Main Engine related

modern designs consist of a single walled structure fabricated from steel plate with transverse sections incorporating the cast steel
1 Bed plate construction & materials
tie rods, stresses acting on tie rods,
2 how tie rods are attached in modern
man b&w engines.
3 Tie rod pinch screw and its purpose?
bearing saddles attached by welding. Webbing is also incorporated.
inorder to minimise stresses due to bending in bedplate without using extra material tie rods are used to transmit the combustion
forces.They are pre-stressed in assembly so that engine is always in compression. Two tie rods are fitted to each transverse member
and they pass in tubes through the entire structure of the engine from bedplate to cylinder cooling jacket. in order to minimise
bending tierods are kept close to the centrline and bearing keeps are kept in place by jack bolts. They are restrained from motion
using pinch-bolts.
It is provided near the foot of cylinder jacket to prevent tierod from vibrating. It is attached at the antinodal point of the transverse
vibration so that fracture due to vibration can be avoided.normally three screws positioned equilateraly at the antinodal point. always
loose before removing the tierod.
connect hyd-jacks to all the tie-rods together.operate the pump until prescribed hydraulic pressure and maintain the pressure. Check
the clearance between the nut and intermediate ring (or contact surface as in MAN B&W) with a feeler gauge, if clearance exist then
the nut is tightened onto the intermediate ring and the pressure released. if a tie bolt is found broken, it must be immediatly
replaced, otherwise fretting and premature failure may occur.

How to check tie-rods are tightened to

4
their correct pre-tension

in sulzer engines jack-bolts are used
5
while in B&W, waisted bolts are used.
To minimise bending tie rods are kept closer to the center line of the shaft, in sulzer so they require jack up bolts for keeping bearing
keeps in postion. In MAN B&W engines twin tie rods are used( so they will offset to their centerline) and are threaded on to the top
of the bedplates. This increases the performance of bearings and bearings can be kept on position using waisted bolts as they give
more compression and they are also resilient.

firing load acting upward( tension) cylinder cover→cover stud→cylinder beam→3e rod→bed plate transverse grider. Gas pressure
How firing loads are transmitted to bed
6 acting on piston(compressive)→piston rod→connec3ng rod→cranksha5→lower half of main bearing→bed plate cross grider. So the
plate
total forces are balanced and small difference in magnitude are shown as stresses in engine structure

with super-long stroke lateral force components on guide increased due to relatively small conecting rods, so in order to maintain
structural rigidity monoblock arrangements are preferred over A-frame arragements. Advantages of monoblock- 1.greater structural
7 A- frame or monoblock construction
rigidity, 2 more accurate cross head alignment 3. forces distributed through out the structure resulting in lighter construction.3.
improved oil tightness. monoblock are fabricated from steel plates.
 material of cross head guide plates and
8 genrally made of cast iron and bolted to the machined surface of the monoblock
how are they cooled.
resin chocks: 100% contact in contact surfaces, won't corrode and free from any chemical action,easy and cheaper installation.no
9 cast iron Vs resin chocks fretting so can use shorter ard and less resilient holding bolts also reduce bolt tension can also reduce engine vibrations. max woking
temp is 80o celcius.
consequence of running engine with
10 Vibration patterns changes, fretting occurs in contact surfaces & crankshaft may get damaged through misalignment.
holding down bolts slack
crankcase oil pan connected to double By a pipe connection on the bottom of oil pan, pipe is of very large dia fitted with a flange at the upper end. For thermal expansion
11
bottom drain tank. bellows are allso fitted to the pipe.it is covered with a preforated plate.
crank pin- acts like a simply supported beam, with a distributed load acting along its length and varies with crank position. Crank web
12 Stresses in crankshaft is like a cantilever subjected to bending and twisting. Journals wil be subjected to bending and twisting. Hoop tensile stresses also
acting on shrink fit parts
1. one piece construction( forged, used in small engines 2 built up crankshafts- fully built up(webs are shrunk into journals and crank
13 types of crank shaft
pins), semi bult up (web and crank pin made as one unit and shrunk onto journals). 3. welded (forged parts are welded together)
Reasons for slippage- if starting air is applied to cylinder when they contain water or fuel or turning gear engaged, constrained
reasons for slipage occuring in built up
14 propellor, rapid unscheduled stop. Slipage can be detected by checking the reference marks. Slippage may result in alteration of
crankshaft and how they are detected.
timing, inefficient operation,
main bearing clearances must be always zero at the bottom, if they are not, the crankshaft is out of alignment. Effect bearing mis
alignment in deflection value- 1. if two intermediate bearings are placed too high from the centerline crankthrow will opens in tdc
Crankshaft deflection and bearing and closes in bdc.(Ie t<b) 2. one of the bearing is mis aligned, t>b. deflection is taken with maintaing same jacket water temperature.
15
misalignment. and vessel afloat, Place the dial gauge at the punch mark set dial gauge at zero before bdc in camside and rotate iston towards tdc.
vertical misalignment and horizontal mis alignments are calculated. closing of crank throw is taken negative and opening is positive.
turning gear must not be stopped during taking deflection, if stoped turn reverse to unload the gear teeths.

bearing materials: whitemetal() used in both thick and thin shell bearings, Tin aluminum(AlSn40) used only in thin shell bearings.
16 Main engine bearings Thick shell bearings- clearances can be adjusted using shims they are 30-60mm thick used in main bearings only, Thin shell bearings
must have wall thickness of about 2-2.5% journal dia.They have crush or nip.

general constituents of white metal are tin, antimony and copper. The tin content forms the matrix which is sufficently soft to
white metal constituents. Difference in accommodate small change in alignment between journals and the bearing surfaces. Antimony forms cuboids which takes the load
17 constituents in both main and cross and transmit it into supporting matrix. They also have high resistance to wear. Copper holds the antimony in a evenly dispersed
head bearings pattern. Constituents of main and bottom end bearings- Tin 85-88%, Antimony 8-10%, copper 4-5%. constituents of cross-head
bearings-Tin 88%, Antimony 8%, copper 4% and cadmium trace, as crosshead bearing load is high.
For journal bearings clearance is measured in the top of the journal. Clearance is for ensuring proper oil flow through the bearing.
Procedure-Visually examine the sides of bearing shells, checked for squeezed up metal in the bearing edge. Look for white metal
18 main bearing, measuring of clearances fragments in the oil pan. Clearance measuring procedure: calibrate the dial gauge in the calibration block and set zero. Remove the
screw for lub oil pipe in the main bearing cap and record the clearance between upper shell and journal by inserting the tool in the
hole.
 Procedures are different for main bearings and thrust shaft end journal bearing.( crosshead for neighbouring cylinder in higher
postion) Remove the lubricating pipe and turn the piston 80 degree after tdc, connect the pulleys for taking the bearing keep without
touching the bearing studs. Mount tackles at different positons outside the engine and also attach the wire guide at the door way.
Connect the double hyd jack for removing hydraulic nuts. Loosen and remove the bearing studs. Remove the bearing keep by
Main bearing dismantling procedure attaching the lifting tool and using the attched tackles and pulleys. Remove top shell by using the tool. If crankshaft need to be
19
breifly turned without bearing cap use stoppers to restrict the motion of bottom bearing shell. LIFT THE CRANKSHAFT BY 0.2MM by using
the cross piece kept between to adjacent transverse griders of bedplate and lift crankweb using hydraulic jacks. Now check for
clearance for loifting , if insufficient clearance, use 5 ton jackbolts at required postion to lift or move crakshaft radially for making
clearances. Now by using the dismantiling tool in a such a way that flap of tool aligns with the lubricating oil groove and slide it on top
of the journal and remove using the tool used for removing top shell.

measuring of crankpin bearing keep the piston in bdc and measure the clearances by inserting a feeler gauge in the bottom of the shell in both the sides. Take
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clearances: difference between actual mesurement data and data given in adjustment sheet to obtain wear. Max wear is .01mm per 10000hrs
keep the crank throw 90 degree before bdc in the exhaust side. Measure the clearance by inserting feeler gauge between bearing cap
21 Measuring of crosshead pin clearances. and journal, near the landing face of piston rod bottom end. If it is more than 1mm xhead bearing must be opened up and inspected.
Max wear allowed is 50% of oil groove.
Typical bearing failures fatigue failure,tin oxide encrustation,wiping damage, tearing of overlay,acidic corrosion, cavitation
erosion(cavitation : vapourisation due to oil pressure falling below vapourisation goes to high pressure region and collapses causing
heavy impingement Causes: High temperature, low pressur, contamination, vibration ) ,dross inclusion,spark erosion,bacterial
22 bearing failures
action(honey coloured deposits) Advantages of thin shell bearings: High fatigue resistance,higher load carriying
capacity,embedability,conformability,no bedding required,light weight,increased mechanical properties, more heat transfer and
uniformity of contact with the bearing housing
Mis alignment of running gear, deteroration of surface finish of cross head pin, insufficient lubrication supply, lubricant
23 reasons for Xhead bearing failure
contamination, excessive firing pressure.
A problem that can arise from currents generated in the rotor shaft due to stray magnetic fields, under fault conditions these stray
fields can be very large, these currents if allowed to flow, would arc across the bearing surface and cause small craters which would
eventually destroy the bearings.remedies: shaft earthing device and continously monitoring the value of current flowing between
shaft and hull. another reason Spark erosion is caused by voltage discharged between the main bearings and their respective journals.
This voltage originates from the development of galvanic action between the ship’s steel hull and the propeller shaft, with the
24 spark errosion and remedies seawater acting as an electrolyte. This is then transferred to the main crankshaft where, due to dissimilar metals, erosion can occur
between the white metal main bearing and its journal. Spark erosion can only occur if the current is not grounded. Checks:The checks
consist of a visual check for white metal fragments around the main bearings and respective journals and checking for any electric
current between the main bearing white metal and journal. This should be carried out using a micro-amp current meter or similar
device for measuring small amperages and voltages. This should read no more than 50mV; any higher than this indicating that shaft
grounding is not working. Grounding device:Grounding is carried out by fitting a cathodic protection system to the main propeller
Purpose: In A/E- restrict axial movement of crankshaft, it is designed along with the generator side main bearing, one end of the main
bearing touches the crankweb and other end contact a collar on the cranshaft or the side of camshaft drive wheel.This type of bearing
25 thrust bearing need?
is also called location bearing. in main engine thrust bearing transmit the thrust of propellor to hull. in t/c thrust bearing, it is used to
hold shaft in its axial position and balances the thrust from exhaust gases and axial flow section of blower.
 Structure Me thrust bearings are tilting pad type, a thrust collar is forged internally with the thrust shaft, both on forward and aft side
of the collar, thrust pads are fitted, thrust pads are linned with white metal & faces the highly machined and polished surface of the
thrust collar.The back of the pad has a structure which forms a fulcrum on which, the pads can tilt.The fulcrum comes in contact with
the solidly constructed housing. A oil pressure is developed between the pads and the collar when the shaft is rotating due to the
formation of an oil wedge. as the pads can tilt, it becomes self adjusting to the shape of the wedge. the tilting pads are bean shaped
otherwise the leading edge of the thrust pads will become oil scrapers negatively affecting the formation of oil wedge. Indication of
faulty operation 1. high temperature of lub oil. 2. Check the intermediate shaft during reversing, small axial movements of shaft is
26 M/e thrust bearing structure
sign of fault. Measurement of thrust bearing clearances: Using feeler gauge- the thrust bearing is opened up and by using jacks or
wedges thrust collar is pressed hard on set of the thrust pads, long feelers are inserted on the side which is open. The feelers should
be long enough to extend from one corner of the pad to the corner diagonally opposite. they must be inserted on one corner and
diagonally eased up through the other, so clearnces can be taken without tilting the pads.( if the collar cannot be hardened to
anyside, we can take clearances on both side and add. 2. Using dial gages- without opening up, the collor is pressed hard using jacks
or wedges, then the axial shift of shaft (clearance) is measured on the dial gauge. normal value of clearance- .35mm (value low
because no wear since no metal to metal contact. the clearance can be corrected by adding shims between backplate and housing).

