AUGUST 2022

Q1. Compare the desirable qualities of the lubricating oil selected for
each of the following duties:-
(a) Auxiliary diesel engines.
(b) Stern tube bearings
(c) Refrigeration compressors.
(d) Gear case of purifier
Give reasons for the differing properties of the oils recommended for
these four purposes

Q2. Describe the action you as watch keeper would take and outline
possible reasons for failure in both the following cases:-
(a) The auxiliary diesel engine fails to turn on starting air,
(b). the engine turn on starting air but fails to fire.

Q3.Describe, with the aid of sketches, a system of turbo-charging a

Two-stroke cycle main engine.
State the routine attention, which should be given to the turbo
Charger. Which parameters are to be recorded during watch keeping?

Q4.Make a report to the Chief Engineer of your vessel about

malfunctioning of low lube oil pressure alarm for the auxiliary engine,
observed during your watch, with special emphasis on the possible
consequences.

Q5.With reference to an auxiliary diesel engine

(a) Explain how a crankcase explosion may occur,
(b) Identify the indications of poor combustion;
(c) State FOUR reasons for poor combustion,
(d) Describe the effects on engine condition and maintenance by
allowing poor combustion to continue.

Q6.When a medium speed diesel engine is used for propulsion

purposes, a coupling is required used between engine and reverse
/reduction gear-
(a) Sketch a hydraulic coupling for the above stated purposes.
(b) Describe how it operates.
(d) State what advantages such couplings have over their friction and
magnetic alternatives.

Q7.(a) Sketch and describe crank case oil mist detector and the
principle of its operation.
(b) Draw crank case explosion relief door and name the parts. State
pressure setting of the door

Q8.Describe the process of replacing the cylinder liner in an auxiliary

engine. How is water tightness ensured and what precautions are
taken before commissioning the engine?

Q9.If an auxiliary diesel generator over speeds and runs away while
off load, explain:-
(a) How it can be stopped?
(b) What is likely to be the reasons for the failure?
(c) Give details of what checks are made after the engine has been
stopped, both regard to
(i)Mechanical checks and; (ii) Electrical check

SEPETEMBER 2022

Q1.Explain how the following affect the performance of a Marine

Diesel engine:
(a) Stretch in camshaft chain
(b) Incorrect exhaust valve tappet clearance
(c) Worn fuel pump plungers

Q2.(a) Explain the need for additives in engine jacket water cooling
systems.
(b) State what factors determine the choice of chemicals used
(c) State why chromates are seldom used.

Q3.(a) Give four advantages of turbocharging

(b] Sketch and describe a constant pressure turbocharging system,
stating its advantages and disadvantages.
(c) Sketch and describe a pulse turbo-charging system stating its
advantages and disadvantages.
Q4.Define each of the following terms and explain its relevance to
combustion-
(a) Cetane number
(b) After burning
(c) Ignition delay
(d) Detonation

Q5.(a) Describe with a simple sketch the arrangement of exhaust and

air inlet passages in a medium speed four-stroke engine cylinder
head.
(b) With respect to (a) indicate where cracking might be expected
stating the likely cause.
(c)Explain the different factors that tend to cause distortion of four
stroke cylinder heads.

Q6.(a) Sketch & describe an air starting valve.

(b) How an explosion may be propagated in the starting air line.
Describe the protective device.

Q7.(a) With the aid of a block diagram describe the operation of an

electronic governor fitted to an auxiliary diesel engine.
(b) An engine fitted with an electronic governor behaves erratically
during load changes, explain the possible causes

Q8.(a) Describe with the aid of a sketch, a cylinder liner for medium
speed engine.
(b) With reference to cylinder lubrication, explain how it is performed?
What are the bad effects of feeding (i) More oil (ii) Less oil

Q9.Select the correct statement / statements and explain.

"Wiping" of a bearing may occur due to
(a) Inadequate oil supply
(b) High lub oil pressure
(c)Presence of excessive moisture in the oil.
October 2022

Q1.a) With the aid of a block diagram describe the operation of an

electronic governor fitted to an auxiliary diesel engine.
(b) An engine fitted with an electronic governor behaves erratically
during load changes explain the possible causes.

Q2.Make a report to the Chief Engineer of your vessel about

malfunctioning of low lubricating oil pressure alarm for the main
engine, observed during your watch.

Q3. (a)Values of some main engine exhaust temperatures displayed

in the engine control room console differ from those displayed locally
on the engine for the same cylinders.
(i) Explain how it may be determined which readiness are inaccurate.
(ii) State possible reasons for these inaccurate reading
(iii)Explain how the location of the faults may be detected.
(b) State the periodic checks, which should be undertaken to ensure
that remote engine instrumentation is working accurately,

Q4.What pressure-charging system is used on modern slow-speed

two-stroke uniflow-scavenged engines, fitted with exhaust valves?
Give the crank angles at which the exhaust valves open and close,
and the angles at which the scavenge ports open,

Q5.Describe Explain clearly the how causes you of would such deal
fires with and a fire state in the measures scavenge which space can
of a be marine taken to diesel limit their occurrenсе

Q6.Sketch and describe a cylinder head for a large diesel engine and
show the provision made for cooling. Explain how the water spaces
are examined and state the usual causes of cracking.

Q7.(a) Explain why large, slow speed, diesel engines may have a
barred speed range and why the engine must not be operated
continuously within that range.
(b) Explain how the barred speed range is avoided when on bridge
control.
Q8. (a) Sketch diagrammatically a device for controlling the viscosity
of the fuel oil to the injectors
(b) State the value at which the viscosity should be maintained.
(c) If the viscosity controller were to be inoperative what means may
then be employed to operate the engine satisfactorily

Q9.(a) Sketch a pneumatically operated starting air valve.

(b) Explain its operation
(c) State with reasons what normal maintenance is required

November 2022

Q1.Ilustrate with example how the indicator power can be calculated

by use of indicator diagram.
Write short notes on
(a) Brake horse power
(b) Mechanical efficiency
(c) Thermal efficiency

Q2.Describe with suitable sketches the starting air system of slow

speed two stroke engine and all the components in the system.

Q3. (i)With a simple sketch, stow the cylinder cover used on a low
speed two stroke marine propulsion engine.
(i)Mention the mountings on cylinder cover and briefly explain the
mountings used for fuel, air start and relief purposes.

Q4.Related to diesel engines used on board, briefly explain following

terms with sketches
a) Piston Stroke
b) Compression Ratio
c) Natural Aspiration
d) Supercharging

Q5.Explain the difficulty faced in lubrication of crosshead bearings

and how this is overcome by the engine makers of two stroke low
speed main propulsion engines type with suitable sketches
Q6.With reference to auxiliary engine fuel pumps.
a) Explain how a fuel pump may be cheeked for accuracy of injection
timing
b) Describe how fuel pump timing may be adjusted after overhaul:
c) Explain the circumstances in which it is considered necessary to
replace a fuel pump.

Q7.(a) With reference to crankshafts and piston crowns outline the

main stresses to which these parts are subjected.
(b) In each case explain how the stresses are generated and how
they vary in magnitude and direction during one cycle.
(c) With respect to the whole engine describe how stresses may be
accommodated by good design and influenced by poor maintenance.

Q8.Sketch and describe the operation of a governor suitable for a

diesel generator

Q9.(a) Sketch and describe a device employed for continuous

monitoring of the viscosity of heavy fuel oil being supplied to a main
engine
(b) Explain how the system employing the device described in Q.9 (a)
operates to adjust the fuel viscosity.

December 2022

Q1. (a) Describe using sketches a top end bearing arrangement

designed to minimise or prevent the risk of oil film overload
(b) Explain why successful Lubrication of top end bearings is difficult
to achieve in practice.

Q2. (a) With reference to crankshafts and piston crowns outline the
rain stresses to which these parts are subjected.
(b) In each case explain how the stresses are generated and bow
they vary in magnitude and direction during one cycle.
(c) With respect to the whole engine describe how stresses may be
accommodated by good design and influenced by poor maintenance
Q3. Sketch and describe the operation of a governor suitable for
diesel generator.

Q4.State with reason the essential requirements for Main Engines in

unattended machinery spaces, and as a watch keeper what checks
you will carry on it out prior leaving the engine room.

Q5. (a) Describe, with the aid of a sketch, a piston and gudgeon pin
assembly for a medium speed trunk engine, indicating the positions of
compression and oil control rings.
(b) State the materials used for the piston described in (a) above
(c) Explain the operation of the oil control rings in (a) above, (S)

Q6. Explain how leakage of the undermentioned valves may become

apparent to watch keepers and state the effects on engine operation.
Describe the immediate and subsequent action which might be
necessary in each case:
(a)Exhaust valve
(b)Fuel valve
(b)Air starting valve.

