m. 11100 mm. An example I IS
. g1ven
. beow.
I
Cylinder Number I 2 3 4 5 6
Crank Position A 0
Crank Position B -0.1
Crank Position C 0.45
Crank Position D -0.05
Crank Position E -0.2
Average of A and E (F) -0.1
Vertical deflection (C - F) 0.55
Horizontal deflection (B - D) -0.05
Excessive vertical deflections indicate misalignment in the vertical plane. One reason for this
could be excessive bearing wear on one or more bearings. To verify this, measure main bearing
clearances, or on older thickwall bearings measure the weardown.
254
Po>ilionor
cot• ril~g •• TDC
Jo\.."l:.:;:rr·... tn1
"t' .lfl) ,lHt"lll
b.
A cylinder liner is calibrated by measuring the
internal diameter using a micrometer gauge. It is
routinely carried out during a unit overhaul when the
running gear has been removed. So that the
measurements can be directly compared to previous
IDQ Q~ readings and a wear rate calculated, the position of
' the measurements is standardised by using a gauging
point template, which in practice is a piece of flat bar
hung over the side of the liner. The bar has holes
drilled in it at the appropriate gauging points.
The diameter is measured both in the fore and aft and
athwartships direction.
The measurements taken are important, because, as stated, it allows for the wear rate of the
liner to be calculated in mm/ 1000 hrs. This wear rate will vary, but approximate figures are
about 0.05mmll OOOhrs for a two stroke crosshead engine, and about 0.0 15mm for a four stroke
trunk piston engine.
The readings are recorded in tabular form and the wear rate/ ! 000 hrs calculated. This is usually
on a cylinder condition report form which would be included in the ships planned maintenance
records.
The maximum diameter can also be recorded. If this is in excess of the manufacturers
recommendations then the piston rings will not seal effectively, leading to blowby, even more
wear, loss of power and scavenge fires. Ovality can also be determined; this can be a problem
on trunk piston engines, in which the piston skirt transmits side thrust to the liner.
c.
Scuffing, leading to microseizure: initially a rough grey matted appearance, leading to vertical
scoring of the surface.
Acid attack usually in the form of cloverleafing in its severe forms . Pitting of the surface, with
increased wear between liner lubrication points. The liner surface between injection points
could be blackened by burnt on lubricating oil due to blowby .
255
a. Sketch a fuel system from the fuel service tanks to the engines, showing all devices
and system valves, together with the return lines from the engines. The main and
generator engines are capable of running on both HFO and MOO. All MAIN
components must be labelled and the direction offuel flow must be shown .. (12)
b. For the system sketched in Q9(a), describe how one generator engine is changed to
MOO operation whilst the main engine and other generator engines remain
operating on HFO. (4)
C Z008RART marlnecllaHis.co.uk
......,,r To
pumpa Other
Oet'et"atora
Return Une
MiXIftl
colunm
....
DO
Steam
drain
256
b.
With reference to the drawing in (a)
To change a single generator engine from heavy to diesel fuel , first desludge the diesel oil tank
to ensure that it is free from water. Open the quick closing valve on the tank and valves in the
system and start the supply pump. A pressure control valve on the pump (not shown) recircs
the fuel back to the suction. Change the valves over on the suction to the engine driven booster
pump and on the return line. (these valves are linked and on a timer, so that after about I 0
minutes after changing the supply to MDO, the return fuel will now recirc back to the
individual generator engine's mixing/buffer tank). It should be noted that other generators
should be running and sharing the load in case a fault develops during the change over
procedure.
This system allows a generator to be run on diesel whilst the other machines remain running on
heavy oil. The system also allows start up from a cold ship, say after a refit, with only power to
the emergency switchboard. Instead of a supply pump, some systems have the diesel tank above
the generators so that the engine driven booster pump is supplied by a positive suction head.
257
With reference to waste heat recovery systems:

a. explain why a steam dump facility may be required. (4)
b. describe how a steam dump operates during running of the main engine system. (4)
c. write instructions for in-service cleaning of the gas side of a waste heat steam
generation system. (8)
a.
A steam dump facility may be required where the waste heat boiler is producing more steam
than can be used by ships services and perhaps a turbo alternator, and would result in an
increase in boiler pressure and resulting lifting of safety valves.
b.
The steam dump system consists of a pressure control valve and a sea water condenser.
Normally the working steam pressure is below that of the design pressure at which the safety
valves are set to lift. Should the steam pressure start to rise above the working pressure, the
steam dump control valve will start to open relieving the pressure on the system. Condensed
steam is removed by the extraction pumps and returned to the feed system. A condensate
recirculation control valve prevents the extraction pumps running dry.
c.
Sootblowing of the waste heat recovery system should take place daily whilst the vessel is
running at above 85% load. If slow steaming then it should be carried out during one of the
periods of full load running.
Ensure sufficient water in feed make up tank.
Crack open steam to soot blowers and warm lines through .
Inform bridge in case they need to change course to prevent soot falling on deck.
Record temperatures of exhaust gas before and after recovery system.
Close steam drains on line and open steam valve fully.
Start sootblowing sequence monitoring operation of sootblowers.
At end of sequence, shut steam valve, open drains.
Record temperatures of exhaust gas before and after recovery system. This should show an
increase in differential.
Inform Bridge that sootblowing is complete.
Record operation in Engine log book.
258

a. describe, with the aid of sketches, how bearings are replaced; (8)
b. describe a cleaning procedure for EACH of the following:
(i) the gas side; ( 4)
(ii) the air side. ( 4)
a.
The general procedure for removing 0 2006 RART marinediKels.co.uk