The thrust collor of main thrust bearing revolves in an oil bath. The revolving collar picks up the lub oil from the bath using a diamond
27 lubrication in thrust bearing shaped scraper or spreader, this oil is diverted into two channels which keeps the thrust face adequitly supplied with oil. The oil bath
is supplied with oil from the m/e lubricating oil.
the mating surface of bearing shells are machined so that to create bore relifs,whose function is to prevent- during misalignment
28 need for bore relif in bearings
protuding edges of bearing shells acts as oil scrapers can cause oil starvation.
checks: look for loose screws or bolts,lub oil pipe damages,jet nozzles for blockage or deformation,rubber track guideways for cracks.
Check teeths of chain wheels for abnormal wear( done by keeping a straight edge over the wear edge). Check for cracks in chain,
inspections on chain drive of main
29 rollers and side plates. check the chain slackness by measuring the lenght of 10 chain links and compare with manufacutrer data.
engine
chain tightening method:loosen the nuts on the chain tightner, bring the slack part of the chain in the chain tightner side by turning
the engine, make sure the balancing weights are pointing downwards,tighten various bolt of the chain tightner as per instruction.
con- rod may fail from crack propogation or fracture in vulnerable areas or they may buckle. Causes- starting with liquid in cylinder
30 failure in connecting rod causes.
space, crank pin seizure, mis alignment, vibrations etc.
connecting rod. Reason for round in 2s round section connecting rods are cheap to produce, but in 4s I beam is a neccescity because of the high inertial forces acting on it.
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and I beam in 4s. The four stroke con rod undergo both compressive and tensile forces.
advantages of floating type guideshoes
32 alignment required for crosshesd and piston can be eliminated.
used in crosshead
loads acting on a conrod are gas load from piston and inertia loads from all reciprocating parts. Inertia loads acts as a correction to
Stresses acting on 4 stroke and 2 Stroke gas loads. The thrust or end loading are push pull in nature( tensile+compressive) in 4s, and purely compressive in 2s. So con rods of
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conrod, general comparissions 4s undertake more stresses so the must be made with ibeam crosssections. failure occurs in 2s if started with oil or liquid in 2s in 4s
failure may occur due to fatigue failure, bearing seizure also leads o buckling
 The method of lubricating bottom end bearings of having oil cooled pistons is to supply the bottom end bearing with oil down a
lubrication system for crosshead guides central hole in the connecting rod from the crosshead bearing, the oil is supplied to the cross head bearing either by telescopic pipe
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and running gear bearing or a swinging arm, advantage of telescopic pipe over swinging arm is that it got three glands while telescopic got only one. From cross
head oil is supplied to guides, crosshead bearing, pistion cooling and big end bearing.
Whys MAN B&W doesn’t need a pump in crosshead, the size of journal is made very large so that more contact surface area possible, which reduces the need for very high
35
for crosshead lubrication. pressures.
Materials: piston crown- highly stressed thermally and mechanically, made from cast or forged steel. Cast iron inserts are fitted to the
36 pistons,
ring grooves to resist wear, piston skirts- made of cast iron- superior rubbing properties.
Release the stuffing box from the diaphram by removing the inner flange bolts. Remove piston palm bolts. Attach the to distance
pieces for guiding the stuffing box out without damaging the lower scraper rings. Take piston to tdc checking whether the distance
37 overhauling of piston piece is entering the stuffing box holes. Remove pC ring and grind out wear ridges in liner, also remove the deposits so that piston
rings wont get damged. now clean lifting grove and attach the lifting claw tool. now the piston can be taken out using e/r crane.Now
cover the cross head bearing using a protection cover.

measure the groove wear using a vernier caliper. Check for the wear of chromium coating in the top and bottom of groove. Check the
38 checks in piston
buring on top of the piston crown using template provided.it can be repaired by welding layers of inconel.

water- cheap, plentiful,internal surfaces are kept free from deposits, water can be operated at high temperatures. High specific heat
39 Water Vs Oil cooled piston capacity. But- leakage can cause oil contamination. Additional pumps and coolers needed. Oil- easy supply, no contamination pblms,
lower thermal conductivity reduces steep temp gradient. but- posibility of oxidation,coking.

wear rings or rubbing bands made of bronze alloy or steel or cast iron(in hfo engines). Their purpose are- they provide rubbing
40 need for wear bands in piston skirts. surfaces with low frictional characteristics & they prevent hot upper side wall of piston from making contac with liner working surface
of liner. this is achieved by increasing the radial clearance between piston and liner.

41 reason for tappering crown of piston. for radial thermal expansion as top part of the greatest mass of metal occur.

42 piston clearance in cylinder bore 2s-0.2% cylinder bore 4s- .1% cylinder bore.
factors concerning the height of piston The top piston should be well clear of the hottest part of the piston, further top ring is down, the size of the piston increses. So we
43
top land. have to make a decision optimising the effects.
invert piston and fill piston and piston rod with oil. Attach the special tool on pistion pam attach air nipple and pressure test to
44 pressure testing of piston
required pressure.check for sealing ring tightness and crack in the crown
What are PC rings or flame rings or fire
Piston cleaning rings:incorporated in the top of the cylinder liner,has a smaller inner diameter than the liner hence scraps off ash and
rings or anti polishing ring or carbon
45 carbon deposited in the piston top land. Otherwise these deposites might wipe off injected lubricant.Deposits can also result in liner
cutting ring/ where the removed
polishing deteroiting the optimum cylinder conditions./ removed carbon is washed away by the cylinder lub oil.
carbon goes?
compressor rings or pressure rings- to seal gases above the piston and prevent gas leakage. Commonly used is called rammsbottom
types of piston rings used in marine tye-made of cast iron + chrome coated, uniform section of either square or rectangular, inside of the ring is hammered. Oil control
46
engines rings or scrapper rings- rings for controlling the lubricating oil passed up and down oil- spreader rings- used for spreading oil evenly
in the liner.(oil rings are used in 4s or stuffing box)
 piston ring function: Gives a gas tight seal of clearances between piston ring and liner,the seal is brought about by the gas pressure
behind and above piston rings,. For optimum sealing, condition of piston ring,grooves and cylinder condition is important and rings
must also move freely in grooves( coz of the small horizontal movements of the piston). this is ensured by regular scavenge port
inspection. Scav port inspection:should not be carried after maneouvring,better to carryout at anchor b4 maneouvring(coz cylinder
piston ring function and scavenge port lubrication and commbustion efficiency wont be misleading after slow steaming. Procedure: keep jcw and lo running to find in case of
47
inspection leakage, shut starting air and engage turing gear, open indicator cock, start inspecting after opening doors, propr aeration starting
with piston closer to bdc. observations:1-piston ring condition( no breakage,shiny running surface,well oiled and move freely in
grove,ring edges must be without burrs.) 2.micro siezure and scuffing. 3.Check piston ring sticking with a wooden rod. 4.Clover leafing
in liner 5.Blow by(indicated by dark areas).6. deposits on pistons(mechanical clover leafing in ring grooves due to wear) 7. lubrication(
brown and white area in liner indicate corrosive wear.

properties- good mechanical strength, High resistance to wear and corrosion, self lubricating property, greater resistance to high
temperatrures, retain tension to give a good gas seal, compatable with liner material. Materials used. 1. Ordinary grey cast iron-
piston ring required properties
48 good wear resistance and self lubricating property as lot of graphite in the structure, however graphite reduces strength. 2. Alloyed
materials used for production
cast iron Mo,Ni,Co,Vn are alloyed with iron to give finer grained structure and graphite formation 3. spheroidal graphite cast iron -
good wear resistance but not as self lubricating as the ordinary grey cast iron.
controlled pressure relif ring piston top rings used in mc series engines have double lapped joint and relif grooves across the ring
49 cpr toprings advantages ensures optimum pressure relif across the piston ring. Advantages: it is effective in protecting liner surface and top of the piston from
excessive heat loads.
Either statically cast or centrifugaly casted to form drum like structure from which rings are machined. Tensioning is done by cold
50 Manufacture of piston rings
deformation of inner surface by hammerening or rolling.
1.incorrectly fitted rings- (Axial clearance)If they are too tightly fitted- rings could seize causing overheating, excessive wear and
excessive blowpast. If too slack- angular movement in the groove causes causing ring breakage and piston groove damage. butt
51 piston rings and defects
clearance too high- excessive blow past. 2. Fouling due to deposits- rings sticking,breakage, increased blow past and scuffing.
3.corrosion- from ash deposits. 4. ring bearing surface in bad condition- increased liner wear and scoring.
Why piston rings inner edges pistion rings are chamfered to prevent them digging into the piston groove lands when oscillation takes place along circumfrential
52
chamfered? axis.
Why piston rings but edges are
53 To prevent them catching in scavenge port edges and deforming. They also may be pegged to prevent rotation.
rounded off
Hammering is caused by the relative axial movement of piston and rings as a result of gas loading and inertia when pistion changes
What is hammering in piston rings and
54 direction at BDC. Hammering result in enlargement of groove and and may result in ring breakage. Groves are protected by flame
how their effects are reduced.
hardening or chrommium plating. top and bottom on upper groves. or by fitting cast iron inserts.