Q7. With reference to lubricating oil:

(a)Explain why oil employed in the crankcase of a trunk piston engine
differs in its properties from that employed in the crankcase of a
crosshead engine;
(b)List FOUR effects of bacterial attack on crankcase oil;
(c)Explain the action which must be taken if bacterial attack of the
crankcase oil is detected.

Q8. (a) Describe the procedure for taking crankshaft deflections of

Auxiliary Engine explaining all precautions that must be observed,
(b) Explain what deflection readings actually mean and suggest the
action which must be taken readings should be outside values
recommended by the engine manufacturer.
(c) Describe a safe procedure for checking wear down of a main
bearing.
Q9. (a) State why double walled fuel pipes are employed for high
pressure fuel lines.
(b) Sketch and describe such a double walled pipe arrangement and
show how high pressure pipe failure is indicated.

January 2023

Q1(a) Sketch a block diagram showing a bridge control system for

propeller pitch, engine speed and load
(b) Describe the operation of the system sketched in (a).
(c)What are the requirements to be fulfilled on an UMS classed vessel
for operating un-manned Engine Room watch."

Q2.During your watch, main engine operation suddenly becomes

erratic with speed varying widely even though fuel control remains at
the value originally set:
(a) State with reasons the possible cause of this behaviour;
(b) Explain in detail how this cause can be traced and the problems
rectified.

Q3.(a) State why jacketed fuel pipes are employed for protection of
high pressure fuel delivery lines between the high pressure fuel
pumps and fuel injectors.
(b) Sketch and describe such a jacketed pipe arrangement and show
how high pressure pipe failure is indicated.

Q4.Describe the effects upon the auxiliary engine of running with the
following defects
(a) Incorrect tappet
(b) Carbon encrusted injector nozzle
(c) Fouled turbo-charger
(d) Worn out fuel pump cams
Indicate how the defect may be detected and the rectifying action
required in each case
Q5.Sketch and describe a cylinder liner used for a 2 stroke main
engine with cross flow scavenging Show the provision made for
sealing cooling water and exhaust gases

Q6.(a] Sketch and describe a fuel oil system of a large diesel engine,
from settling tanks to main engine fuel injectors.
(b) Also, comment on the importance of
(i) heating arrangement with temperature control
(ii) Prevention of air lock in the system
(iii) Purification of fuel

Q7.What is specific fuel consumption of a diesel engine? Why is it

necessary to specify it and how will you check this for the large diesel
engine of your vessel.

Q8.With reference to the construction of a turbocharger, sketch and

describe
(a) The rotor bearing and its method of lubrication
(b) Labyrinth seal and explain how such a seal work
(c) Impeller and diffuser

Q9.Sketch and describe the operation of a crankcase oil mist

detector. What operational maintenance does this instrument require
for efficient performance.

February 2023

Q1.(a). Draw the Indicator Diagrams of a 2-Stroke main engine,

showing each step of the 2 Stroke type.
b. How is the Power of a 2-Stroke main engine with 6 units is
calculated with the help of indicator diagrams.

Q2.With Respect to 2-Stroke and 4-Stroke Diesel engines, Describe

a). What are the advantages and disadvantages of 2- Stroke and 4 -
Stroke engines.
b). Uses of each type of engine on board ship with reasons.
Q3.a). Draw a sectional diagram of cylinder liner of 2-Stroke Diesel
Engine, marking each part. What is the material of cylinder liner.
b). How cooling of liner is achieved satisfactorily
c). what is cleaning ring and where it is fitted.

Q4.(a) What is the function of Connecting Rod in 2-Stroke marine

Diesel Engine?
(b) Draw a Diagrammatic Sketch of Connecting Rod ol 2-Stroke
engine. Name each component and describe its function.
(c)Drew a diagrammatic sketch showing how lubricating on is passed
to Crankpin bearing?

Q5.a.What is a composite Boiler? Draw diagrammatic sketch of

composite boiler and name each part.
b. What are the methods used to control the steam pressure in the
steam drum?
c. What are the advantages of having Composite boiler on the ship

Q6.a. Explain fuel oil treatment process on board, before it is fit for
use in main and auxiliary engines.
b. What is the sign of incompatible fuel oil?; What action is taken
when incompatibility are noted.
c. What is Series purification of Fuel Oil, when it is required to be put
in operation?

Q7.a. What lubricating Oil tests are carried out on Auxiliary Engine
Sump Oil?
b. What inference is drawn From each of the tests?
c. What actions will be taken when abnormal results are obtained?
d. What is the frequency of on-board L.O tests on-board?

Q8.a. Describe the function of thrust bearing

b Draw diagrammatic sketch of Thrust Bearing and show the
lubrication of each part
c. Describe the lubrication problems of thrust bearing.

Q9.With respect to medium speed diesel engines

a Describe types of bearing failures
b. Describe prevention for each type of failure.
c.What are the reasons for Crank Pin Bearing bolt failure?

March 2023

Q1.a) How is a 2-Stroke engine started?; Describe the sequence of

engine starting.
b) Draw the Timing Diagram of engine starting, showing crank
position of each step.
c) What is OVERLAP in engine starting?

Q2. Describe following terms with respect to Diesel Engine with

suitable diagrams.
a) Piston Stroke
b) Swept Volume.
c) Clearance volume
d) Compression ratio.

Q3. a) Draw a simple sketch of Cylinder head of 2-Stroke main

Engine, describing function of Cylinder head.
b) Name the mountings on the cylinder head and their functions.
c) Name the material of Cylinder Head, giving reasons.

Q4. a) Draw simple sketch of a crank shaft, with names of the

different parts of the crank shaft
b) Describe function of crankshaft of 2-Stroke Diesel Engine.
c) Describe fittings on crank Shaft for various operation of main
engine.

Q5.a) What is the importance of measuring bearing clearance in a

diesel engine.
b) What is Bridge gauge ?; Describe it's usage with diagram.
c) What are the other recommended methods used on-board to check
bearing clearances.
Q6.a) Draw a diagrammatic Sketch of Auxiliary Boiler on your ship,
labelling all the mountings provided.
b) Describe function of each mounting in brief.

Q7. i) What is the definition or the following terms;

a. Indicated Power
b. Brake Power,
c. Specific Fuel oll Consumption,
d. Mechanical Efficiency
e. Thermal Efficiency.
ii). what Is an Indicator Diagram of a diesel engine? Draw a diagram
and show different points related to Diesel Engine power
measurement.

Q8.a. what are the safety Interlocks provided in compressed air

Starting system of Main Engine?
b. Describe with a diagram the air starting system of a main engine.
a. Describe how fuel Injector components deteriorate with time?
b. What are effects of deterioration of fuel injector components?
c. What are the signs of a bad Injector?

ANSWERS

From August to December check combined pdf in last.

January 2023

Q1(a) Sketch a block diagram showing a bridge control system

for propeller pitch, engine speed and load
(b) Describe the operation of the system sketched in (a).
(c)What are the requirements to be fulfilled on an UMS classed
vessel for operating un-manned Engine Room watch."
Ans-
The sketch shows the general arrangement for the main engine
control from bridge. A change over switch is provided to transfer the
main engine control from engine room to bridge or vice versa. The
changeover switch is located in the engine room.
Starting and stopping, reversing of engine or propeller pitch and
speed control are possible from the bridge. An emergency direct
arrangement for stopping the main engine is provided in the bridge
independent of the bridge control system.
When an engine running signal is given by the bridge (or engine
room), the programme controller activates the system for reversing
the engine in the stopped position (unless the engine is already set
for the required direction of running). If the direction for turning on air
is set as required, the turning gear is out and the starting air pressure
is sufficient, air will be admitted to start the engine. At firing speed a
signal will be sent to the governor for fuel release.
Provided the essential parameters such as lubricating oil pressure,
cooling water pressure, air spring pressure etc are in order and the
respective cut-outs do not block the fuel supply, fuel will be injected
and the engine will start on fuel
A further programme checks running direction and speed feedback to
adjust the signal to governor regulating speed according to telegraph
order. The programme also ensures that continuous running at critical
speed range (if any) is avoided, by a quick increase or reduction in
fuel charge as the rpm approaches the critical speed range.
The essential requirements for unattended machinery spaces (UMS)
and reasons
SOLAS 1974 chapter 11-1 part E regulations 46 to 54 state the
additional requirements for periodically unattended machinery
spaces. The requirements are also given in the rules of classification
societies.
The reason for the requirements are given in the SOLAS which states
that "The arrangements provided shall be such as to ensure safety of
the ship in all sailing conditions, including manoeuvring, is equivalent
to that of a ship having the machinery spaces manned".
The requirements are as under.
General
Class rules require that appropriate controls, alarms and safeguards
to be provided for the following machinery:
a) Air compressors
b) Controllable pitch propeller
c) Electric generating plant
d) Inert gas generators
e) Incinerators
f) Main propelling machinery including essential auxiliaries
g) Oil transfer and storage systems (purifiers and oil heaters)
h) Steam raising plant (boilers and their ancillary equipment)
i) Thermal fluid heaters
j) Waste heat boilers
For more refer Ritker sen Q 8.12