the bearing on a VTR 354 is as
follows: END
Drain oil from bearing. COVER
Remove end cover.
Using a dial indicator, clock the run
out of the shaft oil feed stub pipe and
oil pump impeller wheel. Record
readings which should be no more than
0.06mm.
Remove the oil feed stub pipe and bolt
on the holding tool in its place which
locks the rotor so that the nut can be
removed.
Unscrew the retaining nut with a box
spanner.
Measure the distance from the end of BEARING
shaft to the end of casing (distance
'K'). Record this reading.
Screw the extractor tool supplied into
the holding tool and remove the oil COMPRESSER END BEARING ASSEMBLY
pump impeller wheel.
Remove the socket screws holding the bearing in place.
Screw the extractor tool into the bearing and jack the bearing out of the housing.
Remove the bearing.
Reassembly is in the reverse order; in addition, and the axial clearances checked and recorded,
and the shaft is clocked to ensure it is running true once the bearing has been fitted.
b.
(i) Gas side

The nozzle ring and turbine can be cleaned in service by either water washing or dry cleaning
using crushed shells or carbon granules blown in to the turbocharger using compressed air. The
dry cleaning is carried out at full speed; the water washing at reduced speed.
259
are closed.
To water wash the turbine, the speed is reduced until the inlet temp is below 430°C to prevent
excessive thermal shocking of the casing, nozzles and blades. Boost pressure must be high
enough to seal labyrinth glands (0.3 bar). The drain from the TC casing is opened, proved clear,
and the water connection made through a reducing valve. Water is admitted through the
cleaning nozzles and removes the deposits by thermal shocking. The drain should be observed.
When running clear the water is shut off. When no more water flows through the drain, the
engine must be run for about 15 minutes at low load to allow the turbocharger to dry out. The
drain is shut and the load on the engine gradually increased while watching carefully for any
sign of vibration.
(ii) Air Side

The compressor wheel of the turbocharger is cleaned during operation by spraying water into
the air inlet casing. The dirt layer is removed by the impact of water injected from a vessel that
holds the required quantity of water. Pressurised air from the turbocharger compressor outlet
casing is used to inject the water. Since the liquid does not act as a solvent there is no need to
add chemicals. The use of saltwater is not allowed, as this would cause corrosion of the
aluminium compressor wheel and the engine. Since the dirt layer is removed by the kinetic
energy of the water droplets, the best results are obtained by injecting water during full-load
operation of the engine, i.e. when the turbocharger is running at full speed. The complete
contents of the water vessel should be injected within 4 to I 0 seconds.
260
the system (8)
failing. (4)
This question is the same as Mar 15 Q4 and Mar 13 Q7 See Page 198 for answer
With reference to a main engine air starting system, Explain each of the following:
a. why automatic drain traps are fitted at air compressor coolers; (4)
b. why it is necessary to remove oil and water from the air leaving the starting air
compressor; (4)
c. what facilities are required to enable starting air compressors to be started and
stopped automatically; (4)
d. why drains are required on starting air receivers and in other parts of the starting
air system even though drains are fitted at starting air compressors. ( 4)
This question is the same as March 2013 Q8 See Page 200 for answer
With reference to exhaust gas economisers/waste heat boilers:

b. describe how the gas side heat transfer surfaces are maintained in a clean condition
This question is the same as October 2013 Q9 See Page 218 for answer

a. Sketch, in section an engine charge air system, from the turbocharger to the engine
scavenge ports, indicating all fluid flows, showing main instrumentation and naming
the main parts. (10)
c. Explain why it is necessary to remove water from the cooled charge air in (b). (2)
This Question is the same as July 2014 Q2 and Oct 2012 Q6 See Page 174 for answer

a. Describe the actions to be taken to enable a main engine to be operated in the event
of one of the two constant pressure turbochargers suffering complete bearing failure
and damage to the journals which cannot be rectified. (8)
b. Describe the action to be taken to enable a main engine to be operated in the event of
damage to a charge air cooler preventing circulation of water through the cooler. (8)
This question is the same as April2014 Q8 See Page 233 for answer
261
assessment prior to replacing a crosshead engine hydraulically operated exhaust
valve. (6)
b. Describe the procedure for replacing a crosshead engine hydraulically activated
exhaust valve, explaining what checks must be made before the engine is restarted.
(12)
This question is the same as April 2014 Q2 See Page 224 for answer

excessively out of balance. (4)
engine. (4)
This question is the same as July 2013 Q4 and Oct 2012 Q2 See Page 168 for answer

With reference to trunk piston engines:
a. state, with reasons, the required properties of a crankcase oil; (8)
b. state, with reasons, a suitable mesh size for the crankcase lubricating oil filter
elements; (4)
c. explain why the surfaces of journals and crankpins for this type of engine crankshaft
may be nitride hardened.(4)
This question is the same as July 2010 Q6 See Page 75 for answer

a. describe how a primary explosion occurs and how this may lead to a secondary
explosion; (8)
This question is the same as March 2015 Q3 and Oct 11 Q3 See Page 129 for answer