measuring of butt or axial clearances.
55
And their normal values.
Axial clearence or vertical clearance is measured by inserting a feeler gauge between the ring and groove. The top two compression
rings will have greater values than the others owning to high temperature expansion. But it wont exceed .2mm. For lower
compression ring maximum wil be .125 mm. for oil scarpper rings- .0625mm. Butt clearance or ring gap can be measured by putting
the ring in a new liner or the lower part of the old liner. it should .4% cylinder bore.
 should a ring material be harder or generally piston ring materials are made considerably harder, this has the advantage of giving the piston ring a longer life by reducing
56 softer than the cylinder material in radial wear rate consequent upon reduction of the amounts of debris, which are abrasive. In case of chrome plated or case- hardened
which it works? Reason liners, pistion rings are made softer.
materials used for liner is lamellar cast iron, liner must be thick enough to withstand high pressures and thin enough to allow good
57 liner material
heat transfer.
why it is necessary to maintain
to reduce the risk of low temperature corrosion or cracking occuring in the lower portions of liner, can be done by using load
58 maintain optimum cylinderliner
controlled cooling system or insulating the cylinder spaces prone to this risk
temperature
Longitudinal expansion of liner takes place through the lower jacket.the sealing of cooling during expansion is accomplished by silicon
how longitudinal expansion of liner is
59 rubber rings installed in grooves machined in the liner. Which slide over the governor as liner contracts and expands.The o-rings are
catered
installed ina group of two, the space between two is open to atmosphere which will act as tell-tale holes of leakage.
they r fitted in the upper part of the liner which forms part of combustion space. They are to protect liner from from high
60 flame rings or fire rings fitted in liners. temperature occuring due to combustion. Top of the liner is recessed and flame ring fits loosely in the recess. They r made of alloy
steel which can withstand high temperatures without burning or scaling.
Always the cross section of groove must be grater than that of o-ring, the sealing is achieved by distrotion of the ring by using various
how is th cross section of liner o ring
61 cross sections. The o ring must never be volume bound in the groove as it may cas the liner to get stuck while withdrawing and
grove is decided.
damaging the cylinder jacket.

A cylinder liner is gauged using a ball ended micrometer , the micrometer should be checked for accuracy by first checking it using a
set datum, normally supplied with the engine when built for this purpose. A manufacturers measuring gauge with set positions on it
vertically is used in conjunction with the inside micrometer.
Before readings are taken, the temperature inside the liner is taken.The readings are then taken in the port to stbd directions and in
62 Measuring of liner wear fore an d aft directions.To get an accurate reading, the manufacturers gauge is placed in the liner in one of the above positions, then
a chalk mark is made in the holes where the micrometer is placed, the gauge is then placed on the opposite side, and the readings are
taken using the chalk mark as a reference point.
The " rocking" method is then used to get an accurate reading with the micrometer, ie the micrometer is moved up and down, side to
side, until the micrometer is just touching the opposite side from the gauge, the chalk mark aiding this procedure.

1. change of direction pistion 2 higher thermal stresses 3. chances of lubricaton failure resulting in wear and corrosion.4 fuel
63 liner wear more at top, reasons
impengement and flame buring

,blow-by of combustion gas may occur. lube oil from the crankcase may be passed into the combustion chamber.The wear may
64 Effects of excessive liner wear
increase the friction of liner with the rings. The friction increase the temperature at that point and may cause hot spot.

65 maximum permisible wear in liner maximum wear permisible is 1% 0f cylinder bore ( 6mm in 600mm bore)
 Engage turning gear,starting air shut off. Isolate-(Exhaust valve spring air, fuel, cooling water). Remove-(cooling water
connection,spring air connection,hydraulic actuator connection, fuel oil connection, starting air conection, exhaust valve bellow).
clean cylinder head stud threads. hydraulic jack operation- lower the tensioning jack in the thread after the distance piece. connect
M/E overhauling procedure- Cylinder
66 the snap connectors to the jack.tighten the jack full and slackback half a turn. pressurise the jack to required pressure slowly and
head
slacken the nut using a tommybar. then depressurise and remove the jack and remove stud completly. attach the lifting bolt and
removethe cylinder head. remove all valves and clean and lap their bores using lapping tools. take measurements of seat using
templates.

67 exhaust valve overhauling procedure same as above

Lift the valve using e/r crane. Connect compressed air to the pneumatic piston, valve must close. Insert a 1mm feeler gauge between
valve and seat, it shoul go inside for 15mm. Now after shutting of the compressed air and release the vent plug screw and purge the
68 Exhaust valve checking.
air out. the valve should open. check the compressed air is holding the valve for atleast 15 minutes. After overhauling check the wear
with provided templates.
There is a spring loaded plunger or rod which when removed from its stowed position stands upright on the damping piston. The
piston has a tapered crease. When the plunger is in contact with this ,when the valve rotates the plunger the top portion moves
6mm. This is an indication of valve rotation

how to confirm rotation of exhaust

69
valve.

exhaust valve checks/ advantages of 1. reduction in overall weight. 2. allows the camshaft to be placed in the most effective position 3.reduces the power absorbed and
70
hydraulic exhaust valves inertia losses, 4.eliminates side thrust on the valve spindle and spring surge or vibration 5. allows valve to be rotated by vanes

Working of main engine exhaust valve.

Hydraulic oil supplied by actuator opens valve and closed by pneumatic spring force,closing of valve is dampened by oil cushion at top
71 Purpose of sealing air, what happens if
of the spindle. Exhaust valve is rotated by exhaust gas acting on the vanes attached to the spindle.
spring air is absent

Three type of rings are their top- scrapper cum seal rings, sealing rings scrapper rings checks: Clearances normally taken are- axial
Stuffing box removing procedure and clearances and ring end clearances also check for length of spring at various loads. Stuffing box can be drawn inside the crankcase.
72
checks remove all nut in both inner and outer flange. except fro two diametrically oppsit bolts in the inner flange in the longitudinal axis of
the engine. then stuffing box can be drawn to engine after mounting the working table and taking piston to tdc.

73 fuel injectors: testing
74 fuel injectors dismantling procedure
Why atomisation test should not be
75
done in slide type fuel valves
Fuel injector recirculation, how
76 circulated when engine is
stopped?.why it is done?
prescribed oil- hydraulic oil with a viscoscity 7-10 cst @ 50 degree celcius. And before mounting open up the injector and clean with
diesel oil. Never do atomisation test on slide type fuel injector. Check the spring housing for attaching the injector to test kit by
checking the postion of the indicating lever provided. Pressure testing procedure- performing flushing- set air pressure 1bar, operate
the change lever( larger lever, repetedly until non air mixed air flows out from the drain hole. test- opening pressure- set air pressur-
60 bar operate change lever and see the pressure at which injector open. (if more than prescribed replace springs if less add shims).
Sealing test and sliding test for injectors ( objective- check for needle valve for tightness & the slide for correct closing.) set air
pressure 1 bar, operate change lever until pressure is 80 bar below opening pressure, maintain the pressure for 10 sec and observe
nozzle holes. push the change lever and oil should drain only through the drain hole. Sliding test- upto 15 bar pressure drops slowly
then upto 0 bar pressure drops quikley.( quick drop the valve is sticking or vent holes blocked. Pressure test for o-rings- put a plug in
case of drain hole and inspect the o-ring places for leakage, if leakage, its defective.
check the alignment of parts by inspecting the guide pin positions
since very small needle lift is obtained in the test equipment result in an unequal pressure distribution in the cut off shaft resulting in
a hard contact in a small area along with high frequency oscillations, low lubricity of test oil will increase the chance of seizure. Full lift
and high lubricity of heavy oil eliminates this risk of seizure during normal operation.( Always open and clean slide type valves before
testing as cold sticky heavy oil along with small clearances can cause restriction in the movement of the spindle.
fuel recirculation injectors are fitted with sliding sleeves fitted around a part of the needle push rod held in place by a lightly loaded
spring.needle pushrod is hollow and drilled with holes and oil passes through the needle holes when the sleeve is in the lower
position to circulating area and the low pressure regions. when fuel p/p starts delivery the load exerted by the spring is overcome and
the sleeve is lifted covering the holes allowing the fuel to pass into the annular space around the fuel valve needle.when the engine is
stopped and the fuel pump is not dischzrging fuel( ie plunger is in lower position and roller is riding the base circle of cam). the fuel
circulating pump pressure causes the fuel to pass through the top of the pump ram into the fuel piping and to the injection valve and
fuel is recirculated by the sliding sleeve. When the engine is stopped, circumferential movement of the pump ram brings the vertical
slots inline with the inlet and spill ports, so fuel can be circulated. fuel is circulated only when circulating pump is running and
maintaing pressure to overcome frictional losses. circulation helps to keep injector cool and fuel at right temperature to inject.
 Reason for leaking are after long periods of service, neddle valve and seat will wear(catfines) along with worn nozzles can cause
incorrect atomisation an dribbling, springs can weaken with repeated operation leading to the injector opening at a lower pressure
than designed./ dribbling is the condition in which fuel continues to emerge from the nozzle at pressures too low to atomize
properly,t is caused by bad seating face or slow closure/ seconday injection happens when the pressure wave caused by the main
injection is reflected back to the pump and then again to the injector, reaching sufficent pressure to reopen the injector at relatively
late stage in combustion/dribble and secondary injection can cause smoking,lo will be diluted with fuel or in soluble impurites

what is fuel injector dribbling &

77 secondary injection? Causes and
effects

Fuel injector leaking, what will happen

Effects:Loss in power,smoke in exhaust,high exhaust temperature,knock and pressure wave in the injection system… it leads to
to combustion. exhaust gas
78 incorrect combustion since fuel p/p wave must fill the vaccum created due to the leak, it also leads to trumpet formation due to gases
temperature,? Indicator diagram of a
blow back Remedy: overhaul n maintain, check fuel purification maintain injector at right temperature. wharton page 20.
leaking fuel injector

The amount of fuel injected per stroke is usually done by varying the effective plunger stroke of fuel pump 1. Varying the beginning of
79 fuel pump:methods of quantity control delivery- control in valve type pumps by varying the suction valve closure(sulzer) 2. Varying the end of delivery - regulation of
effective stroke by helical groove. 3. verying both begining and end of injection- vit
 bot both variable beginning and end of injection. With constant beginig firing pressure of engine falls almost linerly as the engine
power reduced. But mean effective pressure reduces a slow rate as compared to pmax so thermal efficiency is proportonal to
pmax/mep so reduction in pmax reduces thermal efficiency, there by increasing sfoc. so it is necessary to maintain pmax as engine
load reduced. this can be achieved by advancing the timing of fuel injection until 65 %- 70% there after it is retarded, even under 25%
load injection is retarded to prevent any diesel knock.