Q2.During your watch, main engine operation suddenly

becomes erratic with speed varying widely even though fuel
control remains at the value originally set:
(a) State with reasons the possible cause of this behaviour;
(b) Explain in detail how this cause can be traced and the
problems rectified.
Ans
a) Tracing of cause of erratic speed variation
The problem may be originating in the governor or prime mover.
In order to ascertain which, the governor output shaft may be
disconnected and the engine run on manual control. If the speed
became steady, then the problem would be with the governor. If
however, the speed still fluctuated, it would be established that
the problem was with the engine.
Assuming the latter to be the case i.e. the governor was not
suspect, the following further observation could give indications
of the fault.
 A leak in the fuel oil daily service tank heating steam coil would
result in accumulation of condensed water in the tank.
If the leakage rate is small, the water would not get a chance to
settle down in the bottom of the tank owing to the ship rolling and
pitching. Moreover, the fuel pump suction pipe being located at
the bottom, there would be continuous churning of the oil.
Occasionally, some of the accumulated water would be drawn by
the pump and whenever slugs of water entered the engine
through the fuel injection system, there would be sudden
temporary loss of power and drop in speed. Things would return
to normal as soon as the fuel delivery was restored. To confirm
this, when the service tank drain was opened, water was
occasionally found to come out from the tank. Further
confirmation was obtained by the presence of oil in the hotwell
and increase in the make-up feed water to the boiler.

b) Causes of speed variation and rectification

Q3.(a) State why jacketed fuel pipes are employed for protection
of high pressure fuel delivery lines between the high pressure
fuel pumps and fuel injectors.
(b) Sketch and describe such a jacketed pipe arrangement and
show how high pressure pipe failure is indicated.
Ans Refer to December 2022 Q9

Q4.Describe the effects upon the auxiliary engine of running with

the following defects
(a) Incorrect tappet
(b) Carbon encrusted injector nozzle
(c) Fouled turbo-charger
(d) Worn out fuel pump cams
Indicate how the defect may be detected and the rectifying
action required in each case
Ans.
(a) Incorrect tappet
If tappet clearance is too high, the valve will open late and close early
If tappet clearance is too low, the valve will open early and close late
If air inlet valve opens too early, the piston may pump some of the
exhaust gases into the inlet manifold which may return to the cylinder
during the suction stroke.
If air inlet valve opens late, it will not be sufficiently open when the
piston commences its suction stroke causing some wire drawing and
reduction in volumetric efficiency.
If air inlet valve closes too early, there may be some wire drawing
towards the end of suction stroke and moreover full advantage cannot
be taken of the inertia effect of the moving mass of air to fill the
cylinder with maximum amount of air before the start of compression.
If air inlet valve closes too late, some air may be pumped back to the
inlet manifold.
In all above cases the amount of fresh air available will diminish that
will affect combustion adversely.
If exhaust valve opens too early, there will be less expansive use gas
pressure energy and loss of power
If exhaust valve opens too late, the valve may not open sufficiently
when the piston commences the exhaust stroke causing build up
pressure in the cylinder
If exhaust valve closes too early, there may be some resistance to the
flow of gases towards the end of the exhaust stroke affecting the gas
exchange process adversely.
If exhaust valve closes too late, some exhaust gas may return into the
cylinder during the suction stroke. -
Apart from the above, too small a tappet clearance can also result in
the valve not seating completely when thermal expansion of the valve
and stem takes place. In this situation, high pressure and temperature
gases will leak past the valve causing burning and erosion of the
valve and seat. Leak past the inlet valve may cause explosion in the
inlet manifold if oily substance is present.
If the clearance is too large, then apart from the above, there will be
greater hammering action of the tappet on the stem, noisy operation
and more rapid wear in the long run
(b) Carbon encrusted injector nozzle
The spray direction and shape will alter affecting intimate mixing of
fuel and air. This will result in improper combustion, rise in exhaust
temperature, carbon deposit in the combustion space and loss of
power.
(c) Fouled turbo-charger
Fouled turbocharger will reduce its efficiency, result in lower rpm, less
air delivery by the blower, insufficient air for combustion and other
related problems
(d) Worn out fuel pump cams
Small amount of wear and uneven surface of the cam may cause
scoring of the roller or cam follower. Large wear of cam will lower the
position of the fuel pump plunger and, if of the helix type, beginning
and end of injection will be delayed.

Q5.Sketch and describe a cylinder liner used for a 2 stroke main

engine with cross flow scavenging Show the provision made for
sealing cooling water and exhaust gases
Ans. “Error 404” NOT Found
Q6.(a] Sketch and describe a fuel oil system of a large diesel
engine, from settling tanks to main engine fuel injectors.
(b) Also, comment on the importance of
(i) heating arrangement with temperature control
(ii) Prevention of air lock in the system
(iii) Purification of fuel
Ans a)
The sketch shows the fuel oil system for a large diesel engine. Details
of thermometers, pressure gauges, other valves and fittings have not
been shown.
Fuel oil is drawn by the purifier from the settling tank through a pre-
heater, purified and discharged into the fuel oil service tank 2. A
change over valve 12 permits either fuel oil or diesel oil to be drawn
by the primary fuel oil supply pump 4 (1 working and 1 stand by) and
pump through flow meter 5 to the suction side of the secondary fuel
oil supply pump 6 (1 working and 1 stand by). The secondary pump
delivers the fuel via heater 7, viscometer 8 and the full flow filter 9 to
the main engine fuel pumps suction. The cam operated fuel pumps
inject the fuel via the injectors mounted in the cylinder cover. Any
excess oil or re-circulating oil returns to the secondary pump suction
via de-aerating tank 10.
The pressurized fuel is contained in a closed circuit and any air in the
system is released through the service tank by the automatic de-
aerating valve 11.
The spring loaded overflow valve 13 at the primary pump is adjusted
to maintain a pressure of at least 4 bar at the pump delivery to
prevent any water in the heated oil from evaporating and forming
vapour lock.
The diesel oil service tank 3 also serves the auxiliary engines via lines
16 and 17.
The drain tank 18 collects any leakage oil and, depending on its
condition the oil is either returned to the settling tank or sent to a
sludge tank for further treatment, use or disposal.
b)
Heating arrangement and temperature control
It is necessary to heat the high viscosity fuel oil in order to reduce the
viscosity at the point of injection to 10 to 20 centistokes for proper fuel
injection. If the viscosity at the injection point is higher, fuel will not be
atomized and mixed with air properly and the combustion will not be
proper leading smoking, carbon deposits in the cylinders, turbine and
exhaust system, rapid wear of liner and piston rings, blow by,
overheating, seizure, scavenge fire and many other related problems.
Different fuels require different heating temperatures and accurate
temperature control is necessary to ensure correct viscosity. A
viscometer and viscosity controller is provided at the discharge side of
the fuel heater. The steam supply to the heater is automatically
regulated to provide the correct amount of heating necessary to
maintain the viscosity according to the required setting.
Prevention of air lock in the system
Air may get into the fuel system from the primary fuel pump suction
side or it may be dissolved in water contained in the fuel. This air may
be released on the suction side of the fuel injection pump causing air
lock, erratic working of the pump. It is therefore necessary to provide
some arrangement for release of air. An automatic non-return de-
aerating valve 11 is provided for this reason.
Purification of fuel
It is necessary to purify the fuel in order to remove any water and
water soluble salts or acids. Purification is also very important for the
removal of any sludge and solid contaminants. Solid matters such as
metallic ash, sand, grit and catalytic fines (aluminium and silicon) may
cause rapid wear of liner and piston rings, overheating and seizure.
Sludge in fuel may not burn properly forming carbonaceous deposits
and attending problems.

Q7.What is specific fuel consumption of a diesel engine? Why is

it necessary to specify it and how will you check this for the
large diesel engine of your vessel.
Ans.
Specific Fuel Consumption or SFC is the amount of fuel consumed
per horsepower-hour or per kilowatt-hour. It is commonly expressed
in grams.
Typical value of SFC in a modem large slow speed two-stroke engine
is around 120 grams per bhp-hour or 160 grams per kW-hour. For
comparison purpose, SFC is calculated on the basis of fuel of
standard lower calorific value (LCV) 10,200 kcal per kg
SFC is a measure of thermodynamic efficiency of the engine. Lower
the SFC, the higher will be the thermodynamic efficiency and
therefore, the lower will be the fuel consumption for the same engine
power and speed of the ship.
For the sake of fuel economy, the SFC should be as low as possible.
In a shipbuilding contract, the engine SFC is specified and
guaranteed. The actual SFC is measured in during shop test, and if it
exceeds the contracted SFC by more than 3 per cent, the shipyard or
the engine maker has to compensate the ship-owner.
On board a ship, to calculate the SFC, it is necessary at first to
determine the brake power.
This can be done by ascertaining the indicated power (IHP) after
taking indicator cards and multiplying the indicated power by the
mechanical efficiency of the engine (usually taken as 0.95),
At the same time, the fuel consumption rate in kilograms per hour is
obtained by observing the fuel consumption over a period of say, 2 or
3 hours around the time of taking cards.
The SFC is finally arrived at by dividing the fuel consumption per hour
by brake power.
In order to make proper comparison with shop test figures, the SFC
calculated as above should be divided by the LCV of the fuel used in
shop test (this data is usually available on board the ship) and
multiplied the LCV of the actual fuel used.