a. describe how a primary explosion occurs and how this may lead to a secondary
explosion; (8)
This question is the same as July 2015 Q9, March 2015 Q3, Oct 1 I Q3
See page 129 for answer
262
a. Explain the requirements and problems associated with changing between high and
low sulphur fuels in order for a vessel to comply with IMO regulations in an Emission
Control Area (6)
b. Describe with the aid of a sketch, an open loop SOx scrubber system stating how
pollution of the sea is prevented. (I 0)
a.
The sulphur limit in fuel for engines and boilers without scrubbers is 0.1%. A separate settling
and service tank for the low sulphur fuel is recommended although the DO tanks can be used if
burning a distillate low sulphur fuel. The capacity of the service tank should be enough to allow
8 hours operation of the main engine and generators. The capacity of the fuel system and the
consumption rate should be known to enable the calculation of the time taken for the change
over to be effected so that the engines are running on the low sulphur fuel when entering the
ECA. If changing to a low sulphur distillate fuel, then to prevent thermal shock and possible
seizure of injectors and fuel pumps the rate of temperature change for a 2 stroke crosshead
engine should be 2°/min. this may involve reducing load on engine during change over
although care must be exercised because the Heavy fuel may become too viscous when reduced
in temperature and if the load is reduced too far then the length of time the fuels are mixing in
the system increases the risk of asphaltene precipitation. because distillate fuels have a much
lower viscosity, a cooler may need to be fitted on the fuel return line to prevent the visczy.;ity
decreasing too much and causing excessive wear on pumps and injectors.
Care must be taken to ensure compatibility between the two fuels. Tests should be carried out
before bunkering. Incompatibility will cause precipitation of asphaltenes as heavy sludges
causing blockage of filters. During operation on low sulphur fuels, problems with excessive
cylinder wear may be encountered especially if the cylinder oil is not changed to one with a
lower alkalinity. An excessive alkaline content in the cylinder oil can lead to polishing or
scuffing of the liner.
b.
~ J
In an open loop system, outgoing exhaust gases are washed with seawater in the scrubber. The
seawater is discharged directly into the sea through a process water treatment system. An open
loop requires the least investment and has lower operating costs. The main benefit of a seawater
scrubber is simplicity; it requires neither additional chemicals nor fresh water for operation.
Instead seawater alkalinity is used to neutralize the exhaust gas sulphur. The treated effluent,
after removal of particulates and unburnt particles of oil using an oily water separator to
prevent pollution, is discharged overboard. In order to maintain high efficiency, a seawater
scrubber needs a high flow of seawater with an adequate level of alkalinity. Alkalinity of
seawater varies, especially in the Baltic.
263
b. Explain bow the fuel injection system described in part (a) operates. (5)
c. Explain bow the fuel injection timing of the system described in part (a) may be
timing. (5)
This question is the same as Dec 2013 Q2 and Oct 2012 Q5 see page 172 for answer
a. State why Slow Turning is carried out on a diesel engine, explaining when the
procedure should be undertaken for crosshead and trunk piston type engines. (5)
b. Describe how a Slow Turning system operates, stating how the system will react if it is
unable to complete the slow turn sequence. (5)
c. Describe an inspection procedure which must be carried out to determine why an
engine Slow Turning procedure was not completed, indicating possible causes for the
failure. (6)
This question is the same as March 2015 Q2 see page 250 for answer
a. State, with reasons, the precautions which must be observed when taking crankcase
deflections to ensure safety of personnel and accuracy of results. (5)
b. Describe the procedure for taking crankshaft deflections on a large crosshead diesel
engine. (5)
c. Explain why crankshaft deflection readings are taken, indicating the possible
consequences of excessive crankshaft deflection readings. (6)
This Question is the same as Oct 12 Q3 see page 170 for answer
264
assessment prior to the replacement of crosshead hearing shells. (4)
b. Describe the procedure for replacing crosshead bearing shells, explaining what
checks must he made before the engine is restarted and after it has been restarted.
(12)
a.
Crankcase must be treated as enclosed space: test for oxygen and explosive vapour.
Possibility of engine being cranked on air: Start air shut off and locked off. Notices MEN
WORKING IN ENGINE posted.
Engine being turned on gears while carrying out maintenance Ensure propeller is clear to turn,
Nobody working on other parts of engine or shafting. Notices posted: ENGINE MAY TURN
WITHOUT WARNING. Audible warning given before turning engine.
Personnel slipping in crankcase: Non slip safety boots to be worn along with hard hats and
overalls.
Lifting gear failing whilst under load. Ensure all lifting equipment and lifting points are
currently certificated and is in good condition.
Injury to personnel due to unfamiliarity with task: Ensure all those involved in operation are
familiar with task and possible dangers.
b.
Assuming clearance given for immobilisation if alongside.
." PISTON
Before dismantling the bearing, check and record the
8• CHECJ< bearing clearance.
j CLEARANCE
.! HER£
To check the bearing clearances the engine is turned to
I
~
BDC. The clearance is measured at the top of the bearing
using feeler gauges and is checked on both sides. Typical
clearance for a large slow speed 2 stroke: 0.6mm.
8 On reassembly check the bearing clearance.
PIN
CON ROD
With the modem crosshead with a continuous lower bearing half:

• Disconnect Lubrication/piston cooling supply arm.
• Remove crosshead pin guide lateral guide segments from conrod.
• Slacken and remove the 4 bearing cover nuts.
• Turn Crank to TDC.
• Place retaining pins in holes in guides to support the guide shoes.
• Fit chain blocks as shown.
• Turn engine and lower conrod so that bearing surface can be
checked.
• Remove bearing Shell
265
It should be noted that on the Sulzer RTA engine there is no top shell. The upper bearing
housing has a cast in lining of white metal. To remove the top shell on other engines the piston
and rod must be disconnected from the crosshead and removed from the engine. The top cover
can then be removed.
Reassembly is a reversal of disassembly. Check bearing clearances, Remove all tools from
engine. Check flow of oil through bearing. Turn engine on turning gear observing ammeter
load.
On restarting engine listen for any unusual noise. Ensure unit is not overloaded. After a short
running time stop engine and check bearing temperature.
a. Sketch a starting air system which may be used for starting a generator engine,
b. Explain how a generator engine is set up so that it may be started automatically by
the power management system, stating the precautions which must be observed at an
engine selected for automatic standby. (8)
This question is the same as Jul 2014 Q3 and Oct 2012 Q8 and similar to Mar 09 Q8
See page 14 for answer
a. Describe the procedure for checking the condition of a main engine cylinder liner. (8)
b. Explain bow engine operations can change cylinder liner condition. (8)
This Question is the same as Oct 2012 Q9 See page 177 for answer
With reference to exhaust gas economisers/waste beat boilers:

b. describe bow the gas side heat transfer surfaces are maintained in a clean condition
This Question is the same as Oct 2013 Q9 See page 218 for answer
266
With reference to diesel engine cooling water:

a. state, with reasons, THREE possible contaminants; (6)
b. describe a typical treatment program; (6)
c. state FOUR conditions for the treatment program in part (b) to remain effective. (4)
a.
Sea Water. Chlorides have a negative effect on the passive protective film created by the water
treatment and will encourage galvanic corrosion. It also raises the level of calcium and
magnesium scale forming salts within the cooling water.
Oil. Possibly from liner lubricators passing through cooling water space. Will form an
insulating layer on the cooling surfaces.
Bacteria: Treatment chemical acts as a food source, and lower the pH making the water acidic.
Bacteria can be introduced into a system by filling a cooling system with raw untreated water
from ashore. Bacteria can also attack rubber, so seal rigs and hoses may deteriorate when
bacteria is active within a system. Biocides are used to kill these micro organisms.
b.
The most common form of water treatment is a nitrite borate azole inhibitor. The nitrite protects
the mild steel and cast iron by forming a protective metal oxide film on the surfaces of the
metal, while the azole protects the copper from corrosion. A reserve concentration of the agents
is held within the water and this replaces any areas of surface layers which may be removed by
cavitation or vibration. Normal nitrite limits: I 000-2400 pp m nitrite (N0 2) . The borates act as
buffering agents to maintain pH values within suitable limits when the product is dosed as
recommended. The pH should be maintained between 8.3 and I 0.0 by the treatment.
An alkalinity control chemical (sodium hydroxide - caustic soda) is added to the cooling water
to raise the pH value when the pH is below 8.3 .
c.
Regular testing of nitrite reserve, chlorides (below 50ppm) and pH.
Maintain nitrite reserve and pH at recommended level by dosing as required.
Maintain cylinder outlet temperature at recommended level. Too high will encourage scale
formation .
If chlorides increase, then maintain nitrite reserve at 2400ppm. Investigate and repair any
ingress of salt water and freshen system.
267
a. Sketch a 2 stroke diesel engine powercard, labelling typical values of temperature
and pressure at Pcompresssion and Pcombustion; (6)
b. Describe TWO methods of calculating the area of a powercard. (6)
c. State the formula used to calculate the indicated power, including the units of EACH
part. (4)
a.
MaxFir1ng
Preuure 110 bar
Bar Temp Variable 1350 - 1600•c
1 depending on fuel
Keep below1500•c to reduce NO•
1
Comprnslon
Pressure 90 ba,. 90 -
Temp 650'C ao
70
80
50 Eahaust
40 Blowdown
10 bar
30 Temp600'C
20
10
b.
Use a planimeter. The outline of the powercard is traced using the planimeter and the area read
off the scale. (this is the usual method used on board ship)
Mathematically using the mid-ordinate rule:

I. Divide the area under the compression and expansion curves into vertical strips of equal
width.
2. Erect vertical lines midway between the strips (mid ordinates).
3. Measure the height of the midordinates under each curve from the atmospheric line.
4. For the area under each curve add the midordinates together and multiply by the width of
the strips.
5. Subtract the area under the compression curve from the area under expansion curve to
obtain area of diagram.
c.
The area of the diagram (mm 2) is divided by its length (mm) to obtain the mean height (mm).
The mean height is multiplied by the spring constant to give the Mean Indicated Pressure (MlP)
in kN/m2
The indicated power (lP) for each cylinder is given by the formula:
lP (kW) = MIP (kN/m2 ) x Length of stroke (m) x CSA of cylinder (m 2 ) x power strokes/second
268
a. Sketch the lubricating system for a main diesel engine, labelling the main
components. The sketch should indicate the direction of oil now in the pipes. (8)
b. State the purpose of the components sketched in part (a). (4)
c. State, with reasons, the properties of the lubricant required for lubrication of the
main engine components served by the system sketched in part (a). (4)
This question is the same as Dec 2013 Question 8 See Page 220 for answer

a. Describe, with the aid of a sketch, the procedure for opening up a main hearing and
preparing it for inspection. (8)
b. Describe the inspection of a main bearing, stating the checks that should be carried
out during and following reassembly. (8)
This question is the same as Dec 2012 Question 8 See Page 185 for answer

