MEO CL4 KOCHI MOTOR & MEP AKG

Frequently asked questions by Baburaj sir

“Note: The answers given in this pdf may be inaccurate. Some answers are copied from
internet which I felt okay. Take this as a quick reference note. All the best”

1. EICU, ECU, CCU, ACU ( Asked for those who did ME engine )

Engine Interface Control Unit:

This act as an interface which process the data from bridge. That is the Ahead/Astern
direction and its speed range etc.
Engine Control Unit:
After receiving the signals of running mode and speed range from EICU, ECU gives
signal to CCUs and ACU to process this.
Cylinder Control Unit:
The control system includes one cylinder control unit (CCU) per cylinder. The CCU
controls the multiway valves: Electronic Fuel Injection (ELFI) or Fuel Injection and
exhaust Valve Activation (FIVA)as well as the Starting Air Valves (SAV) in
accordance with the commands received from the ECU. All the CCUs are identical,
and in the event of a failure of the CCU for one cylinder only this cylinder will
automatically be cut out of operation.
Auxiliary Control Unit:
They controls the Hydraulic Power Supply (HPS) unit and the auxiliary blowers

2. What is SFOC and value. How to calculate?

Specific fuel oil consumption is the measure of the mass of fuel consumed per unit time
to produce per KW. The value differs from engine to engine, but if he asks you can tell
from a range of 165g/KWh – 175 g/KWh (He will ask what was the value in your ship.
Say one value from this range. Like 170g/KWh)

Calculation:
In order to achieve accuracy, the fuel consumption and power developed is always
measured over a suitable time period on a good weather. The formula used for
calculating SFOC is:

SFOC (g/kwh) = Mass of fuel consumed per hour / Power developed in KW

 The readings of the flow meter to the main engine should be noted over the
specified time interval say 1 hour. With the difference in readings, the volume of
fuel consumed is obtained. It can also be measured by noting down the HFO service
tank reading provided the oil is being supplied only to the main engine.
 Mass can be calculated from the below formula
Metric Tonnes = (Actual Sounder Volume) X (Temperature Corrected Density)
 The Power can be calculated from indicator cards (it can also be calculated by
means of dynamometer fitted in the engines. But he will accept the indicator card
answer.)

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3. Indicator dia for leaky fuel injector

4. Reversing is not happening, what all be the reasons

 The coil of the solenoid valve for the desired direction or rotation, does not get
voltage.
 Control air signal for desired direction of rotation does not reach the engine.
Loosen piping and check the air route or the defective valve

5. Air bottle regulations

» Total capacity of air receivers must be sufficient to give at least 12 starts for reversible
engine, and at least 6 starts for non-reversible engine, without refilling the receivers.
»There must be two identical main air receivers and one emergency bottle for every
vessel.

6. Air comp efficiency low reasons

 Chocked suction filter

 Chocked or sluggish movement of the suction and discharge valves
 Leaky suction or discharge valves
 Liner wear down
 Piston rings are leaking
 Bumbing clearance has increased
 Faulty unloader mechanism
 Leak in the pipelines
 Air receiver drain is leaking or open

7. Boiler Blowdown procedure,why ship side vv open first ?

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Overboard valve and boiler main valve are opened first and intermediate valve is used
to control the blowdown rate.
This is done to avoid the wire drawing effect. That is erosion can be caused due to
excessive velocity between valve seat and valve disc in the overboard valve.

8. Bedplate forces acting on it

 Gas forces due to combustion loads

 Guide forces created by the oscillating crosshead
 Inertia forces of the rotating parts
 Hogging and sagging forces of the hull
 Bending moments and twisting forces due to loading and unloading
 Forces due to weather
 Thrust forces by the propeller and shafting

9. Refrigerant properties

1. The liquid has to vapourise at the evaporator coil to cause cooling. The liquid at the
evaporator coil should therefore vapourise easily, otherwise the compressor will have
to create too much of vacuum to cause the liquid to vapourise. Thus, ‘Boiling Point’ of
the refrigerant should be low.
2. Pressure to which compressor has to compress the drawn gases, to convert them back
into liquid at the condenser, should be low. Therefore the refrigerant vapors should be
easily condensible.
3. Every kilogram of liquid refrigerant vapourised at the evaporator coil should take
away a large amount of heat, i.e. ‘Specific Enthalpy of Vaporisation’ (latent heat) of
refrigerant should be high. Otherwise mass flow rate will be high.
4. Once the evaporated gas is compressed, the temperature of seawater should be low
enough (below critical temperature of the refrigerant) to be able to condense these gases
to liquid form. Thus ‘Critical Temperature’ of the refrigerant should be high.
5. Vapor produced after vapourisation of the liquid at the evaporator coil should occupy
minimum volume, to keep pipeline diameter, compressor size, etc. small and compact.
Thus refrigerant vapor should have low ‘Specific Volume’.
6. Non-Corrosive
7. Stable
8. Non-flammable and Non-explosive
9. Compatible with crank case oil, oil seals, gaskets, metal involved, etc.
10. Easy leak detection possible
11. Non-Toxic
12. Environmental friendly
13. Cheap
14. Easily available
15. Easily stored