Q8.With reference to the construction of a turbocharger, sketch

and describe
(a) The rotor bearing and its method of lubrication
(b) Labyrinth seal and explain how such a seal work
(c) Impeller and diffuser
Ans.
Rotor bearing
The sketch shows turbocharger blower side double row ball bearing
arrangement that is commonly provided.
The inner race of the bearing is a tight fit on the shaft. Between the
outer race and the bearing housing leaf springs are fitted both axially
and longitudinally as shown. These springs serve to dampen vibration
and reduce chattering of the steel balls or rollers, thus prolonging the
useful service life of the bearing.
The bearing is completely enclosed in casing and bottom part of the
casing forms the lubricating oil sump. A gear type pump driven by the
turbine shaft draws oil from the sump and supplies a jet of oil to the
bearings. A sight glass for checking oil level and oil filling and drain
plugs are provided in the casing
The blower side bearing also serves to locate the turbocharger rotor
assembly in the axial direction and absorb any axial thrust.
The turbine side bearing and lubrication arrangement are similar
except that this bearing is of single row type and the arrangement
allows thermal expansion of the rotor shaft
Labyrinth seal
The labyrinth seal consists of a series of rings around the shaft and
having a very small clearance, usually 0.2 to 0.5 mm. From the high
pressure end successive pressure drop takes place across each ring
seal till the last ring
There in no metal to metal contact between the shaft and the seals.
Labyrinth seals are of simple construction suitable for high pressure
and temperatures, the main disadvantage being these cannot provide
100 per cent sealing of gas

Impeller and diffuser

Q9.Sketch and describe the operation of a crankcase oil mist

detector. What operational maintenance does this instrument
require for efficient performance?
Ans. The sketch shows the working of a crankcase oil mist detector
based on photo-electric principle.
A multi-directional valve 1 with a rotary connector arm 2 connects the
crankcase space in way of each crank throw and chain or gear casing
via inlets 3 by turn to the measuring tube (opacity detector) 4. The
suction fan 9 draws samples of any mist from these spaces.
Simultaneously the suction fan also draws a mixture of samples from
other spaces i.e. average sample through the other measuring tube 5
which is used as reference

A lamp 7 emits light that is reflected by mirrors 8 to direct the rays on

a photo-electric cell (PEC) 6 located at the end of each measuring
tube. The light rays thus travel through the crankcase atmosphere
samples drawn by the fan. When the atmosphere does not contain
any oil mist, it will be clear and there will be no absorption of light
resulting in generation of maximum current by the PEC. If there is an
oil mist, there will be some absorption of light and it will not reach the
PEC with full intensity resulting in a reduction of current. The change
in current therefore gives an idea of the amount of oil mist present.
In the arrangement shown above, the presence of oil mist in a
particular part of the crankcase can be compared with the average
mist in the remaining areas. In another version, instead of drawing a
mixture of mists the detector 5 is filled with clear air and in such case
the presence of mist will be indicated in absolute terms rather than as
a comparison.
Conditions which will actuate the alarm
[Note: The following is an excerpt from MAN B&W operations manual
for their 46-98 MC type engine;
"When the engine is running, the air in the crankcase contains the
same types of gas (N2 -02 -C02) in the same proportions as the
ambient air, but there is also a heavy shower of coarse oil droplets
being flung around everywhere.
If abnormal friction occurs between the sliding surfaces, or heat is
otherwise transmitted to the crankcase (for instance from a scavenge
air fire via the piston rod/ stuffing box, or through the intermediate
bottom), "Hot spots" on the heated surfaces can occur. The "hot
spots" will cause the oil falling on them to evaporate.
When the oil vapour condenses again, countless minute droplets are
formed which are suspended in the air, i.e. a milky-white oil mist
develops, which is able to feed and propagate a flame if ignition
occurs. The ignition can be caused by the same "hot spot" which
caused the oil mist".]

Testing of the oil mist detector

Regular tests of the oil mist detector are essential to assure it remains
functional and will give off alarm when the oil mist concentration
begins to rise above pre-set limit. Makers of oil mist detectors provide
facilities to carry out such tests in their equipment. In modern
installations, microprocessors are provided which enable tests to be
carried out. When a TEST button is pressed a menu appears giving
the various tests options which may then be selected and carried out.
The relays are checked by energizing them through a test circuit to
ensure proper functioning of audible and visual alarms
Lamp tests are carried out similarly by activating them through test
circuits
The detectors are tested by simulation of light intensity to check their
working.
Some of the alarm conditions may initiate slow down or shut down of
the engine during tests unless bypass arrangements are provided.
Maintenance of the oil mist detector
The details of maintenance required depend on the design of the oil
mist detector. The following maintenance works have been
recommended by one maker to be carried out every 6 months in
addition to periodical testing of the equipment.
* Checking glands of the control unit to ensure they are tight to
prevent ingress of oil and moisture. Check the sealing strip between
the door and box is not damaged preventing a seal being made.
* Similarly, ensure that all junction box glands are tight to prevent
ingress of oil and moisture. Ensure that the lid fixing screws are tight,
to prevent ingress of oil and water.
* Ensure that all cable connections in both the control unit and
junction box are tight. Check all cables. Replace any that are found to
be damaged.
* Ensure that the detector base is screwed tight into the crankcase.
Remove the cable connector from the detector and check for damage
* If an in-service detector head is removed for any reason, the
detector optics must be cleaned before reassembling and replacing it.
# In addition, the following periodical replacement or overhauls are
recommended.
* Battery on the main processor board - replace every 5 years
* LCD - replace every 5 years
* Fan inside the detector - overhaul every 1.5 years
* After 5 years of service, the detector head must be returned to an
approved agent for a complete overhaul including changing all seals
February 2023

Q1.(a). Draw the Indicator Diagrams of a 2-Stroke main engine,

showing each step of the 2 Stroke type.
b. How is the Power of a 2-Stroke main engine with 6 units is
calculated with the help of indicator diagrams.
Ans.
a)https://marineengineeringonline.com/indicator-diagrams/
b) Calculations
Area of the indicator diagram = a [mm2]
Average height of the diagram = a [mm2] / l [mm]
Average mean indicator pressure = a [mm2] / l [mm] x k [bar / mm]
Or Pm = (a / l) x k [bar]
Where k = spring scale in bar per mm

Work done in one cycle = Mean Indicated Pressure x Area of the

Piston x Length of stroke = [Pm] x [A] x [L]
To obtain the power of this unit, it is necessary to determine the rate
at which work is done, i.e. multiply work by number of power strokes
in one second.
Now,
Indicated Power of Unit [ip] = Mean Indicated Pressure [Pm] x Area
of Piston [A] x Length of Stroke [L] x Number of Power Strokes per
Second [N]
Indicated Power of Unit = Pm L A N
#Unit of Final Result
Indicated Power = Pm L A N
= (a / l ) x k [bar] x L [m] x A [m2] x N [1/s]
= [bar] x [m] x [m2] x [1/s]
= 105 N/m2 x m x m2 x 1/s
= 105 Nm/s
= 105 Joules/s
= 105 Watts
Hence, multiply the result obtained from calculating indicated power
with 105 and the final unit will be in Watts.
Q2.With Respect to 2-Stroke and 4-Stroke Diesel engines,
Describe
a). What are the advantages and disadvantages of 2- Stroke and
4 -Stroke engines.
b). Uses of each type of engine on board ship with reasons.
Ans.
a)
 b). Uses of each type of engine on board ship
The 2 stroke engines are used for vessel propulsion and are bigger
in size as compared to the 4 stroke engines. In this engine, the
complete sequence is complete in two cycles
A 4 stroke engine can be installed on the ship to produce electrical
power and also to propel the ship (usually in small size vessel).
This engine takes 4 cycles to complete the transfer of power from
the combustion chamber to the crankshaft. Its fuel efficient as
compare to 2 stroke engines.
Q3.a). Draw a sectional diagram of cylinder liner of 2-Stroke
Diesel Engine, marking each part. What is the material of
cylinder liner.
b). How cooling of liner is achieved satisfactorily
c). what is cleaning ring and where it is fitted.
Ans.a)

For cylinder liner, nickel-chromium iron has been popularly used.