With reference to residual fuels used on board ship:
a. explain the correct procedure for obtaining a representative fuel sample while
bunkering; ( 4)
b. describe FOUR fuel testing procedures; (8)
c. explain the importance of the test for flash point. (4)
a.
A representative sample should be taken

either using an automatic quantity sampler or
by using the simpler drip sample method
illustrated opposite. The sample should be
taken throughout the bunkering operation and
then placed into sealed containers, labelled,
and signed for.
Saveall
b.
269
Viscosity:
The on board testing of fuel viscosity usually involves rolling a close fitting ball down a tilted
or inverted tube, which contains a sample of the fuel. Improved accuracy is obtained by heating
the sample (50°C). The time the ball takes to roll down the tube is measured and the result read
directly from the instrument or from a conversion chart. Normally the test is carried out several
times and the mean value calculated.
Density:
A sample of the fuel is heated to 50°C. A hydrometer is placed in the sample and the density
read off at the meniscus. This is then corrected to density at l5°C in vacuo.
Water:
A sample of the fuel (Sml) is diluted with kerosene or toluene (20ml) and placed in the test
container. A satchet of a metal hydride is opened and placed upright in the container without
allowing the chemical to come in contact with the diluted fuel. A lid containing a pressure
gauge is screwed on carefully and the container inverted and shaken for 2 minutes. The water in
the fuel reacts with the metal hydride producing hydrogen. The pressure in the container is
proportional to the water content and can be read from the scale.
If water is present then a further test should be made for salt water content. This involves
separating the water from the oil and testing for the presence of sodium chloride using a go/no
go indicator.
Stability/Compatability:
A small sample of the fuel the fuel is mixed in the same proportions as it would be after loading
in the bunker tanks. It is heated to 50°C to encourage instability. A sample of the preheated
mixture is placed on chromatographic paper and dried for about 20 minutes in a small oven.
The resultant spot is compared against reference samples. The presence of a darker spot at the
centre indicates instability.
c.
The test for flash point is important because bunker fuels must have a flash point of 60°C or
above. Fuel has to be heated in the bunker tanks to enable it to be pumped and to keep it above
the pour point. 1t must not be heated to within I ooc of the flashpoint to reduce the risk of
explosion because lighter elements may vapourise at temperatures lower than the flashpoint
which could ignite.
In the Pensky Martens apparatus approximately 75ml of sample is heated at a slow constant
rate with continual stirring. A small flame is then directed through an opening at regular
intervals with simultaneous interruption of the stirring. The flash point is the lowest
temperature at which application of the test flame causes the vapour above the test portion to
ignite.
270

a.
{i) describe the operating principle of a crankcase mist detector; (5)
(ii) state THREE other indications of overheating or existence of conditions that
might result in a crankcase explosion; (3)
b. state the course of action a Second Engineer Officer would take following the
operation of the crankcase mist detector alarm. (8)
a.i
In this form of crankcase oil mist

Measuring detector individual sensors are
Receiver placed at each monitoring point -
each crank throw space and
chain case (where applicable). A
suction fan draws the sample
through each detector. Light is
Compensating transmitted at one end of the
Receiver head where the sample flows
through . Directly opposite the
transmitter is a compensating
receiver. This adjusts the light
intensity by feeding back a
signal to the transmitter. A
measurement sensor picks up the
scattered light produced by the
oil mist particles. The result is
transmitted as an analogue signal
back to the monitor twice per
second. The monitor compares
this signal against a set point,
and an average of the other
readings. When the scattered
light picked up by the sensor
reaches a pre determined point
an alarm condition will be
reached.
Advantages claimed for this system are:
• Sampling points fitted close to crankcase - no long runs of piping.

• Continuous parallel sampling - no high maintenance selector valves.
• Fast response time - may save the engine from bearing failure.
271
ii)
Three alternative indications of overheating or existence of conditions that might result in a

crankcase explosion are:
High temperatures: Some engines are fitted with bearing temperature monitors in addition to or
instead of oil mist detectors. Main bearings, Bottom end bearings and Crosshead bearings are
amongst those monitored. A high bearing temperature may indicate the presence of a hot spot
within the engine.
Noise: any unusual noise from within the crankcase esp. when in time with the engine
revolutions should be investigated immediately.
Smell: Any unusual smell of hot carbonising oil or burning should be investigated.
b.
down. However this is not an option on a ship powered by a single main engine because the
to overide the automatic slow down procedure during which transfer of electrical load if using a
shaft alternator will take place, followed by immediate slow down by passing any load
engine room . At least 30 minutes must be allowed for the engine to cool before opening
carried out on the unit which had alarmed, and adjacent units( it is not unknown for the wrong
unit to go into alarm due to the circulation of the oil mist within the crankcase.) The cause of
the alarm must be investigated. lt could be a wiped bearing, which may have scored the
272
With reference to V type medium speed engines

b. describe, with the aid of sketches, how a cylinder cover is removed from the engine;
(6)
This question is the same as July 2013 Q2 and Mar 2011 Q2 See Page 106 for answer
With reference to a newly acquired vessel which has been laid up:
a. describe the preliminary checks that should be carried out before starting a medium
speed main propulsion diesel engine; (8)
b. describe the checks that should be made after starting the engine. (8)
a.
• Check maintenance history and PM reports for engine if available.