80 VIT

The breakpoint is the point where the maximum cylinder pressure has been reached and the injection timing is advanced the most.
Above the breakpoint the injection timing is gradually retarded back until it reaches its original setting at 100% MCR load. The
81 what is break point in VIT position of the breakpoint is determined by the layout of the engine. Formerly it was generally considered to be at approximately 85%
MCR load, but it also has to be ensured that the maximum pressure rise from compression to maximum cylinder pressure is 35 bar or
less (recommended by MAN B&W Diesel A/S). For this reason the breakpoint has tended to be somewhat higher on the latest engines
(approximately 90% MCR load).

Before the Super VIT was introduced variable injection timing was obtained by means of a special profile on the fuel pump plunger.
difference between vit & super vit in Hence there was a fixed relationship between the injection timing and the fuel index. Thus it was not possible to adjust the fuel index
82
man b&w of the individual pumps without also altering the injection timing. For this reason the Super VIT was introduced, where it is possible
to adjust the fuel index and the injection timing independently.
a plunger with a helical moves in a barrel with a suction and spill port. The plunger turns in the barrel aligning the helical grove with
the spill port for varying end of injection. Cavitation is reduced by a spring loaded piston and orifice which can absorb and damp out
fluctuation. adjustment can be done by adjusting either height of plunger or barrel. In vit adjustment is done by adjusting barrel, the
83 bosch jerk pump principle
barrel has an outside thresde portion which engages into the timing guide operated by a toothed rack. Movement of the rack causes
the pump barrel to move vertically up or down relative to the pump plunger.

Fuel pump delivry is controlled by suction and spill valves. As plunger moves down, the suction valve is open and fuel-oil is drawn in
84 Valve type fuel pump principle to barrel. As plunger moves up fuel is displaced through still open suction valve, and delivry commences as suction valve closes and
commences till spill valve open.
2.6% of totla fuel during is supplied via a pilot injection just proior to main injection so that temperature is compressed air is
85 2 stage injection in ae
increased so ignition delay is reduced.there by reducing the amount of unburnt fuel.
 shut fuel oil inlet valve, open drain valve and remove oil.dismount high pressue pipe and puncture valve suction valve assembly.
Measure fuel pump lead or pmax value can be adjusted by adding shims. Fuel pump lead or pmax can be adjusted by adjusting the
86 me fuel oil pump overhaul relative position of cam with camshaft. this can be done by attaching hydraulic pumps in camshaft and turning cam with special tool
by mounting lead measuring tool on the top of plunger. advance cam to increase pmax. the top cover and plunger barrel assembly
removed together by loosening top cover bolts and attaching the dismounting tool. plunger barrel is saperated from the top cover by
keeping it in a vice.

87 fuel sytem service tank- quick closing valve- tank suction strainer-booster pump-10 micron filter-flowmeter - mixing coloumn. Loop- mixing
coloumn- circulating pumps-heater hot filter- main engine- pressure regulating valve- mixing coloumn.
checking- attach service air on top of the valve and check for a lift atleast 15-20mm. And on closing the air valves must be shut
instantly. Dismantling- shut air supply- attach two eyebolts and dismount by using a lifting wire after unscrewing holding bolts. keep
88 air starting valve overhaul the starting air valve on vice with soft jaws. remove top cover. remove two bolts attaching the piston to the spindle. the piston will
come out due to spring force. remove the valve and spindle through the bottom.lap valve lid and valve seat properly and mount back
all parts.
starting failure may be resulted if the sliding valves in the stuck in the guide, it should opened and cleaned once in a while. The
required unit is brought in tdc, the portion of distributor cam itched with tdc comes under the required valve and slot in the cam
89 starting air distributor
opposite to the slide valve remove cap and guiding screw.now thw sliding valve can be taken out which can be further dismantled and
cleaned and put back.
The cam for the air distributor serves its purpose only while starting the engine, reversing and again starting. Actually if you see there
Why Negative cam or Inward cam used is no other requirement of this particular cam while the Engine is in continuous operation. Therefore if a cam ( normal positive ) is
in Air distributor of the MAN B&W used then the wear of this particular cam will be obviated and will be expensive to repair/replace this cam. So when the engine has
90
Starting Air System.Why not a positive started, and the vessel is en-route a voyage, then this particular cam turns without any running gear touching it. It comes into play
cam? only while starting.

1. while running, by holding the pipe it will be hot if valve is leaking or by checking parameters like exhaust valve temperatures, 2.
How to check whether air starting is
91 while @ stop,don’t engage the turning gear n open the indicator cock of cylinders one by one, cylinder with leaking air valve will show
leaking
air pressure
1. flywheel stores energy during powerstroke which can be utlised during the compression stroke, this function is not much evident in
m/e as crank shaft and propeller act as inertia load 2. Gear toothed flywheel is necessary to turn engine quite easily during
92 importance of flywheel maintenance and various inspection and for slow turning the engine before starting. it also assist to hold the speed of engine in
desired range while governor alters the fuel supply

high pressure fuel pipes is drown with a rigid protection (jacketed pipe), which is practically a second pipe, even if it’s thicker than the
one inside, and it replaces the flexible girdle. the space between the inner and the external pipe must never interrupt, in order to
93 Me high pressure fuel pipe safties.
allow flowing of the leakages.The leakages will be of very low pressure and a method for detection must be provided

Exhaust valve actuator saftey valve
94 function and what happens spring air
pressure is too low
The reason for the introduction of this extra precaution is the recognition of the damage that may occur if the air spring pressure to
close the exhaust valve becomes too low at high engine loads. The exhaust valve spindle may then reach the mechanical end-stop in
the fully open position while, at the same time, the exhaust valve actuator produces max. hydraulic pressure. The slow-down function
in connection with the safety relief valve will prevent major damage to the camshaft and the exhaust valve. saftey valve set point is
21bar. when the air spring pressure to close the exhaust valves had become too low, due to operational reasons, and the valve
spindles reached the mechanical end-stop in the fully open position while, at the same time, the exhaust actuator produced max.
hydraulic pressure. This led to the cams slipping from their positions and to the exhaust valve air pistons becoming damaged. when
the piston reaches the mechanical stop there wont be any air under piston and all spaces are filled with oil which is not compresseble
resulting in cam slipage.

fuel qualities to indicate burnability are- conardson carbon residue number- residue left in fuel after evaporation ina closed space.,
carbon to hydrogen ratio, cetane number,. Calorific value-heat contained in unit mass of fuel.CCAI- calculated carbon aromaticity
95 fuel quality index- ignition quality of residual fuels- can be calculated from nomograms provoded by the engine manufacturer knowing viscosity
and density of fuel. the less ccai its better, normaly value around (850).It is developed by bp. CII is calculated ignition
index.....developed by shell
vanadium in the fuel causes high temperature corrosion and cannaot be removed in any pretreatment processes. Vanadium combines
with sodium and sulphur during combustion process and form euctetic compounds with melting point as low as 530 degree celcius
96 High temperature corrosion and react with protective oxide layer on steel and corrode them. they also can cause metal ash deposits in valves.The only defence is
to reduce the working temperatures and coat critical parts prone to this corrosion with stellite or plasma coatings.

Low temperature corrosion is mainly caused by sulphur.During combustion sulphur in fuel react with oxygen to form SO2 and further
SO3, which react with water to form sulphuric acid vapours. Where metal temperatures are below 160 degree celcius, sulphuric acids
97 Low temperature corrosion
condenses and corrodes metal. The only defense is using load control cooling and using high tbn fuel.

catfines( aluminum and silica). Vandium sodium,nickel, calcium can cause significant wear to compnents like injection equipment,
98 effect of abrasive impurities piston rings, grovees, liners etc. proper settling and saperation use of 10 micron filters, etc can reduce failure
 maximum values for fuel