10. Crankcase relief door regulations ( He wanted to hear spring loaded and flame
screen.he said that these two are also regulation.)

1.Crankcases for engines having a cylinder bore greater than 200 mm and above or
having a crankcase gross volume exceeding 0.6m3 are to be provided with explosion
relief valves.

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2.Crankcases for engines having a cylinder bore exceeding 300 mm are required to
have at least one crankcase explosion relief valve at each crankthrow.
3.An additional explosion relief valve is required on separate crankcase spaces such as
gear or chain cases for camshaft drives where the gross volume exceeds 0.6m3
4.The free area of each crankcase relief valve is to be not vi. less than 45cm2.
5.The combined free area of all crankcase relief valves is to be not less than 115cm2
per m3 of crankcase gross volume.
6.Crankcase explosion relief valves are required to open quickly at an overpressure not
exceeding 0.2bar in the crankcase and close quickly to avoid inrush of air into the
crankcase following an explosion.
7.Crankcase explosion relief valves are required to be of an approved type.
8.The discharges from crankcase explosion relief valves are to be shielded to reduce
the possible danger from emission of flame during an explosion

11. Why transformer in boiler?

Transformers are given in the boiler to produce spark in the electrode. These are step
up transformers which produces around 12000v at its secondary winding. When this
voltage is supplied across the electrodes of primary burner, spark is produced in
between them which ignites the atomized fuel.

12. Reefer moisture in the system indications

 The drier will chock due to pressure change

 Sight glass color will change
 Damages to the bearing
 Frosted thermostatic expansion valve
 Long running of compressor
 Lo will go acidic

13. What is temperature glide

In the boiling process for a given composition refrigerant mixture, the liquid phase
starts to boil at its saturated liquid temperature. While the liquid continues to boil, the
liquid phase becomes richer in the high boiling point components as the low boiling
point components boil off into the vapor phase. Because the liquid composition is
continually changing during the boiling process, the saturated liquid temperature also
changes. As the liquid phase becomes richer in the high boiling point components, the
saturated liquid temperature increases until eventually all of the liquid is boiled off and
the saturated vapor temperature is reached. The saturated vapor composition at the exit
of the evaporator is the same as the saturated liquid composition when boiling started
at the expansion device. It should be noted that both liquid and vapor phases are already
present in equilibrium at the inlet of the evaporator, due to the liquid flashing that takes
place when the pressure is reduced in the expansion device. As a result, the effective
evaporator “temperature glide,” which is the difference between the evaporator inlet
and exit temperatures, is less than the total “temperature glide” difference between the
saturated liquid and saturated vapor temperature for a given composition refrigerant
mixture. For Freon™ refrigerant blends, the effective evaporator “temperature glide”
is typically about 65–75% of the total “temperature glide.”

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In simple words just say

At constant pressure, the difference between the saturated vapor temperature and the
saturated liquid temperature is referred to as the “temperature glide” of the
refrigerant.

14. What is zeotropic and azeotropic refrigerant

15. T-S diagram of refrigeration

16. AC unloader working

In the figure above we can see that the lube oil pump is supplying oil to the unloader.
But during start the suction valves are already unloaded. Now when solenoid valve gets
operated due to the increase in load of the air conditioner, the oil enters the left side of
the regulating piston and moves it right against the spring force and allow the oil to go
to the unloader assembly. The piston moves up and hence the yoke moves down. This

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make the unloader lift ring to go down and the suction valve go down and cylinder gets
loaded.
similarly when solenoid closes the force against the spring cease to function and
spring moves to left and the oil in line goes out of the drain and suction valve gets
unloaded again.