Chromium 0.7%. To increase the wear resistance, the liners are
hardened by heating to 855°C-865°C for 30 to 40 minutes and then
quenched in oil.

b) For cooling the solution is to bring the cooling water closer to the
liner wall and one method of doing this without compromising the
strength of the liner is to use tangential bore cooling
Holes are bored from the underside of the flange formed by the
increase in liner diameter. The holes are bored upwards and at
an angle so that they approach the
internal surface of the liner at a
tangent. Holes are then bored
radially around the top of the liner so
that they join the tangentially bored
holes.

On some large bore, long stroke engines it was fpund

that the undercooling further down the liner was taking place.

c) The piston cleaning ring is installed to protect against

excessive deposit build-up on the piston crown top land by
scraping off the deposits when the piston approaches top dead
center (TDC)

Q4.(a) What is the function of Connecting Rod in 2-Stroke marine

Diesel Engine?
(b) Draw a Diagrammatic Sketch of Connecting Rod of 2-Stroke
engine. Name each component and describe its function.
(c)Drew a diagrammatic sketch showing how lubricating on is
passed to Crankpin bearing?
Ans.
a) A connecting rod or conrod converts the linear up and down
movement or reciprocating motion of the piston into circular
motion of the crankshaft. It experiences tension, compression
bending and buckling during the process.
The primary function of a connecting rod is to create a link between
the piston and crankshaft so as to transmit power.
The conrod help to deliver lubricating oil to the cylinder walls and
wrist pin or gudgeon pin.
b)

c)
Q5.a.What is a composite Boiler? Draw diagrammatic sketch of
composite boiler and name each part.
b. What are the methods used to control the steam pressure in
the steam drum?
c. What are the advantages of having Composite boiler on the
ship
Ans. a)
Composite boilers are provided on ships where space is a constraint
for providing two separate auxiliary boiler and exhaust gas
economisers. The composite boiler consists of two separate sections
of tubes one for fuel oil firing and another for exhaust gas firing).
Operation:
1. Oil fired section is fired by an oil burner.
2. Exhaust gas section is heated by exhaust gases from the main
engine. To control the capacity of the boiler, a bypass valve is
provided in the exhaust gas pipe which regulates the flow of
gases to the boiler.
b)
The design of the boiler drum level control strategy is normally
described as:

Single-element
Single element drum level control is the easiest strategy suitable for
small boilers that have low and moderate variations in
load/disturbances. In this approach, the level is being measured that
helps in controlling the flow of feed water to maintain the steam drum
level. Due increase or decrease in demand of steam, phenomenon
like swelling & shrinking occur in steam drum which makes boiler
operation tedious. The drawback of this approach is that level of
steam drum is affected by uncontrolled feed water and steam
disturbances.
Two-element
Two element drum level control strategy is effective for the boilers
with moderate variations in load. In double element level controlling
the swelling and shrinking effect of boiler drum is taken care.
Pressure of the drum varies according to steam flow. if load increases
and drum pressure drops. In two element controller this effect is
compensated by measuring steam flow along with drum level. Steam
flow will give incorrect feedback if it is not compensated suitably
according to stem pressure and temperature. Flow of steam has
direct relationship with pressure and temperature. So, in most of the
causes measurement of steam flow is compensated by pressure and
temperature. The drawback of this strategy is that the disturbances
due to steam drum pressure and variations in load cannot be adjusted
in feed water supply as this variable is not measured in this control
strategy.
Three-element control
A three-element boiler water level control system is one which
typically uses the measured water level, the steam flowrate from the
boiler, and the water flowrate into the boiler to regulate the flow of
water into the boiler. It is a most common boiler drum level control
strategy and effective to use three element drum level control so that
shrinking and swelling effects can be taken care of. Figure 2.3 shows
the control scheme of three element drum level control. The shrink
and swell introduce the phenomenon of false water level that leads to
the measurement of three parameters including drum water level,
feed water flow and steam flow.
With the addition of feed water flow and steam flow measurement in
the control system, one can easily determine any major discrepancy
between the two and take the control action to maintain the water
level. The same results can be attained by using two element control,
but there are some disadvantages of two element control such as it
cannot change for the load disturbances take place in feed water
supply. Secondly, the phasing interaction between the drum level and
feed water flow cannot be eliminated by the two-element control.
Thus, to deal with these issues, three element steam drum level
control is used in which a third variable feed water flow rate is added
which is used to manipulate the feed water control valve. The output
of two element drum level controller is cascaded with feed water flow
controller. The steam flow act as the set point to the feed water
controller and feed water flow is used as the process variable. Thus,
amount of steam leaving the drum results in the addition of equal
quantity of feed water to the drum. The three-element drum level
control strategy is effective for rapid variations in load because it can
easily handle the balance between feed water flow and steam flow.
c) Composite boiler helps in recovery of heat from the propulsion
machinery. It is quiet efficient and cheaper option for the production of
heat.

Q6.a. Explain fuel oil treatment process on board, before it is fit

for use in main and auxiliary engines.
b. What is the sign of incompatible fuel oil? What action is taken
when incompatibility are noted.
c. What is Series purification of Fuel Oil, when it is required to be
put in operation?
Ans. a)
• Fuel oil used on board should be of good quality for good
performance of engines and boilers. In order to make it good quality it
has to be settled in settling tank and purified to remove impurities.
• Fuels are classified according to their state, into solid, liquid and
gaseous fuels. Most of the ships are fitted with oil fired engines and
boilers. Gas carriers use dual fired engines and boilers which burn
both liquid and gaseous fuels.
• Improper handling of fuel results in explosions, fire and casualties.
You should have a proper understanding of the characteristic of fuel
not only to optimize performance, but also to prevent disasters.
• Fuel oil should be free from solid and liquid contaminants. Presence
of these impurities results in poor combustion, wear of cylinder liner
and damage to exhaust valve seats, fuel pumps and fuel valves
• Fuel oil kept in settling tank allow the heavier impurities to settle
first. Steam coil heats the fuel oil to separate the water faster. The
water and the impurities settled at the bottom of the tanks are drained
periodically.
• It is important that the separators be correctly adjusted for the
specific gravity of the fuel
• being treated- All fuel oil separators available should be operated
continuously. Fuel flow rate and temperature control also are
important. The correct temperature for centrifuging high viscosity fuels
is in the region of 95 to 98 degrees Centigrade.
• If excessive sludging should occur, giving evidence of
incompatibility, the fuel should be separated at the slowest possible
rate using purifiers in parallel. When drawing from a fuel tank for the
first time, it is very important that a careful watch be kept on the
purifier for the first twelve (12) hours of separation.
• For most operating situations, series separation is recommended.
The purifier backed up by the clarifier offers the best operation from a
water, sediment and sludge removal, and safety of operation
viewpoint. If the specific gravity of the fuel oil exceeds 0.991, the
purifier should be reconfigured as a clarifier and the shoot or sludge
discharge cycle decreased to between five (5) and twenty (20)
minutes.
b)The tendency of fuels to produce deposits when mixed. The issue
may immediately occur when fuels comingle.
The industry best practice is to avoid mixing fuels from different
sources and with different formulations as arbitrary comingling can
lead to incompatibility problems and a loss of stability in the resultant
blend. For example, when a heavy fuel oil (HFO) with a high
asphaltene content is mixed with a low-gravity distillate with a
predominance of paraffinic aliphatic hydrocarbons the solvency
reserve can be depleted and asphaltenes can flocculate and
precipitate as sludge.
Although incompatibility is not a common phenomenon its likelihood
increases in tandem with fuel switching, such as when entering and
leaving an ECA. Compatibility problems must be treated as a critical
concern as it can result in power failure, fuel systems can become
paralysed and the job of cleaning up the results is both difficult and
time consuming.
There are a number of precautionary measures that can be taken:
Avoid mixing bunker fuels from different sources wherever possible
Store fuels separately until compatibility testing has been carried
out
Do not mix straight-run fuel oil [the product of atmospheric or
vacuum distillation] with a cracked [additionally processed] one – if
not possible keep the ratio to a minimum.
Steer clear of mixing fuels with greatly dissimilar densities
Where possible choose fuels with similar viscosities and densities
Do not mix a fuel oil with a marine diesel oil or marine gas oil
In practise it is often not possible to ensure against a degree of
comingling and although the rule of thumb is not to comingle or load
on top in excess of 20 per cent mix ratio, the only way to ensure there
are no issues is to test a sample mix.
It is important to remember that a stable fuel oil can become unstable
when mixed with another stable grade although generally fuels of the
same viscosity grade with similar densities will be compatible. Also,
although ISO 8217 (Specifications for Marine Fuels) is the most
frequently used standard for fuel bunkers it was developed prior to the
introduction of ECA category fuels, which often fall between its grade
specifications.