• Clean/change oil filters on engine, gearbox, CPP.
• Clean/change turbocharger air inlet filter.
• Check engine sump level. Take sample and test for water, viscosity and TBN. Circulate
oil through purifier.
• Check TIC oil levels, governor oil level, gearbox oil levels, CPP oil levels, shaft bearing
oil levels, stem tube header tanks. take samples and test for water.
• Remove gearbox inspection doors, run oil pump and check sprayers.
• Remove crankcase and camcase doors.
• Open indicator cocks on cylinders.
• If engine has been drained down, refill cooling system, add chemicals if required. Start
circulating pumps. check for leaks (esp into crankcase). Commence warming through.
• Start main engine LO pump and check flow to bearings. Stop LO pump.
• Fill cylinder oil tank. Operate cylinder lubricators, if fitted, by hand.
• Obtain permission to turn engine.
• Turn engine through at least two revolutions, observing turning gear ammeter.
• Carry out crankcase inspection, measure bearing clearances and take a set of deflections.
Close up crankcase.
• Inspect camcase. close up camcase.
• Restart Lub Oil pumps.
• Check and test alarms, slowdowns, and shutdowns.
• Test operation ofOMD.
• Lubricate and check fuel pump control shaft and linkages.
• Start fuel booster pumps and viscotherm. Open steam to heaters and circulate fuel. Bleed
through injectors. Check for leaks
273
• Start CPP pumps (if fitted) and test pitch control on propeller. Ensure pitch returns to
zero.
• Remove funnel covers.
• If EG economiser is fitted, then ensure that the circulation pumps are running. The
condition of the economiser would have been checked and cleaned as necessary.
• Remove turning gear and open up starting air. Test air start valves for leakage. Blow over
on air (in both directions if a reversing engine). Close indicator cocks.
b.
Engine trials should be carried out whilst alongside with suitable precautions if engine is not
fitted with clutch (moorings doubled, Capt on bridge). If engine has no CPP do not run above
OS ahead.
• Run engine for 15 seconds at low speed, stop and carry out crankcase bearing inspection.
(visual and temperature)
• Restart engine for two minutes at low speed, Check turbochargers have picked up
lubrication, stop and repeat crankcase bearing inspection.
• Restart engine and run for 15 minutes. Check all units are firing. Listen for any unusual
noises. Stop and repeat bearing inspection.
• Restart and run engine for 30 minutes during which the speed is gradually increased.
Check all temperatures and pressures as speed is increased., but paying special attention
to exhaust temperatures, jacket outlet temperatures, LO pressure and inlet/outlet
temperatures, Inlet air temperature.
• Check fuel pump racks. all should be reading approximately the same.
• Check turbocharger for excessive vibration. Check temperature drop across turbine.
• Check crankcase pressure and OMD readings.
• Test overspeed trip. Check engine shuts down on both methods (eg. Governor to zero,
fuel pumps zeroed independently).
• Test LO shutdown
• Test Manual emergency shutdowns.
• Once engine trials have been completed and the vessel sails, at full away, gradually
increase load whilst closely monitoring all parameters. At 85% load, take a set of peak
and compression pressures, or computer derived power cards ( if fitted). Adjust to balance
cylinder outputs as required.
274

a. explain the term surging, stating how it occurs and its effect on the turbocharger; (5)
b. describe how operational performance of a turbocharger may be assessed; (5)
c. explain how a turbocharger may be maintained in good operational condition. (6)
a.
Diffuser vanes matched Surging occurs when the air
to resultant air velocity pressure being generated in the
Velocity decreases as compressor diffuser falls below the
pressure increases delivery air pressure. this can be
caused by too low an air mass flow
or too high a pressure differential
between inlet and delivery.
When operating correctly, the

velocity of air resultant velocity of the air leaving
Compn·.sor the compressor wheel matches the
Wheel diffuser vanes as shown, allowing
the kinetic energy in the air to be
converted into pressure energy.
If there is now a restriction in the