99

1. water content- it can tell about leakages and working of purifiers. 2.insoluble products- can tell about purifiers rings, pistion rings,.
100 lubricating oil tests. 3.viscoscity- level of osxidation of fuel, contamination by fuel. 4.flash point 5.Base number 6. wear metal elements- condition of
bearings.
Antioxidants(in 2s and 4s cc oil): prevent deterioration in use,formation of organic acids. Detergent-dispersants:prevents the
formation of lacqers from combustion residues. Extreme pressure additives ( gear oil) in near boundary lubrication working range.
101 additives added in lo and their effects
anti foam agents: aerated conditions( gear oil, high speed engine oil) {additives can interact with each other called synergy and
antogonism)
1. provide gas seal between piston ring and liner 2.eliminate metal to metal contact 3. act as a carrier for functional alkaline additive
102 functions of cylinder oil in ic engine system 4.act as a medium to transport combustion deposits away from piston ring pack 5. minimise deposits on piston and liner 6.
neutralize acidic environment
Alpha lubricator is a high pressure computer controlled cylinder lubricator developed with the aim of reducing cylinder oil
consumption. It’s a flexible system which enables a specific amount of oil can be injected in any number of engine revolutions in
between (4,5,6...)( it can be during either compression or expansion stroke).The high pressure enables cylinder lub oil is injected
working of Alpha lubricator, alpha acc. exactly in ring pack when it passes through the quils and the injection is in a tangential direction which ensures optimal distribution.
103 System it has a small piston for each quill in the liner, power for injection is obtained from the system pressure provided by the pump
Advantages
station(ie a common rail system used in the driving side and a positive displacement is used in the injection side. the quantity is
determined by the load of the engine. further development is Alpha ACC-Alpha Adaptive Cylinder oil Control is called sulphur handle
where amount of cylinder oil can be set by the sulphur content in the fuel
 method 1: duplicate set of cams for astern operation and camshaft is slided axially method 2: circumferential transalation of
camshaft using a servomotor. The relative movement changes the fuel pump timing which inturn changes the firing order and astern
104 M/E Reversing
starting. method 3: shifting the position of angularly displacable fuel pump rollers with an air cylinder & a second set of negative cam
for the air distributor
6 cyl-153624, 7 cyl-1725436, 8 cyl- 16428357, there are no hard and fast rules about crank firing sequence, but mainly considers 1.
105 How firing order of m/e decided balancing of the engine inertial loads, 2.exhaust grouping in pulse t/c 3. spreading the load across crankshaft and for optimal bearing
condition 4.Even turning moment
1. firing interval = ( No of degrees in engine cycle/number of cylinder) 2. Valve must close before exhaust valve opens(no point in
factors concering period of opening of
106 blowing away high pressure air to exhaust). 3. Each cylinder starting air valves must open after piston passing the firing dead centre
starting air valves
for positive starting in required direction.
1. to ensure that @ no angular position of crankshaft with insufficient air turning moment to give a positive start( as one cylinder be
why there is starting air over lap in
closing, other will be opening) 2. to start engine eventhough few cylinder starting air valves are defective 3. positive starting in
engines?to howmany cylinders air wil
107 correct direction. Overlap period is generally 15 degree
go simultaneously-ans-2 & min 4 cyl for
air starting
axial distance of each pair made sufficiently lage so that the side of the peak of one cam inclines off slowly to the idle part of its
how camshaft sliding possible when
adjacent duplicate cam. These inclined planes help to slide between cams in any unfavorable condition.
108 one cam happens to be adjacent to the
peak on its duplicate cam
interlocks or blocking devices are provided so that engine cannot be started until required conditions are fullfilled . Turning gear
interlock prevents engine starting while turning gear engaged. Running dirction interlock prevents engine to be started in reverse
interlocks and blockin devices in main direction until all cam rollers of fuel pump have shifted. telegraph position interlock allows engine to be started only in the direction
109
engine starting system intended by bridge. distributor position interlock.checkes whether distributor is whether in start or stop direction.it has to be in
either in one direction to commence starting.

It is fitted in the starting air pipe and consist of a perforated disc protected by a sheet of material which will burst in case of excessive
air line busting disc bust out during
pressure caused due to air line explosion. It also consist of a protective cap such constructed that if the engine is required to run even
110 maneouvering what will be your
after the disc has been ruptured, the cap will cover the holes when it is turned. This will ensure that in manoeuvring or traffic air is
action?
available for engine at all time
first few second govenor sent extra fuel from preventing engine from stalling.scavenge air pressure limiter, reduces the fuel if
Actions intiated by governor during
scavenge air pressure to low to prevent engine chocking.
starting . During starting why fuel
111
pump rack moves to maximum position
and then comes back
use turning gear and small kicks in reverse to bring engine in a position wher it can be started properly
112 two pistons removed, how to start
shut down: over speed,me lo low pressure slowdown: crankcase oil mist high density, scavange air box fire, piston cooling oil non
flow, cylinder oil lube oil non flow,cylinder cooling fresh water low pressure. Cy cw high temperature,me lo low pressure, thrustpad
113 me shut downs and slow downs
bearing high temperature.piston cooling oil high temperature.exhaust gas high temperature. stern tube bearing high temperature,

what is FQS lever provided in sulzer fuel quality setting, engine operator can manually adjust the adjusting timing to quality of fuel.
114
engines
 Simultaneous Injection of Fuel and Starting Air into a Cylinder is Undesirable as it could lead to an Explosion in the Start Air System.It
Why is Simultaneous Injection of Fuel
is prevented by means of Interlock, which prevents Fuel being Injected when the Air Start Auto Valve is Open.The Interlock Operates
Oil and Starting Air into a Main Engine
115 a Stop Solenoid, which keeps the Fuel Rack at Zero Position.
Cylinder Undesirable and How is it
Prevented
how shut down is initiated in main A signal is sent to the governor control circuit which will set the fuel actuation position of governor to zero.
116
engine lo failure?
The Engine should be Turned using Turning Gear with Indicator Cocks open, keeping a close eye on the Cocks for any signs of Water
What should you do to ensure that Discharge.Immediately prior to Starting, the Engine should be Kicked on Air.
there is no Water Leakage into the Note: 2 Stroke Engines should be Turned at least one Revolution, where a 4 Stroke should be Turned two Revolutions(A four stroke
117
Engine Cylinder before preparing Main engine should be turned two revolutions as the cam shaft makes half a revolution compared to one turn of the engine, therefore to
Engine for Sea? properly check there was no water leakage from the cylinder head into the combustion space, then engine would have to be turned
twice to ensure opening of all inlet and exhaust valves)

From Cracked Exhaust Valve Cages,Cracked Cylinder Head or Liner,Fuel Contamination via Fuel Injector, Undercooling of the
118 causes of water in combustion space: Charge/Scavenge Air.
nitrate in jacket water should b around
119 1400 .what will happen if nitrate comes nitrate based compounds are alkaline in nature thus they prevent corrosion by forming a stable oxide layer on the internal surface of
below this level the pipelines.the main reason for reduction in nitrate ppm is leakage in the system
inhibitor concentration(nitrite borate) value must be in the range recommended by manufaturer

120 cooling water tests

why jacket water temperature to be

121 precisely maintained at 72-82 degree 1. too cold- leads to thermal shock and component failure, cause water and acid condensation in cylinder bores resulting the washing
celcius away of lub oil and corrosion 2. too hot- in efficient heat transfer and greater danger of scale formation

122 Turbocharger surging
123 Symptoms of t/c surging and causes
why there is an increase in
temperature of exhaust gas between
124
cylinder exhaust branch and turbine
inlet branch.
In the compressor performance curve(pr flow rate vs mass flow rate) if the compressor is operated in regions left of the surge limit
line instability occurs in the t/c operation.under stable operation region any change in amount of air taken isinto the turbo charger is
accomodated by change in pressure ie one is balanced by other. So when the t/c operates in the unstable region any reduction of air
demand on the discharge side of the compressor causes the pressure to fall. if this occurs rapidly and air flows back from the scav air
reciver to diffuser. this process is cyclic. it can be avoided at the design stage if scav trunk is large enogh to reduce pressure
fluctuations and t/c must be carefully matched to the engine(Lambs 5.41)
symptoms:repeated,irregular violent thud from the air intake to the blower, rapid surge in scav air pr, air in take in gulps.Immediate
actions: reduce engine speed, scave trunk relif can be eased.Cause: dirty air filters or fouled turbo charger, overloaded or pulsating
engine load in bad weather, blocked scavenge ports and damaged exhaust valves, fuel system abnormalities and misfires, unbalanced
output and scavenge fires
this anomoly is because major cause a part of the kinetic energy of gas coming from the cylinder is converted into additional heat
energy as it adiabatically compresses the coloumn of gas ahead of it.minor cause At the end of exhaust , what coming from the
exhaust valve is a snug of cold air which has a cooling effect on the thermometer.

constant pressure Vs impulse turbo Impulse t/c: at low loads more efficient.it doesn’t require assistance from blowers at low loads. Constant pressure t/c: exhaust pipe
125
charging arrangement very simple, higher efficiency at large loads. At low loads require blowers. Less pressure fluctuations in the system

turbo charger working- functions of
126
diffuser and nozzle ring
127 turbo charger bearings
the exhaust gas discharged from the engine is channeled to the t/c inlet casing afetr being expanded and accelerated by means of a
nozzle ring and fed to a radial turbine which conver the kinetic energy into rotomotive force of shaft, which in turn turns a axial
compressor impeller which channels external air through silencer and accelerates it whose kinetic energy is converted to pressure
energy by a diffuser and fed to the engine
replacement intravel detemined by type lub oil filtration between 5000-8000 hrs. thrust bearings are tappered land type. The wear of
thrust bearing is measured by calculating the ratio of tappered to fland land part. As thrust bearings are worn flat land increases
compared to flat land. in turbine side flat to tapper ratio-1:1, while in compressor side 1:2. in journal bearing clearances is measured
using a dial gauge

after assmebling the turbocharger, turn the compressor impeller with hand and confirm smooth rotatation, the measure shaft
measuring rotor deflection and thrust deflection using a dial gauge keeping the dial at the end of rotor and rotating it by hand. Maximum clearance allowed is .05mm.
128 higher deflection shows worn bearings or ingress of particles in oil. thrust clearances it is the axial movement of rotor when pressed
clearances.
by hand, it is measured by keeping the dial gauge at the end of rotor axially. .1mm to .16mm is the normal value. the clearance
between turbine wheel and casing, compressor wheel diffuser must also be measured.

inlet from circulating pump goes to a fuel inlet line with a shock absorber at the end and then to the fuel inlet opening of fuel pump.
129 fuel oil pump line The return from injector and fuel pump outlet is given to fuel return valves with non-return valves. Fuel pump return has an orifice
pipe and return to an overflow arrangement. the leakge detection tank is for high pressure pipe.
why overflow valve in fuel oil return
130 overflow valve in the fuel oil return line maintains the set pressure within the system
line.
Water entering the cylinder with scavange air can disturb the lub oil film in the liner and can be removed by water mist catcher which
131 why water mist catcher? is an air flow reversing chamber.
 power calculation from indicator diagram:For engines with indicator drive or MIP-equipment, we can take the indicator diagram
which can be used to find the Mean Indicated Pressure (MIP)[it is the indcated pressure} &[ MEP is the effective pressure available
power calculation from indicator after friction losses in the crankshaft and drive]. from indicator card we obtain area of the indicator diagram using a planimeter,the
132 length of the atmospheric line. and from the spring constant of indicator we obtain mip=Pi (bar) = Area / ( Length x spring constant )
diagram
Mean effective pressure= mip-frictional losses(its independent of load and obtained from manufacturer.) then obtain cylinder
constant k =1,30,900Xbore squreXstroke(in kw). Multiply it with mipXrpm to get mean Indicated power, with mepXrpm to get Mean
effective power or break power