c) Series operation
To ensure optimal cleaning of residual fuels, a series arrangement of
a purifier followed by a clarifier is used. The oil has to be centrifuged
through the purifier first because the clarifier separates solids only
from the feed oil. Catalytic fine removal improves with the use of a
clarifier.
Centrifuge operating temperatures are maintained as high as
possible, usually around 950 C fresh water or 3% salt water. The
effectiveness of water removal is less for very viscous fuels.
98◦C.Effective fuel treatment can remove up to 5%
If the fuel density is marginally over the 991 kg/m3 limit and the water
content is low, both centrifuges are used as clarifiers for better
cleaning
Parallel operation of centrifuges is not effective as series purification.
It may be used when the water content in the oil is high.
Q7.a. What lubricating Oil tests are carried out on Auxiliary
Engine Sump Oil?
b. What inference is drawn from each of the tests?
c. What actions will be taken when abnormal results are
obtained?
d. What is the frequency of on-board L.O tests on-board?
Ans.
a) lubricating Oil tests are carried out:-
Water content test, pH test, Viscosity test, spot test.
b)
#Water content test - Shows the percentage value of water present in
lube oil.
#pH test - This test determines the reserve alkalinity of the oil sample.
#Viscosity test- This method shows the contamination of lube oil
which may be due to diesel oil, heavy oil or sludge resulting in change
in viscosity.
#Spot test- It determines the insoluble components in lube oil.

c ) Actions taken for abnormal results-

# Proper purification with minimum throughput
# Batch purification if heavy contamination
# Filtering: Removes large oil insoluble matter
# Gravity separation: Removes heavy matters, sludge and water
# Adding special additives: Reduce acids, sludge, finer oil insoluble
matter
# Centrifuging: Removes sludge, foreign matter and water
#Water washing: Only for straight mineral oil or oil without additives,
can remove acids.

d) Lube oil for important systems like main propulsion plant, auxiliary
engines, air compressors, steering gear etc. must be checked as
described by the company. It may vary from every 15 days or once in
a month for on-board lube oil tests.

The lube oil must be sent ashore every three months for special
laboratory tests such as spectro-analysis.
Q8.a. Describe the function of thrust bearing
b Draw diagrammatic sketch of Thrust Bearing and show the
lubrication of each part
c. Describe the lubrication problems of thrust bearing.
Ans.
a)
The purpose of a thrust block on a large marine engine is to transmit
the torque produced by the rotating propeller through the housing
hold-down bolts into the ship's structure. The structure under the
thrust block is reinforced with steel plates and I beams above and
inside the double bottom tanks or cofferdams.
The thrust block consists of a housing which contains a number of
wedge shaped white metalled pads with generous helical oil grooves
cut into them.
The pads are arranged and fixed around steel support, holding them
against a machined collar on the drive shaft.
◦The pads are prevented from overheating and premature wear by a
fluid film of oil between them and the collar, the oil supply being
hydrodynamic - self pressurized due to the rotation of the drive shaft.
There is an oil reservoir in the bottom of the housing which may
contain an oil cooling coil through which seawater is circulated.
In this unit you will the principle, construction and operation of a
Thrust Block.
The thrust generated by the propeller and is transmitted along the
shaft to the thrust block. It makes the ship move and it has an ahead
and astern thrust pad.
When a propeller rotates in water, a thrust is transmitted along the
propeller shaft. The propeller generates a thrust and transmits it to the
thrust block. Within the thrust block, the thrust is transmitted to the
hull of the ship through the thrust collar, thrust pads and thrust block
foundation bolts. This causes the ship to move.

b)
c)xxxxxxxxxxxxxxxxxxx

Q9.With respect to medium speed diesel engines

a. Describe types of bearing failures
b. Describe prevention for each type of failure.
c. What are the reasons for Crank Pin Bearing bolt failure?
Ans.
a&b)
https://www.schaeffler.com/remotemedien/media/_shared_media/08_
media_library/01_publications/barden/brochure_2/downloads_24/bard
en_bearing_failures_us_en.pdf
c)
Over stressed on bolts (due to piston seizure, over tightening,
propeller strike some obstruction)
Too long in service
Wear of bolts & enlarge of holes can cause the easing of nuts.
Too much clearance of bearings, shock resulting fatigue in bolts
March 2023

Q1.a) How is a 2-Stroke engine started?; Describe the sequence

of engine starting.
Q1.b) Draw the Timing Diagram of engine starting, showing
crank position of each step.
Q1.c) What is OVERLAP in engine starting?
Ans. a)
1. Air systems
a) Drain any water present in the starting air system
b) Drain any water present from the control air system at the receivers
c) Pressurise the air systems and ensure that the pressures are
correct
d) Ensure compressed air is available at the exhaust valve ‘air spring’
closing cylinders
2. Lubricating oil systems
a) Check the oil level in the main engine sump and replenish if
necessary
b) Start main engine LO pump and a turbocharger LO pump
c) Ensure all of the oil pressures are correct
d) Ensure there is adequate oil flow for piston cooling and
turbochargers
e) Check the oil level in the cylinder LO tank and that the supply to
the lubricator is open. Check cylinder oil flowmeter is properly
functioning and note the counter of the flowmeter
3. Cooling water systems
a) Ensure Main Engine Jackets are under normal circumstances, the
main engine jacket water is continuously circulated through a
preheater during the stay in port and are never allowed to cool down
b) Ensure that the cooling water system pressures are correct and
that the systems are not leaking. Checks should be made again when
the engine is at its correct operating temperature
c) Check the level of the expansion tank. An evident decrease in the
water level of the expansion tank indicates leakage.

4. Slow turning the engine with the turning gear

Slow turning of the engine must be carried out to prevent damage
caused by fluid leaking into any of the cylinders. Permission from the
bridge must be sought before turning the engine. Pre-lubrication
should be carried out. Always carry out the slow turning operation at
the latest possible moment before starting.
a) Ensure the regulating handles are in the FINISHED WITH
ENGINES position
b) Ensure all of the cylinder indicator cocks are open
c) Turn the engine one revolution with the turning gear. Check to see
if fluid flows out of any of the indicator valves
d) Disengage the turning gear and ensure it is locked in the OUT
position
e) Check that the indicator lamp for TURNING GEAR ENGAGED
extinguishes

5. Slow turning the engine on starting air (blow through)

Permission must be sought from the bridge before turning the engine.
The bridge should be asked for propeller clearance. Always carry out
the slow turning at the latest possible moment before starting and
within the last 30 minutes. Bring Main Engine to standby mode.
a) Select SLOW TURNING on the main engine operating panel if
present or give a kick from the engine control room by moving the
regulating handle to dead slow momentarily. When operating
telegraph from engine control, communicate with the bridge, they
should follow your command on the telegraph. As the engine turns,
check to see if any fluid flows out of the indicator cocks
b) When the engine has turned one revolution, move the regulating
handle back to the STOP position
c) Close all of the indicator cocks. Also, close the turbocharger drains
6. Fuel oil system
a) Check fuel oil supply pump and fuel oil circulating pump. If the
engine was running on heavy fuel oil when stopped, the circulating
pump and fuel heaters should still be running
b) Check the fuel oil pressures and temperatures. Check fuel oil
flowmeters are properly functioning and note the counter of the
flowmeter
7. Miscellaneous
a) Check that all of the engine instrumentation is reading correctly. If
not, check the instruments and replace as necessary
b) Check that all scavenge air receiver and box drains are open and
that the test cocks are closed
c) Check that the engine top bracing system is in service
d) Check the thrust bearing temperature and lube oil pressure is in
range. Check axial vibration damper and torsional vibration damper
lube oil pressure is in range
e) Check the fuel leak off alarm is functional. Check the level of fuel
leak off tank to notice any rise in level later due to leakage
f) Check the level of scavenge drain tank, the tank should not be full
or else will lead to overflow of scavenge spaces of Main Engine
g) Check the governor is responding efficiency.

b) Timing Diagram of engine starting, showing crank position of

each step

c)
Overlap is the simultaneous opening of two starting air valves during
the starting air sequence. It is necessary to start the engine in any
crank position and thus this ensures that at least one valve will open
when the starting air is inducted in. If there is no overlap provided,
then the engine could stop in any position with all the starting air
valves closed, when the starting air was given.
There should be a minimum overlap of 15 degrees provided and the
ideal condition should be between 20 degrees and 90 degrees.
For a 4 cylinder 2 stroke engine the firing interval is 90 degrees
(360/4) and if the starting air period is 115 degrees then the total
overlap period would be the difference between the two, i.e. 115-
90=25 degrees.
Q2. Describe following terms with respect to Diesel Engine with
suitable diagrams.
a) Piston Stroke
b) Swept Volume.
c) Clearance volume
d) Compression ratio.
Ans.
a) Piston Stroke
The distance travelled by the piston from zero degrees to 180
degrees is called the piston stroke.

b) Swept Volume c) Clearance volume

d) Compression ratio.
The compression ratio is defined as the ratio between the volume of
the cylinder with the piston in the bottom position, V bottom (largest
volume), and in the top position, Vtop (smallest volume). The higher
this ratio, the greater will be the power output from a given engine.