17. Types of steam traps

 Thermodynamic steam trap

 Thermostatic steam trap
 Mechanical float type

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18. Quick closing valve diagram

19. How can u understand if purifier clutch worn out.?

 Rpm of the purifier is not obtaining

 Heavy vibration on the motor
 Noise comes from the motor
 Motor getting overheated due to the slippage
 Red hot frictional drum can be seen ( not sure )

20. Purifier is getting low rpm reasons

 Single phasing of the motor

 Worn out frictional pads
 Worn out vertical or horizontal shaft
 Supply Frequency of the motor is less

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MEO CL4 KOCHI MOTOR & MEP AKG

21. Turbocharger surging causes

1. Rapid variation (reduction) in load.Reduction in load means less air intake leads back
flow of savage air leads surging.For Example Bad weather – This is one of the main
reason for surging. Due to bad weather the engine suddenly starts racing and sudden
load change takes place. This happens because during bad weather or pitching the
propeller moves in and out of the water, causing the change in load on the engine.
2. Chocked exhaust and air passage like scavenge ports, valve or air cooler etc.
3. Abnormal fuel system like a "unit misfiring".
4. Chocked air suction filter, fouling of the turbocharger, unbalanced output from the
engine, damaged exhaust valve, scavenge fire.
5. Fouled compressor on turbine side – In this case if the inlet filters are dirty then enough
air can not be supplied for combustion, which leads to surging. Similarly if the turbine
side is also dirty i. e nozzle, blades etc enough air can not be produced for combustion.
6. In worst cases bad condition of economizer (restrictions in exhaust gas flow) also leads
surging
7. Scavenge fire and Exhaust fire also may be the reason of surging

22. Boiler panting

Pulsating movement in a burner. Panting might occur when the burner operates with a
considerable deficiency of air. Decrease the fuel supply slowly.
Panting may also depend on too high oil temperature that causes vaporization in the
burner tip.

23. Boiler priming

It is the carry over water into the steam drum.

It can occur when there is heavy rolling, in case of high water level and faulty demister.

24. What is P alkalinity and T alkalinity values. And what is yellow color and pink
color in P alkalinity test?

P alkalinity < 150 ppm

T alkalinity < 300ppm
Chloride < 300ppm ( he will ask what value you maintained in your ship. Just say a
value less than 50ppm. )

In P alkalinity Pink color indicates it is Alkaline and yellow color indicates it is acidic.

25. E/R crane safeties and maintenance

Crane maintenance
1 Greasing of ropes.
2 Apply petroleum jelly in limit switches.
3 Change oil in reduction gears which step down the motor rpm to suitable rpm for
crane
operation.
4 Wire has to be changed once in five years.

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5 Perform load test.

6 Regarding electric motor check for the condition of bearings & apply grease.
The engine room crane safeties are
1 The most important safety feature of the crane is the electromagnetic failsafe brakes
which do not allow the crane to fall with the load even when there is failure of power.
Normally centrifugal brakes are used which are fitted inside the rotating drum. The
brake pads are always in applied state and pushed by magnetic springs when not in
operation or when there is a power failure. As the crane is operated or the power is
supplied, the spring gets pulled inward or compressed due to the electromagnetic effect
of the current. This allows the crane to be operated normally.

2 Emergency stop is provided in the remote so that the operator can stop the crane at
any time.
3 The motor is fitted with distance limit switch in both transverse and longitudinal
direction so that the travel of the trolley and hence crane should not move beyond the
rack’s end.
4 Mechanicalstoppers are provided for both directions in case the electrical distance
limit trips fail.
5 The up and down travel of the hook is also attaches with automatic stopper to avoid
overloading of the motor.
6 The motor is fitted with thermal protection trip. When the motor windings get
overheated, trip will activate saving the motor winding from burning.
7 Load limit switch is also fitted which will trip the motor if the load to be lifted is
above the crane capacity.
8 Locking device on the lifting hook.
9 Mechanical locking to avoid crane movement during heavy weather

26. What is the difference between the safety valve & a relief valve ?

The safety valve is a pressure relieving valve actuated by inlet static pressure &
characterized by rapid opening or pop up action.
The relief valve is a pressure relieving valve actuated by inlet static pressure & opens
in proportion to the increase in pressure over the opening pressure.
The safety valves are usually fitted in pressure vessels like boiler & air bottle.
The safety valve is also provided with easing gear for manually operating the safety
valve at any pressure. Another difference is that the vent of a safety valve is led to a
safe place where as relief valve just vents outside the valve.

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27. What is laminar and turbulent flow

28. Refrigerant Nomenclature

“There are still a lot of questions and he might ask in a different manner too. Hope this helps..
All the best guys..”

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