This estimation is based on nomograms involving engine parameter measurements taken on testbed given in manual.1. Fuel pump
power calculation without indicator index method: parameters involved fuel pump rack,observed engine speed , other parameters may be added for accuracy like
133
diagram calorificvalue, sulphur content, density etc 2: turbocharger speed method: more effective method parameters involved are scavenge
air temperature, turbocharger speed and ambient pressure.
SFOC = (Consunption in m3 x corrected density for given temp x 106)/ (measuring period x Mean Bhp) will give sfoc in grams per
134 Sfoc calculations kwhr. In order to compare with test bed results using diesel oil corresponding correction in calorific value must be made. Value in my
ship was 164gms/kwhr
135 mean effective pressure mep=mip-frictional losses

relationship between higher calorific Higher Calorific Value = Lower calorific value - (energy loss in covering water formed during combustion to steam + sulphur to sulphur
136
value and lower calorific value oxides + specific enthalpy loss due to ash content.

torsionmeter is used to measure the torque developed in the shaft.principle: when torque is applied to a shaft an angulat twist Ɵ is
torsionmeter and how engine power
137 produced, which is dependent on the shaft torsional rigidity. (torque= ( torsional rigidityX radius X angular twist)/shaft length.) the
calculated
angular twist is measured by measuring the magnetic distortion . power =- 2πnt/60

types of vibration: 1. linear vibration 2. torsional vibration(most damaging) 3. resonant(with combination to above) node: Point where
deflection of a shaft is 0 and amplitude changes sign( more node higher the value of natural frequency of vibration). forcing
frequency: firing impulses super impose and appear as a compex wave form represented as by harmonics(1st order, 2nd order, 3rd
order..) balancing of vibrations: controlling vibration by arranging out of balance forces and couples so that they cancels out or
138 vibration related points
reduced. vibrations in two stroke engine: 1.external unbalanced moments(1st order and 2nd order moments) 2. guide force
moments(transverse reaction force acting on the crosshead due to con rod and crankshaft mechanism,they excite engine vibration in
athwartship direction causing rocking( excited by h moment) or twisting (excited by z moment) can be reduced by adding engine
bracing) 3. axial vibration in shaft( during gas loading , the arms of crank throw deflect the crankshaft exciting axial vibration, reduced
by using axial vibration dampers) 4. torsional vibration in shaft (varying gas pressure causes varying torque in crankshaft along with
propellor action on non unifrom wake field can reduced by using torsional vibration dampers
undercritical running and overcritical under critical: natural frequency is adjusted so that resonance condition occurs 40% above the MCR. Overcritical: natural frequency is
139 adjusted so that resonance condition occurs 40%-70% below the MCR
running
eletrically driven compensators fitted at steering compartments where hull vubrations are maximum synchronised in correct relative
140 elecrtic compensators phase to the external force or moment and neutralize the excitation.
 Detuner reduces the critical rpm. If the critical rpm is in the range 75% mcr or above which will be the operating range of the engine it
141 what is a detuner
will be reduced to a maneouvring range like in between half and full.
a shaft is statically balanced if the centre of gravity lies in the polar axis of its jourals, a shaft is dynamically balanced if it is statically
142 static and dynamic balancing balanced and,when shaft is rotated in two set of bearings, the load on both bearing must same through out the time of rotation(360
degree)

1st order moments: external unbalanced moments(hull vibrations with two or three nodes) in both horizontal and vertical
direction.(expecially significant in engines with atleast 4 cylinders.momemnt compensator can be attached to the chain tightner
143 moment compensator explanation wheel which are counter rotating masses rotating in crankshaft speed. 2nd order moments: external unbalanced moments(only in
vertical directions) excited by hull vibrations of more than 3 significant engines with cylinder numbers 4,5 or 6, can be reduced by
using two counter masses fitted at fore and aft part rotating with twice the crankshaft speed.

factors: combustabile material: cylinder lub oil mixed with fuel carried to scavenge spaces, heat socurce- heat in scavenge space
.oxygen- scavenge air and ignition source- blow past from piston rings. Indications: slight reduction in engine speed intially due to the
reduction in engine power. high exhaust temperatures in certain cylinders, irregular speed of t/s. smoky exhaust, discharge of soot
144 scavenge air fire smuts or carbon particles. very hot spots around scange trun areas, scavange high temperature alarm, Actions in case of scavenge
fire: objective is first to contain and then minimise the damage to engine. 1. engine must be put to dead slow ahead and fuel must be
taken off from tha affected cylinder 2. lubrication to the affected cylinder must be increased to prevent piston seizure. scavange
space drains must be shut down to prevent discharge of sparks and buring oil. If scavange fire is major in nature use steam
extingushing media.
1. regular cleaning of scavenge spaces and keeping scavenge drain pipes clear. 2. pistion rings must be properly maintained. 3.
cylinder-oil usage must be properly monitored. 4. scavenge ports must be clear 5. stuffing box scraper rings must be properly
145 precautions taken against scavenge fire checked. 6. MIP of cylinder must be properly matched to prevent overloading of cylinders. 7. cylinder liner wear must not be allowed
above the prescribed value.

factors: Lubricating oil comes in contact with hot spots in bearings, guide, piston rod, piston trunk, or skirt the particles contacting
heated area wil vapourise and condenses in cooler regions of crankcase forming a white mist of very minute particle and permeate
146 crankcase fire explosion the crankcase, some times these particles and air mixture reaches certain proportions so that the temperature of hots spot high
enough to ignite the combustion which may lead to an explosion. which may lead to burst opening of c/c door and ingress of fresh air
which may lead to a secondary explosion. [ so factors are 1. Source to heat up th lo, right oil-air mixture and source of ignition, which
is most probably the same source.] precuations taken 1. crankcase relif door- which relive the pressure wave, fitted at different
places in crankcase and fitted with a self closing arrangement preventing the ingress of air and a metallic gauze to prevent flames
emerging out. 2. Oil mist detectors.

maintenance done on crankcase relif crankcase doors must be free to operate, openings of mesh should be checked and made clear. Check the sealing rings are in proper
147 door and seeting pressure,type of condition and not causing the valve lid to stick. In hinge type relif doors hinges must be free to move and lubricated at regular
spring used in cc door, flame mesh intervals
 The Oil mist detector takes continuous samples from the main engine crankcase and check whether the sample concentrations of
mist are well below the level at which a crankcase explosion can take place. The oil mist is drawn into the instrument with the help of
small fan, which takes suction from each crankcase through sampling tubes provided on each crankcase.
The oil mist detector consists of a small rotator with which it takes sample from one cylinder at a time and the rotator then turns to
the next after approximately 4 seconds. The sample from the rotator goes to the measured cell and the reference cell takes sample
148 oil mist detector from rest of the crankcase to evaluate the difference in oil mist.
An overall mist density of the crankcase is also measured by comparing the samples with the fresh air once every rotation of the
sampling valve is done. A beam of light from a common lamp is reflected through mirrors and output is measured from a photocell.
Under normal conditions the output from the reference and measured contact is same and hence no deflection is measured.
However, a deflection in the output gives an alarm indication and the valve rotator stops at position to know which chamber has high
mist concentration.
actions on omd alarm, high lub oil
temperature, piston oil non flow, bring the engine to slow down speed. Take permsission to stop and stop. Switch off blowers and engine room ventilation, open sky
scavenge box fire. hatches. Leave the engine room and prepare fire fighting equipment. Re-enter when its safe and locate hotspot
Pressure testing was carried out on a bench mounted test rig consisting of a high-pressure air compressor, air pressure control valve,
149 testing- cylinder relif valve and calibrated gauges. The relief valve was bolted to the compressor accumulator flange and the air pressure increased until the valve
lifted.

1.check oil condition for any smell, discoloration or degradation.

2. Turn the engine to BDC and start checking from under stuffing box area for any sign of black oil, an indication of stuffing box
leaking.
3. Check the piston rod surface for scoring marks and roughness.
4. Check piston palm bolts and locking device for slackness and fretting.
5.Check the guide and guide shoe bearing general condition and the area around frame where guide is attached for any visible cracks.
6.Check that the guide shoe end cover bolts are in place and not slack.
7.Check cross head bearing general condition.
8.Evaluate top and bottom end of connecting rod bolt, nut and locking device for slackness, signs of fretting, etc.
9.Check for sliding of bottom end bearing (axial movement) or floating of connecting rod.
150 crankcase inspection 10.check for slip of web and journal by checking the reference mark.
11. Check web in the area of stress concentration and check tie bolt (bottom side).
12.Check cross grider, area around main bearing & bearing keep for sign of cracks and check around main bearing.
13. All bearings must be checked for silvery color (indicates bearing wiping).
14. Check the surroundings of the oil pan area of all units for any sludge deposits, bearing metal pieces, etc.
15.Check crank case relief door- wire mesh (should be wet), spring tension, sealing ring condition, etc.
16.Check the teeth of transmission gear for sign of wear.
17.Check chain drive for tightness. 18.Use oil mist
detector on sampling pipe to check for clear passage. Clear all the foreign materials from the crank case, and make sure all tools are
accounted for.
19. Start lube oil pump and cross head lubricating pump and check for the oil flow and distribution.
20. Check crankcase door sealing condition and close the crankcase door.
 Engine not starting on Air: -
* Low air bottle pressure or airline valve may be shut.
* Air bottle isolating valve or automatic valve or distributor not functioning.
* Control air valves faulty or less control air pressure.
* Starting air automatic valve jammed.
* Turning gear engaged.
* Reversing has not taken place completely.
* Control valve for fuel or start is not in its end position.
* Bursting diaphragm(disc) on start airline damaged.
* Fuel lever on maneuvering stand not on remote mode.
* Auxiliary blower not running or not on ‘auto’ mode.
* Emergency stop has activated.
* Interlock is operated.
M/e trouble-what to check if Engine is *Cylinder air start valve defective or sticky.
151
not starting on air and fuel? *Piston not in firing mode.
Engine not starting on fuel: -
*Less fuel in service tank.
* Fuel Oil filter is chocked.
* Fuel Oil supply pumps not delivering required pressure. Or fuel pump tripped.
* Puncture valve still active.
*Fuel oil temperature to low.
* Fuel level on local maneuvering stand, is not on remote stand.
* Fuel rack stuck.
* Fuel pump malfunctioning, jammed plunger.
* Injector nozzle needle sticking or holes blocked.
* Compression pressure is too low due to broken piston ring or exhaust valve not closing properly.
* Fuel pump relief valve leaking.