Q3. a) Draw a simple sketch of Cylinder head of 2-Stroke main

Engine, describing function of Cylinder head.
b) Name the mountings on the cylinder head and their functions.
c) Name the material of Cylinder Head, giving reasons.
Ans.
a)
  Provide the mounting structure for various components such as
the exhaust valve, indicator valve, starting air valve, injectors,
and (in some head designs), the camshaft.
 Contain the passages for coolant, oil, and combustion gases
 Dissipate the heat produced by the engine and, therefore,
produce cooling
 Act as the combustion chamber seal and the engine’s
mechanical control powerhouse
 Take the compression resulting from combustion pressure

b)
Exhaust Valve:
It is the hottest part of the cylinder cover. It is fitted in the central bore
of the cylinder cover/head. By using four studs and nuts, it is attached
to the cylinder cover and forms a gas-tight seal. The exhaust in the
cylinder is expelled through the exhaust valve to the exhaust
manifold. The valve seat is fitted to the bottom of the valve housing.
The valve spindle passes through the spindle guide fitted in the bore
of the valve housing. The valve spindle is of the nimonic type. A vane
wheel is fitted to the valve spindle at the bottom part which rotates the
spindle while the engine is running. The air piston and the hydraulic
piston are mounted at the top of the spindle. The air piston is locked
to the spindle by a two-piece conical ring. It keeps the valve closed
and acts as a spring. The hydraulic piston opens the exhaust valve
when the oil under pressure acts on top of the piston. The hydraulic
cylinder on top of the exhaust valve and the actuator mounted on top
of the camshaft are connected by a high-pressure pipe. Oil is supplied
to the hydraulic actuator through a non-return valve. The timing of the
exhaust valve is controlled by the exhaust valve cam mounted in the
camshaft. The exhaust valve is water-cooled. The cooling water flows
from the bottom through bores in the valve housing and discharged
from the top of the valve housing.
Relief Valve:
It is fitted in each cylinder cover. When the pressure inside the
cylinder increases above the maximum allowed peak pressure the
relief valve lifts and releases the excess pressure.
Fuel Valve:
The fuel valves which are also known as fuel injectors are fitted on
cylinder cover by two holding down bolts. The fuel valves atomize the
high-pressure fuel supplied by the fuel pump and inject it into the
cylinder. In this fuel valve, fuel oil is circulated when the engine is in
standby. When the engine has started, the circulation of oil will stop
and the pressurized oil is supplied to the cylinder. The fuel valve
consists of a valve body, valve head, and union nut. The non-return
valve, thrust spindle with thrust spring and spindle guide are
assembled inside the valve body. The spindle guide consists of a
spindle guide, nozzle, thrust piece, and cut-off shaft. The spindle
guide is assembled with the press fit. The cut-off shaft is pressed
against the tapered valve seat of the spindle guide by the action of
the thrust spring. The spring pressure is transmitted through the
slotted thrust foot. The thrust spring determines the opening pressure
of the valve. The non-return valve consist of housing, thrust piece,
slide, and spring. The non-return valve is assembled with press fit.
The slide of the non-return valve is pressed by the spring against the
tapered valve seat inside the non-return valve. In this position, the
head of the slide uncovers a small-bore arranged for circulation
purposes in the thrust piece.
Indicator Valve:
Indicator valves are fitted in each cylinder. It is a double-seated valve
with a spring-loaded closing face. The combustion chamber of the
cylinder is connected to the valve through a bore. It is used for taking
indicator cards. The indicator valves are kept open while turning the
engine or blowing through the engine with air. Any accumulation of oil
or water in the cylinder will be expelled through the indicator valve
when blown through with the air. This will indicate the cylinders which
are having problems. The engine should not be turned with turning
gear motor without opening the indicator valves
Air Starting Valve:
The starting valve is fitted on the cylinder cover. It is controlled by
control air from the starting air distributor. It is kept in the closed
position by a spring. When the main starting valve is open, the
starting air pipe up to the starting valve is pressurized. The control air
from the air distributor acts on the piston of the starting valve. The
starting valve opens and the air flows from the starting air pipe to the
cylinder. After starting the space above the air piston is vented
through the vent pipe of the air distributor.
Rocker Arm:
A valve rocker is an oscillating lever that conveys radial movement
from the cam lobe into linear movement at the poppet to open it. One
end is raised and lowered by a rotating lobe of the camshaft while the
opposite end acts on the valve stem. When the camshaft lobe raises
the surface of the arm, the within presses down on the valve stem,
opening the valve. When the surface of the arm is permitted to return
(thanks to camshaft rotation), the inside rises, along the valve spring
to shut the valve. Because of the rocker arms, excessive mass
especially at the lever ends limits the engine’s ability to reaches high
operating speeds.

c) Cylinder heads are cast from high-quality cast iron materials.

During the operation of the engines, extremely high forces are acting
on the cylinder head. Due to this it is necessary that the cast iron
material meets the required mechanical properties and that it is
temperature change resistant.

Q4. a) Draw simple sketch of a crank shaft, with names of the

different parts of the crank shaft
b) Describe function of crankshaft of 2-Stroke Diesel Engine.
c) Describe fittings on crank Shaft for various operation of main
engine.
Ans.
a)
 b) A crankshaft is a mechanical part that is used to convert the
reciprocating motion of a piston into rotational motion. This rotary
motion further reaches the flywheel and generates the necessary
torque required for its operation. It is connected to a piston with
the help of a connecting rod. A crankshaft is a prominent part of
the power transmission system of an engine and is mainly used
to drive a variety of parts of a machine such as a camshaft,
radiator fan, etc. A crankshaft is responsible to transmit motion to
a camshaft, which in turn controls the opening and closing of the
exhaust valves of an engine. A crankshaft mechanism typically
consists of crank and crankpins attached to connecting rods. A
crankshaft rotates at a high speed; therefore, centrifugal force
acts on it. Also, the piston and connecting rod exert a significant
amount of impact force on its surface.
c) Parts of a Crankshaft
1. Main journals
Journals are the part of a crankshaft that keeps it attached to the
engine block. The journals of a crankshaft are arranged along a
straight line, i.e., they are placed linear to each other.
2. Crank Pin
Throws or crankpin is the part of a crankshaft that helps the
connecting rod stay attached to the crankshaft firmly. A crankpin is
cylindrical in shape. The main purpose of a crankpin is to supply
rotative force to the larger end of the connecting rod with maximum
efficiency.
3. Crank Arm
The crank arm is also known as web or crank web. The Crank web is
one of the most important parts of a crankshaft. The main purpose of
a crank arm or crank web is to connect the crankshaft to the main
bearing journals. A crank web is positioned opposite to the crank pin.
4. Crank Weight
Another name for crank weight is balancing weight. As the name
suggests, it is used to balance the crankshaft. Crank weights are
mounted on the crank web. They tend to apply an equal magnitude
force in the opposite direction to neutralize or balance the applied
rotatory force. Crank weights typically improve the stability of the
system, thereby ensuring the smooth running of the system at high
rotation per minute (rpm).
5. Oil Passage
The crankshaft oil passage passes the oil from the main bearing
journals to the connecting rod bearings for the purpose of proper
lubrication. For the purpose of lubrication, holes are drilled on the
crank web. When the crank pin moves in an upward direction, the
connecting rods tend to move downwards, thereby allowing oil to
enter between the journal and the bearing.
6. Thrust Washers
Thrust washers are used to prevent the crankshaft from moving along
the length. They are necessary to maintain the gap between two parts
of a crankshaft and are assembled between the web and the
crankshaft saddle. Earlier, the crankshaft mechanism employed thrust
washers separately; however, the modern engines employ camshafts
in which thrust washers are integrated as a part of the main bearing.
7. Flywheel Mounting Flange
A crankshaft is attached to the flywheel with the help of flanges. The
diameter of the crankshaft on the flywheel side is greater than the
other end, thereby allowing the flange to mount the flywheel with
ease.
8. Oil Seals
The oil poured into the holes drilled into the crank web spills or gets
leaked out of both ends of the crankcase. To prevent this leakage
from the ends, oil seals are used.

Q5.a) What is the importance of measuring bearing clearance in

a diesel engine.
b) What is Bridge gauge ?; Describe it's usage with diagram.
c) What are the other recommended methods used on-board to
check bearing clearances.
Ans.
a) The amount of clearance influences the load distribution in a
bearing, which ultimately affects bearing life. It also influences bearing
running noise and vibration. In addition, it can influence whether the
rolling elements move in a rolling or sliding motion.
Too little clearance will cause the oil to be squeezed out between
crankshaft and bearing, leading to friction and wear. Friction
causes the shaft to ride up the bearing as the shaft's rotation drags oil
into the wedge formed between the two surfaces.

b) Bridge Gauge
As the name suggests, Bridge gauge looks like bridge carrying the
measuring instrument at the centre of the bridge. They are used to
measure the amount of wear of Main engine bearing. Typically the
upper bearing keep is removed, and clearance is measured for the
journal. A feeler gauge or depth gauge can be used to complete the
process.

c)
Feeler gauge
Feelers gauges are a bunch of fine thickened steel strips of different
thickness bundled together. The thickness of each strip is marked on
the surface of the strip. The feeler gauge is used to measure the
clearance or gap width between surface and bearings.
E.g. The feeler gauge is widely used to measure piston ring
clearance, engine bearing cleaner, tappet clearance etc.
Telescopic Feeler Gauge
Similar to the functionality of feeler gauge, this type of gauge is also
known as tongue gauge, and it consists of long feeler gauge inside a
cover with tongue or curved edge.
The long feeler strips protrude out of the cover like a telescope so that
it can be inserted into remote places where feeler gauge access is not
possible.
E.g. It is used to measure the bearing clearance of the top shell.
It is essential that after the use of the telescope gauge, the strip
should be cleaned and retracted back to its housing, else it may
damage the feeler strip.