air flow in the system, the direction
of the resultant velocity of the air
leaving the compressor wheel no
longer matches the diffuser, and
the resulting turbulence in the
diffuser caused by this means that the aforementioned energy conversion does not take place
i.e. no conversion of kinetic into pressure energy.
compressor, causing the surge in turbo charger revolutions, the noise and vibration. The system
will now stabilise itself, pressure will be built up again, and if the condition causing the surge is
still present, the cycle will repeat itself. Depending on the degree of restriction, the frequency
can be anything from a few seconds to a number of minutes.
If allowed to continue without rectification it can damage the compressor wheel, turbine blades
and silencer and cause bearings to overheat.
b.
When the turbocharger has been overhauled and has clean, correctly profiled nozzle ring,
blading and compressor rotor and is operated with a clean inlet filter, it will be operating with
maximum efficiency. Readings recorded in the engine log will include pressure drop across the
filter (using a manometer), turbocharger rpm, gas inlet temperature to turbocharger, gas
temperature drop across the turbocharger, scavenge pressure and temperature and exhaust
temperatures.
275
By observing the change in operating parameters mentioned above, performance of the
turbocharger can be assessed and action taken to restore the turbocharger to optimum
performance.
c.
If the air filter becomes blocked, rise in differential pressure across the filter will be noted. Air
delivery will be reduced and this will lead to poor combustion and contamination of the turbine.
Regular cleaning of the air inlet filter should prevent this happening.
A dirty compressor wheel will not allow the air to flow smoothly over its surface, causing
turbulence and reduction in the kinetic energy being imparted to the air. Daily water washing of
the compressor wheel will prevent the dirt building up.
The pressure drop across the air cooler should be monitored, and if seen to increase over a
period of time, then cleaned on the air side. This will ensure the correct mass of air for
combustion is delivered to the cylinders.
Regular inspection of the scavenge ports ensuring they are not choked will also ensure good
combustion of the fuel.
Fuel injection equipment should be maintained in optimum condition to prevent unburnt fuel
passing out with the exhaust gas and fouling the turbine. Cylinder oil feed rate should not be
exceeded for similar reasons.
After a period of use, deposits will build up on the nozzles and blading (sodium and vanadium
compounds, ash, carbon deposits). This alters the profile geometry of the nozzles and blades,
changing the velocity pattern of the exhaust gas passing through them. The geometry can be
restored by water washing or dry cleaning of the nozzle ring and turbine.
The rotor should be removed for inspection and chemical cleaning if problems are experienced
which the above listed routines cannot rectify.
a. Describe the procedure for preparing a main engine piston for survey, assuming the
piston is already removed from the engine. (6)
b. List the type of faults which may be found during a piston assembly inspection,
stating their location. ( 4)
c. Describe the procedure for checking the piston crown profile and the piston ring
grooves. (6)
Note: This question is the same as December 12 QS See Page 183 for answer
276
a. Explain bow NOx is formed in tbe cylinders of an operating diesel engine and state
tbe effects of NOx on tbe environment. (4)
b. In EACH of the following cases explain bow the formation of NOx is reduced,
stating tbe limitations of the particular NOx reduction method:
(i) direct water injection. ( 4)
(ii) exhaust gas recirculation. ( 4)
(iii) selective catalytic reduction.( 4)
a.
Although Nitrogen is normally regarded as an inert gas, at the high temperatures reached
during the combustion of the fuel , it reacts with the Oxygen present to form Nitric Oxide
(NO). Between 5 and 10% is further oxidised in the exhaust stream to form Nitrogen Dioxide
(N0 2). About I% of Nitrous Oxide (N 20) is also formed. The rate of No, formation is a
function of temperature. The formation rate is significant above 1200°C and rapid above
1500°C.
To increase engine efficiency, higher scavenge (inlet) air pressures are used by improved
turbocharger design. This together with higher compression ratios will increase the
combustion temperatures in the cylinder. It must also be noted that use of residual fuels with
high CCAI result in higher combustion temperatures within the cylinder.
The Nitrogen Oxides (NO,) react with other chemicals in the atmosphere, especially in strong
sunlight to form ozone, a principal component of Smog. The NO, also reacts with water and
oxygen to form nitric acid which is one of the constituents of acid rain. N0 2 also causes
damage to lung and other delicate tissue. Above I OOppb it can cause respiratory illness.
Above 150ppm it causes death. Normal background level - 20ppb.
b.
(i) The direct water injection (DWJ) method involves injecting water directly into the cylinder
through a separate nozzle built into the same injector. The water is injected prior to the
injection of the fuel into the cylinder thus having a longer time to reduce the cylinder
temperature before the fuel is injected and the combustion starts. The result is a lower
combustion temperature and lower NOx emission levels. The actual amount of reduction is
dependent on the amount of water injected. Water amounts vary up to a maximum of around
50% of the consumed fuel volume. With the maximum volume injected, the NOx emission
levels can be reduced by 50-60%. The only disadvantage of this system is a slightly higher
fuel consumption (1-2 g/kWh). not recommended with high sulphur fuels (above 3%). Can
produce white smoke.
(ii) The exhaust gas is recirculated cooled and cleaned and mix it with the combustion air.
This reduces the oxygen concentration in the combustion zone. Due to the high specific heat
capacities of the water and C0 2 being recirculated the temperature of combustion is reduced.
Will reduce NO, formation by up to 60% but unless a scrubber is fitted in the cleaning unit to
remove the sulphur oxides it is only suitable for engines burning low sulphur, low ash fuels
(iii) Large diesel engines can use a Selective Catalytic Reduction System (SCR) to reduce the
NOx emissions. The catalyst material is titanium dioxide doped with vanadium
pentoxide. Urea ((NH2)2CO) which dissociates into Ammonia (NH 3) is injected into the
exhaust stream.The NOx reacts with the urea and ammonia to form nitrogen and water.
4NO + 4NH 3 + 0 2 -+ 4N 2 + 6H 20
This method is the most effective (98% reduction claimed). The operational temperature is
critical to operation of the unit. 1t is important to improve the evaporation and decomposition
efficiency of urea aqueous solution at low temperature and minimise urea deposits.
277
With reference to diesel engine cylinder lubrication:

a. state, with reasons, FOUR desirable properties oftbe lubricating oil; (4)
b. explain why the timing of lubricant injection is important; (4)
c. describe, with the aid of a sketch, a cylinder lubrication system which controls the
quantity and timing of cylinder oil injection. (8)
Note: This question is similar to March 12 Question 2 See Page 147 for answer.
Apri12016 Question 4
b. State, with reasons, the factors which influence fuel atomisation. (5)
c. State bow atomisation of fuel deteriorates after prolonged injector operation. (5)
This question is the same as Dec 2014 Q3 and Mar 2011 Q3 See Page 108 for Answer
a. Describe, with the aid of a sketch, a propulsion diesel engine starting air system
which incorporates a Slow Turning arrangement. (8)
b. Explain how the slow turning arrangement described in part 9a) operates, stating
why the engine to which it is fitted requires a slow turning system. (4)
c. Explain why a Slow turning system should operate immediately before an engine is
started even though it operates at regular intervals when the engine is on standby.
(4)
a.
AlrStal1
v....
1 porCyl.
81.111
Si9ftal
Astern Ahe.1d
Signal Sigm~l
278
The slow turning system consists of a small bore pipe complete with an automatic valve,
bypassing the main air start automatic valve. When opened the slow turning automatic valve
provides enough air for the engine to turn over slowly on air, but not fast enough to do any
damage should water, L.O. or fuel be sitting on the piston due to a leak, which would cause the
engine to "hydraulic", damaging head and running gear had full air throughput been used. It
also ensures the spread of lubrication oil over the length of the liner.
b.
The sketch is a diagrammatic representation of an engine starting system fitted with slow
turning. Consider the engine starting in the ahead direction. A signal operates valve 2 to move
the ahead start air cam to the ahead position and thus allow air to open valve 6. Control valve 4
is opened to allow 30 bar air through the turning gear interlock to push the distributor pilot
valves onto the ahead starting cam and to allow operating air to the pilot valves once the air
start manifold is pressurised. The air start signal from valve 4 also operates the main automatic
valve and the slow turning valve, pressurising the air start manifold and allowing the start
sequence to initiate. If the engine has been at standstill for a period of time, then the solenoid
valve is energised, venting the main automatic valve and only allowing the slow turning valve
to open. Once the engine has successfully completed I revolution, the solenoid valve is de-
energised and the main air start valve opens.
Slow turning is used to prevent possible damage to the engine due to liquid in the cylinders
which may have built up whilst the engine is stopped. Turning on full air would case the unit to
"hydraulic" causing possible slipped crankshaft, damage to cylinder head and studs, and
perhaps a bent con rod and bearing damage.
c.
It doesn't in every case!! On MAN (B&W) engines if the engine is changing direction after
stopping then the engine will slow turn in the new direction to allow the fuel pump cam
followers to change direction. It will also allow any cylinder oil to be spread the length of the
liner. It will of course do the job of checking that the engine is free to turn.
On power management systems where a generator engine is available for instant starting it will
not slow turn before if it has turned satisfactorily in the previous time slot.
279
a. Explain why four-stroke engine exhaust valves generally require more frequent
attention than air inlet valves. (4)
b. Explain exhaust valve design features which assist in prolonging the period
between valve overhauls. (6)
c. Explain how the use of multiple air inlet and exhaust valves improves cylinder
performance. (6)
NOTE: This question is the same as October 2013 Question 8 See page 216 for answer.
Apri12016 Question 7
With reference to engine charge air coolers:

a. state why charge air coolers are fitted to turbocharged diesel engines; (2)
b. describe how the performance of a charge air cooler may be assessed during engine
operation; (4)
c. explain how it may be determined that condensate from the charge air cooler is
being effectively drained during engine operation; (4)
d. describe the possible consequences of large amounts of water entering an engine
charge air inlet system, explaining why there may be greater risk of water ingress on
a 4-stroke engine than on a 2-stroke engine. (6)
NOTE: This question is the same as October 2014 Question I See page 239 for answer.

b. state the symptoms of a scavenge fire: (4)
c. describe the actions taken to fight a scavenge fire, stating the reasons for these
actions (8)
Note: This question is the same as December 2014 Question 9 and July 2012 Q8 see page
166 for answer.
With reference to waste beat recovery systems:
a. explain why a steam dump facility may be required. (4)

b. describe how a steam dump operates during running of the main engine system. (4)
c. write instructions for in-service cleaning of the gas side of a waste heat steam
generation system. (8)
Note: This question is the same as March IS Question 8 See Page 258 for answer
280

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Second Engineer Exam Question Index

SUBJECf PAGE NUMBER

Pistons and Rings 60, lll, 117,183,196

Liners and Cylinder Lubrication 15,29,42,58,69,83, 137,147,155,177,255

Fuel Pumps and Injectors 48, 74,84, 108,121,149,178,189,207,240,242

Camshaft and Timing Chain 18,24

Starting and Control 14 39 78,91 134,161,181 200,204,234 250,278

Air compressors and Receivers 25,52 68,102,114,124,140,154

Governors and Power Assessment 19,27 50 76,99,109,143, 165,168,268

Fuel Oil and pollution 8,21,31,85,122, ISO, 164,193,222,256,263,269,277

Lubricating Oil 22,33 75,127,159,180,191,220,228

Engine Protection, UMS, Emergency 62, 187,211,230

Cooling Systems 12, 198,213,267

Mixed and other Topics 36,90, 106,132,184,209,226,258,273

Electronic Engine, Common Rail 64, 131, 142, 172,237

DETAILED RISK ASSESSMENT

Ship name MV Acme Voyager

Record Number Risk Assessment I File 01- 0001

Work Activity being assessed: Removing main engine cylinder cover

Hazard Analysis of the Intended Work Activity

Assessment of Risk Factor

Severity of Harm Hazard Likelihood of Severity of Risk Factor

To assess the risk factor arising from the hazard

Additional Control Measures to Reduce the Risk of Harm

Assessment review date At next unit overhaul

• Turn engine to TDC

• The crankshaft can be turned to bottom dead centre

Pic: k up and I . Exhaust temp gauge

Cl ltAIIT marlneclleMis.co.uk 2005

Describes removal ofSulzer RTA cylinder Liner

i The lifting beam is bolted onto the top of the

Before fitting a new liner:

After the new liner has been fitted:

With the modem crosshead with a

• Turn the engine to BDC .

' • Slacken and remove the 4 bearing

With reference to four stroke diesel engines:

Cams must have a tough core for

A hard wear resisting surface can be

FLOW ash and carbonaceous products of combustion will

Aimoop/llrtc Une- - - - - - - ; .Swop! Volumo: - - - - - - _ . : : :·;= BDC

With reference to the operation of fuel oil preparation systems:

With reference to diesel engine crankcase lubrication:

With reference to chain drive systems on diesel engines:

L I N LINK $ 1Dl. PLATl.

INTO S IDE PLATE$ P IN: RIVIi Tii D TO SlOt PL AT ii

If the chain is too slack then the chain will:

Actual ComptessOf Cycle

The water space will be fitted with a relief valve of the

Coo ong The purpose of the relief valve is to prevent overpressure

With reference to medium speed engines

Position of A cylinder liner is calibrated by

The diameter is measured both in

The measurements taken are important, because, as

The maximum diameter can also be recorded. lfthis is in

ii. Scuffing is also known as microseizure or adhesive wear. Caused

e 2008 RART marinedlesels.co.uk

With reference to turbochargers:

When operating correctly, the

If there is now a restriction in the

© 2005 RART marinediesels.co.uk

Relevant safety precautions to be observed. LO

Before removal of a main bearing, it is advisable

Turn crankshaft so that the crank web of the

Motor Q's & A's

Motor Q's & A's