Immediate actions.Reduce load on engine. Check purifier operating alright/ reduce throughput to have better purification. Drain
water from settling & service tank. Check scavenge air temperature & adjust if required.Check the boiler uptake temperature. Soot
blow the economizer. Ensure, fuel oil end heater outlet temperature proper corresponding to attain viscosity at the point of
M/e trouble: lot of smoke from the injection. Check, if any particular Exhaust temperature is higher than others, if so, then stop the engine, Change the injector with a
152
funnel spare overhauled injector. Check all fuel pump timings are correct or not. Dismantle and carry out overhaul of T/C. Send fuel oil for
Laboratory analysis. Causes • Improper combustion., Burning of carbon particles collected at EGE.Boiler uptake fire. Overloading of
engine.Lots of smoke is also seen in scavenge fire. Exhaust valve is defective. Fuel valve is defective.Purifier not working
efficiently.Fuel oil quality is bad or water in fuel.

M/e troubles. High exhaust High exhaust temperatures (all units): High scavenge air temp, fouling of air or gas passages, t/c, wrong camshaft position, wear of
153 temperatures & low exhaust fuel or exhaust cams,bad fuel, scavenge fire and overloading High exhaust temperature (single unit)Faulty fuel pump or valve.leaky
temperature exhaust valve, scavenge fire in particular unit,cooling failur in particular unit. Low exhaust temperature(one unit):faulty fuel injector,
fuel pump, fuel pump plunger sticking
154 M/e troubles Engine overload indication: Speed droop, High exhaust temperatures, T/C surging causes: propeller damage, bad whether, hull fouling, shallow water

155 M/e troubles. Noise from crankcase slack chain,worn gear, knocking in slacken bearings,broken or slacken bolts,lubrication fault, piston ring blowpast.
Combustion troubles- fuel pump plunger stuck, sticky injector,air intake filter choked, water in fuel, fuel filter choked, scavenge fire,
156 M/e troubles. Speed dropped suddenly governor actuator stuck at certain speed level,
operating speed contol dial quickly leading to excessive injection, Leaking injector leading to accumulation of fuel in the combustion
157 M/e troubles. Explosion during starting chamber. Fuel injector opening pressure too low, Action: blow of the fuel in the combustion chamber by prolonged air running
period.

158 M/e not stopping reasons 1. Carry over of lub oil from turbocharger lubrication system to scavenge air because of the defective labyrinth gland or oil seal.

1.Super long stroke means increased swept volume allowing more mass of air to be drawn into the cylinder which in turn allows more
fuel to be burnt, hence increasing power output 2.super long stroke increases piston travel time and thereby decreases crank speed
159 advantages of super long stroke so more time for combustion during the stroke. 3. The efficiency of Large dia propellers is best at slower RPM...With super long
stroke we can have slower RPM of engine with no change in mean piston speed of the engine 4. Low grade fuels can be used 5. lower
horizontal space consumed by crosshead reduction of weight for same power disadvantage- increased lateral force on guides due to
thr relatively short connecting rods

Questions on A/E
loads acting on a conrod are gas load from piston and inertia loads from all reciprocating parts. Inertia loads acts as a correction to
160 gas loads. The thrust or end loading are push pull in nature( tensile+compressive) in 4s, and purely compressive in 2s. So con rods of
Stresses acting on 4 stroke and 2 Stroke 4s undertake more stresses so the must be made with ibeam crosssections. failure occurs in 2s if started with oil or liquid in 2s in 4s
conrod, general comparissions failure may occur due to fatigue failure, bearing seizure also leads o buckling

1.bottom end bering housing and rod are made in three piece or two piece,so lower end of con rod has a wide angled(45) wedge
161 form.rather than a flat end after considering various experiments.this gave a stiffer bearing housing and reduced stress raisers and
Modifications in conrod, serations in reduced fatigue failure.it also help in easy overhauling procedure of piston 2. v slotted serations with the slots being radiused.the
the bottom end? serations are better at taking shear loads and prevent it transfering to the keep bolts. they reduce fretting of mating surfaces
162 piston slap sideways movement of piston against the liner due to extensive wear.
why 4 stroke engines cannot be engines can be easily reversed if valve timing diagrams are symmetric across line joining bdc and tdc, since valve timing dia of 4s is
163 reversed directly, methods of reversing extremily complex.. It cannot be reversed by changing the timing very easily. It is done using a sliding cam with saperate duplicate
4s engines cams for fuel pump, valves and air stating valves
 Tappet clearance is a space between the top of the valve stem and the rocker arm. Its purpose is to allow for some mechanical
expansion and lengthening of the valve stem and push rods as the engine warms up. This clearance is also called valve lash.When
checking tappet clearance on marine engines, we have to ascertain that the piston is at TDC. this can be ascertained by following
methods 1.Flywheel Method: -The flywheel is the simplest method to know which unit is at TDC. If the flywheel shows two units,
simply open the bonnet covers and checks visually. The unit at TDC will have both the inlet and the exhaust valve closed and hence
relaxed springs; the other unit would have both the arms of the rocker arm at different levels. In addition the push rods of the unit at
164 tappet clearance TDC would be loose and can be turned by hand because of the release of the clearances.2. Dial Gauge Method: - In this method the
fuel injector is taken out and from the opening a dial gauge is put inside. Then the turning gear is engaged and the engine turned
over. The pointer of the dial gauge will move in one direction and then stop and start in opposite direction. The moment the pointer
of the dial gauge stops and changes its direction of movement is the TDC of the unit. This method is not normally used in day-to-day
practice, but may be used in the calibration of the flywheel if it is not calibrated, or after some repairs.3.Camshaft Method: - The
camshaft window of the engine can be opened up and the camshaft inspected. cam has a base circle and dwell period, when at base
circle, cam valves are open or piston at TDC.It must be remembered that as a four-stroke engine has two rotations of the crankshaft
there is one injection TDC where the injection and the combustion take place. The second time the piston is at TDC is when the
exhausting of the flue gases takes place. It is very important to identify the combustion TDC, as tappets have to be adjusted at that
point. camshaft rotates once for every twice rotation of crankshaft 4.Crankcase Method: - In this method the crankcase doors are
opened up and the piston is visually checked whether is going up or down. This is the surest method, but a bit cumbersome. It should
be used when you have a strong doubt about the other methods. (exhaust valve tappet value-.4mm suction valve- .3mm)
161 need for tappet for valve expansion, for postive closing and tolerance for wear.

reason for two springs in the exhaust
162 valve/ concentric spring fitted in ae
cylinder valves
163 effects of improper tappet clearances
164 need for exhaust valve rotation
1. if frequency of natural vibration of air or exhaust valve springs is a harmonic of camshaft speed,the spring may vibrate
axially(termed suring), it can be corrected by arraying spring in pairs or modifying size 2. to prevent damage if the spring falls, the
other may remain as backup preventing the spring from falling on to the piston. 3. total stiffness and thickness requirement in
designing saftey requirements can be reduced. 4. uses less space in comparission
If tappet clearance is less:
I. Valve will open early & close late
ii. Air induced through inlet valve may leak out. So less air for combustion.
iii. Power will be reduced.
iv. Fuel consumption will increase, engine may become unbalanced, exhaust temp. will be very high.
v. In worst condition, valve may remain open; resulting in loss of compression pressure, burning of exhaust valve, T/C fouling will
increase.
If tappet clearance is more:
I. Valve will open late & close early.
ii. Lesser heat energy to T/C, so reduction in scavenge air & hence power.
iii. No proper removal of gases.
iv. Hammering of valve stem-may cause damage to valve stem.
even wear on valve & seat. To loosen seat deposits. Extend valve life&reduce wear.
 in turnomat the exhaust valve spindle and upper spring carrier is supported by spring via a axial roller bearing. There is freewheeling
165 working of turnomat mechanism( its like a rachet mechanism) attached to the spindle via two roller bearings. So when valve opens freewheeling
mechanism is in free running state,. when valve is closing free wheeling mechanism is in a engaged state and lower spring carrier will
be rigidly attached to valve guide. the exhaust valve and upper spring carrier rotates on the axial roller bearing.
an increase in spring force on the valve as it opens , flattens the bellevelle washer so there is no frictional force between spring
housing upper valve cap. Further spring force balls to move down in a ramp imparting a rotational motion to the valves spindle.

166 working of rotocap

difference between exhaust and

167 No visible difference rather than their materials. On valve spindiles it will be laser itched. Both the valve seats are at 120 degrees.
suction valves.
clean the area around hydraulic bolt and attach the spacer rings.screw hyd jacks until it touches the spacer rings.unscrew hyd jack half
168 overhauling of cylinder head a turn. Pressurise the pump for 600 bar and loose the bolts using a tommy bars until 8 holes have been moved through the hole in
spacer ring. remove hydraulic jack.

check for carbon adherent to ports and clean them. Check for scaling and corrosion in water jacket part. Conduct hydraulic test fro 7
169 checks on cylinder head- bar or die penetration test. In valves check for sulphuric aciod corrosion and bent valve seats. Check for high temperature corrosion
on valve seats. check for adhered carbon and blow by. replace worn or bent valves. check for corrosion or crack in springs.
170 checkes on running gear. Big end bearing:

ovality in crank pin:caused by directional thrust+lub oil failure+ unevenloading of cylinders + overloading. Maximum allowed is 1/4th
171 ovality checks of bearing clearance. Measured by an external micrometer taking fillet or oil grove as reference and compare it with previous
readings. it can be removed by griding upto 2mm depth. ovality in bottom end of con rod:
cylinder head craking causes and Causes: scaling on the waterside causing uneven temperature gradient 2. cylinder relif valve malfunction 3. overloading of engine 4.
172
detection corrosion 5. un even tightening of cylinder head bolts
 casting defect, thermal strss due to cold starting air and scavenge air,after burning, fuel penetration and overhating due to cooling
173 causes for piston head crack
failure(deposits on cooling area,coking of lo Etc)

174 one spring of ae is broken actions 1.to weld with ss & grind off excess & somehow manage to reach port & at the same time raise an emergency indent.2. Take out stby
a/e spring keep changing for c/over a/e.3. remove 1 broken part & put some distance piece beneth other
we should run the priming p/p while the g/e stop condition bcoz in stop condition(for the long period) ur G/E lub oil will fully drain by
why priming p/p has to kept running gravity.and the all moving parts will get dry.while ur starting(by auto start also) time all ur moving parts will damage.for that reason
175
while a/e is off ? we should keep run the priming p/p