Q6.a) Draw a diagrammatic Sketch of Auxiliary Boiler on your

ship, labelling all the mountings provided.
b) Describe function of each mounting in brief.
Ans.
a)
b) Safety valves
Two safety valves are fitted to the pressure vessel of the boiler. They
are installed for security reasons, and designed to prevent the boiler
pressure from rising above the design value.
The safety valves must be supplied with waste steam pipes and either
expansion devices, or bellows.

Main steam valve

The main steam valve is a shut off valve. When closed, it isolates the
boiler from the main steam line. A check valve is mounted after the
main steam valve which prevents steam from flowing backwards into
the boiler.
The steam piping up to the main steam valve must be flexible in order
to minimise external loads on the main steam valve and associated
branch. The flexibility can be achieved with loops build into the main
steam line to take up heat expansion from the boiler and steam piping
or with an expansion joint next to or close to the main steam valve.

By-pass valve
The by-pass valve is a shut off valve. The purpose of the valve is to
equalise the pressure between the boiler and the steam system when
the main steam valve is closed. Please note that the by-pass valve is
only supplied for larger boilers.

Feed water valve / feed valve (SDNR)

Two groups of feed water valves are provided in the boiler. Each
group comprises a shut-off valve and a non-return valve. The shut-off
valve in the ordinary group must be open when the boiler is in
operation, or if the boiler is used as a steam drum. The shut-off valves
should be closed when the boiler is not in use.

Water level gauges

Two local water level gauges are connected to the front of the boiler,
each gauge being provided with two shut-off valves and a drain valve.
The shut-off valves, fitted at the top and bottom of the sight glass,
have a quick-closing mechanism to be used in case of broken glass.
The pipes from the drain cocks on the water level gauge must lead to
an open drain, visible for inspection.

Blow-down valve
Two blow-down valves are mounted at the bottom of the boiler body.
If connected to a separate drainage system the valves are of the ball
type. When connected to a common drainage system two valves are
provided in each group, one shut-off valve and one shut-off/non-
return valve. The shut-off function is for security and the non-return
function prevents steam/water from flowing into an empty boiler by
mistake.

Air valve
The air/ventilation valve located on top of the boiler is a shut-off valve.
It is normally closed except when the boiler is being filled or
completely drained. The end of the drain pipe from the air valve must
be visible in order to determine when water or steam is coming out.

Scum valve
The scum valve is mounted at the top of the boiler body. In the event
of scum in the boiler, this scum can be blown off from the water
surface by opening this valve. If connected to a separate drainage
system the valve is of the ball type. When connected to a common
drainage system two valves are provided, one shut-off valve and one
shut-off/non-return valve.

Sample valve
A sample valve is installed enabling connection to a sample cooler for
taking test samples to perform boiler water analyses.

Inspection hole
Two small inspection holes are provided in the furnace wall to enable
inspection of the burner flame. A proportion of the air supply is bled
off from the burner fan to cool the window of the inspection hole, and
prevent soot deposits.

Manhole
Two manholes placed at the boiler top and boiler bottom allow inside
inspection of the steam/water drum.

Access doors
Access to the furnace and smoke outlet box are possible through the
access doors placed at the bottom of the furnace and at the smoke
outlet box respectively. Both access doors enable inspection of the
generating tube bank.

Drain for furnace

The furnace bottom is provided with a socket for drain of the washing
water.

Q7. i) What is the definition or the following terms;

a. Indicated Power
b. Brake Power,
c. Specific Fuel oll Consumption,
d. Mechanical Efficiency
e. Thermal Efficiency.
ii). what Is an Indicator Diagram of a diesel engine? Draw a
diagram and show different points related to Diesel Engine power
measurement.
Ans.
i)
a) Indicated Power the power that is produced in the cylinder of an
engine as a result of the combustion of fuel
b) Brake Power the usable power output of the engine, not including
power required to fuel, lubricate, or heat the engine, circulate coolant
to the engine, or to operate after treatment devices
c) Specific Fuel oil Consumption index gives the quantity of fuel
uptake for each power unit in a time unit, kg/kWh, i.e. is the minimum
quantity of fuel that engine consumption for each kW per hour is
transformed
d) Mechanical Efficiency It is a measure of mechanical perfection of
the engine or its ability to transmit power developed in the engine
cylinder to the crank shaft. It is defined as the ratio of brake power to
indicated power of the engine
e) Thermal Efficiency the ratio of the heat utilized by a heat engine
to the total heat units in the fuel consumed.

ii) https://marineengineeringonline.com/indicator-diagrams/
Q8.a. what are the safety Interlocks provided in compressed air
Starting system of Main Engine?
b. Describe with a diagram the air starting system of a main
engine.
Ans. a)
Turning gear Interlock. This device prevents the engine from being
started if the Turning gear is engaged.
Running Direction Interlock. This prevents the fuel from being
supplied if the running direction of the engine does not match the
Telegraph.
Starting Air Distributor in end position. This prevents starting from
taking place if the shifting of the Distributor has not been completed.
Air Spring pressure Interlock. In case of the present generation of
engines using Exhaust valves shut by Air Springs, the Air Spring
pressure must always be maintained, else the exhaust valve may not
close
b) As you can see in the above diagram, air compressed up to 30 bar
by the 2 Stage air Compressor is stored in Air bottle. The air stored in
the air bottle should be sufficient enough to provide 12 start for Non-
reversible engine and 6 Start for Reversible engine without any
replenishment in between.
The compressed air from Air bottle will go to starting air signal and
one will go to Master air starting valve (automatic valve).
The air from the starting air signal will go the Turning Gear where it
will see that whether the turning gear is engaged or disengaged. If
disengaged then the air will move forward to the Air distributor and
Master Air starting valve. Master air starting valve when receiving the
signal that turning gear is disengaged will allow the air from the air
bottle reach to individual air starting valve of cylinder unit. The air in
the air starting valve will be waiting for injection when it is actuated by
the pilot air.
Air from the air distributor will allow the pilot air to the cylinder unit
which is at TDC for starting air valve actuation when it receive it signal
that turning gear is disengaged.
Q9.a. Describe how fuel Injector components deteriorate with
time?
b. What are effects of deterioration of fuel injector components?
c. What are the signs of a bad Injector?
Ans.
a) Modern common rail systems generally have a long lifespan.
However, they're still susceptible to issues. While many things can
cause breakdowns, the most likely cause of premature failure is fuel
contamination. Fuel contamination occurs when debris in the fuel gets
past the filtration, destroying the sealing surfaces. Think microns,
smaller than a human's hair-sized, clearances. Any debris passing
through acts like sandpaper and wears down a groove in key sealing
surfaces until them no longer function properly.
The second most common issue is water in the fuel. Since everything
is metal inside, water causes corrosion. This can either cause debris
in the system or close the micron level clearance between parts,
leading to sticking.
b)
 An abrupt loss of engine power is a somewhat obvious sign of a

fuel injector failure. If the fuel injector is clogged, the fuel supply
will be irregular too. When the fuel level fluctuates drastically, the
high and low rpm's will cause the engine to move in surges rather
than slow and gradual movements.
 If a clogged fuel injector continually struggles to disperse fuel to

the engine, a time will come when it misses the fuel supply
completely and the engine will misfire. The misfire will easily be
occurred. As the engine misfires, the engine can quickly overheat
and pre-ignite the fuel mixture.
 A damaged fuel injector will not only causes issues while running,

but the effects will persist even as the engine idles. Instead of a
smooth engine idle, it will be rough and irregular when the fuel
supply is abrupt.
 Reduced fuel efficiency is another signal of a damaged fuel

injector. Such damage can cause fuel to be wasted by leaking

from the body or by supplying excessive fuel when the internal
springs are damaged.

c) Fuel injector symptoms for bad, faulty, dirty, clogged, or leaking

injectors are:
 Starting issues.

 Poor idle.

 Failed emissions.

 Poor Performance.

 Engine does not reach full RPM.

 Increased fuel consumption.

 Rough engine performance.

 Surging and bucking under various throttle loads.