176 what are stellite or nimonic coatings Hardened materials by the process of metallic cementation. Nimonic: C,Cr,Ti,Mo,Co,Al,Fe,Ni & Stellite: alloys of Co or Cr.. Must be
cast and deposited by welding.. High abrasion & corrosion resistance strenght even in red hot temperatures

ae lo consumption increases after Hardened materials by the process of metallic cementation. Nimonic: C,Cr,Ti,Mo,Co,Al,Fe,Ni & Stellite: alloys of Co or Cr.. Must be
177
overhaul reasons? cast and deposited by welding.. High abrasion & corrosion resistance strenght even in red hot temperatures

ae lo consumption increases after check al the valves of lo system are properly operated and holding, check dipstick bottom for blockage which can give erranous
178 reading.check operation of purifier. Check whether pistion scraper ring is put correctly if put in upside down lot of oil will burn in the
overhaul reasons?
combustion space. check whether the valve spindles are properly aligned which also can lead in lo buring in combustion chamber
isochronous or constant speed governors always maintains constant speed while overspeed governor got an option of tripping the
179 generator sump lo level increases
engine incase of overspeed

fuel inectors leaking,dirt in fuel, governor gear jammed, fuel system not primmed, air or water in fuel,fuel oil supply resticted( suction
d/e toubles: engine running on air filter is choked,tanks empty,vaccum in tank). Fuel injection pressure low( spill valves jammed or priming valves left open.rotational
180
failing on fuel speed on air too low( starting air pressure low, cylinder head valves leaking, tight bearings) compression pressur low( rings
leaking,indicator cock open cylinder head relif valve leaking). incorrect fuel pump timing. jammed speed governors.

1. detergengy at high temperature 2. dispersivity at low temperature areas. 3.Thermal strength(high viscosity index) 4. Anti-oxidant 5
181 properties of diesel engine lub oil. anti wear 6 Anti scuffing (stable oil film even at high temperatures) 7.alkalinity reserve.8. demulsibility 9.resistance to hydrolysis
10.pump ability 11.centrifugability or filterabilty. 12 anti rust or anti corrosive
why in ums class ships the generator
engine is started automatically without in engine rooms, which have water mist fire fighting system installed, this procedure is not followed because when the engine is given
182 opening indicator cock giving a trial a manual kick with open indicator cocks, small amount of smoke comes out of the heads whichcan lead to false fire alarm, resulting in
start? release of water mist in the specified area.
The various trips and alarms are mentioned as follows
Alternator bearing low oil level alarm & trip,Alternator bearing high temperature lube oil alarm &trip
183 trips and alarms in AE Low sump oil level alarm and trip,Lube low oil pressure alarm and trip,Reverse current trip, Over speed trip, Over load trip, High and
low frequency trip,Jacket cooling water low-pressure alarm
How to stop Aux Engine if not stopping a. Pull the fuel rack to zero position.
184
by stop handle? b. Operate any trip.
 shut air starting valve, close fuel inlet & outlet and isolate the system. Lub oil priming pump is run for 30mints and stopped. Remove
lock nut of high pressur pipe remove high pressure pipe. Remove injector using the tool. Keep the injector on the test kit and perform
various test like atomisation, lifting pressure pressur falling steadly and dripping. put the injector in vice a tighten in between soft
jaws. remove locknut, compresson nut and relive spring pressure and take out spring. Open capnut and take out needle and guide.
185 AE Fuel injector overhaul
the spring can be checked by dropping it on the ground, compressing in a vice and checking for cracks.there shudnt be
anyscoring.insert the needle in the guide and it should go by its own weight. then check the nozzle holes using Go NO Go gauge. then
set lifting pressur by adjusting compression nut. perfor al previous tests again. Fuel injector test atomizaton test-fuel handle is
pushed hard two or three times to see the injection pattern. Dribbling test: maintain fuel oil pressure 10 bar below the opening
pressure and check fuel nozzles for dribbling. spray pattern test- the test bench has a hole plate, spray can enter into hole without
touching any hole.

186
Wrt T/C what are the advantages and
disadvantages of roller bearings and
sleeve type bearings.
The advantage of ball or roller bearings are they have low frictional drag and are lubricated by their own self-contained gear type
pumps driven off the rotor shaft. But the disadvantage of ball or roller bearings are they are very susceptible to vibration and fatigue,
both when the engine is running and also from outside sources when the engine is stopped. They also have an finite life of around
20000hours. The advantages of plain sleeve bearings are that they are quite resilient towards vibration and fatigue, but the
disadvantage of plain sleeve bearings are that they require external lubrication system with fine filtration if using engine oil.

The defects found on inspection of the bottom end bearing and pin are; bearing shells may have signs of fretting on the reverse side,
there may also be signs of wear or overheating on the shells or signs of pitting on the face or on the back of the shells if they have n't
been seating correctly, they should also be checked for signs of pitting or cavitation.
187 checks on bottom end bearing of an ae Signs of overheating maybe due to overloading of the engine or lack of oil or from the oil being too hot, cavitation or pitting can be
caused by impurities in the oil due to poor filtration, other reasons for poor bearing shell condition are oil dilution from fuel.
The crank pin should be checked for signs of scores which could be from impurities in the hole, the oil hole should be checked to see
if it is clear and also the area around the hole should be checked for signs of cracking as this point is a stress raiser.
Other areas to check are the connecting rod bolts, these should be gauged to check for signs of elongation. Also serrations on the
mating faces of the bearing cap and connecting rod should be checked for signs of cracks.
Cracks can be located using the dye penetrent method.
 Starting on the compressor end, remove drain plug from the bearing housing and drain the oil.
Then remove the pump assembly.Then using the bearing extractor tool, the bearing assembly is removed while the shaft is
supported.All dismantled parts should be wrapped in waxed paper and kept clean.
What is the procedure involved in the The bearing chamber should be thoroughly cleaned before inserting the new bearing, the bearing assembly is then replaced on the
188 replacement of a turbocharger shaft, the pump is now placed.The turbine end bearing is now changed in the exact same way.Before the bearing housings are
bearing? reclosed and filled with oil, the "K" value must be measured and checked that it is the same as the "K" value that is stamped on the
plate of the turbocharger.Note; this value should also be checked before dismantling the turbocharger for a bearing change.True
running of the turbo charger shaft should also be checked with a dial indicator for trueness after bearing renewal.The turbocharger
bearing housings end covers are now replaced and refilled with fresh oil.

Boilers
when fuel is atomised in a burner, two types of droplets are formed. Very fine mist of lighter fractions and larger
droplets of heavier fractions of residual fuel. Combustion in the burner is called a suspended flame, the rate at which
particles entering is particles entering the flame is proportional to the rate at which particles are leaving. the actual
flame remains suspended. The combustion zone can be divided into two zones, primary flame- the lighter particles are
189 process of combustion
ignited quickly from the radiant heat from the flame and refractory quarl.. the primary flame will heat up the heavier
particles and they get ignited at the secondary flame zone. The primary flame stability depends upon how we provide
primary air, which provided by producing a vortex flow at the end of burner tip plate.this ensures good mixing of air and
fuel, be rducing the speed forword and keeping primary flame within refractory quarl.
it is having a steel tube attched with a swirl plate and orifice plate. The oil is supplied to the burner under pressure. The
190 pressure jet burners
swirl plate imparts rotational energy, orfice plate atomise the fuels. Turn down ratio is 1:3.5 .
rotary cup burner atomise fuel by throwing it it of the edge of a rotating tapered cup, generally rotated at 2000 to 7000
rpm by an eletric motor or air turbine propelled by the primary combustion air. The tapered cup is attached to the end
of a rotating shaft and the oil is supplied through the hollow shaft. The centrifugal force causes the fuel to thin out and
191 atomisation in rotory cup breakup at the tip of the cup and get atomised by the stream of surrounding air. the rotary cup provide rotational energy
and also will atomise the fuel. the result is a rotating cone of fine fuel particles. high oil pressure is not needed and
throughput is contolled by a valve in the fuel inlet. turn down ratio= 10:1. The minimum throughput is governed by the
fact that sufficient oil must be supplied so that thin oil film is not broken for a stable primary flame. Cannot be used in
roof fired boilers.
in blast jet type burner oil is atomised by spraying it into the path of a high pressure steam jet or air jet, steam is used
generally and compressed air is used in the start up. Steam is expanded in a convergent divergent nozzle where its
192 steam blast jet type burner pressure energy is converted into kinetic energy, resulting in a high velocity jet of steam, oil is sprayed on to this path
and will get atomized.the nozzles are tangential to give a rotary motion to the atomised fuel so that a rotating cone of
fine fuel particles is obtained. high turn down ratio of 20:1 is availibale. saftey valves are provided to shut of steam oand
fuel when it is being removed.
 p- alkalinity test-(pheopthalein alkalinity)(std value is 60ppm) 100ml of sample+ 1ml of phenophtalien(sample turns
pink+ titrate it 50N sulphuric acid . Ppm 0f caco3= 10* ml of acid. Therory- hydroxides and carbonates are more reactive
than phenophtalien, so it will only react with acid after other compounds getting neutralized. it shows full hydroxides
and half of carbonates as carbonates react with acid to form bicarbonates which is less reactive than phenophtahalein.
193 boiler water tests (Alkalinity)
for finding bicaronates, we have to do m-alkalinity or total alkalinity test: take sample left after p-alkalinity test and add
1 ml of methylorange(sample turns yellow) and titrate it with 50 N sulphuric acid. sample turns pink. ppm of caco3=
10*ml of acid. if no colour change when methyl orange is added no carbonate in sample. Caustic alkalinity. measures
only hydroxides, we add 10ml of barium chloride to precipitate all carbonates and titrate using phenopthalien and aci.
Take sample after P-alkalinity so that all carbonates and hydroxides are delt with and chlorides can be tested alone. [add
194 Chloride test. 2ml of sulphuric acid(to make sample acidic to speed up reaction) + 2ml of pottasium chromate indicator and titrate
with 35.5 silver nitrate until a brown clour appears. ppm of cl= ml of silver nitrate used * 10. silver nitrate has more
affinity to chlorides than to chromates. ( max=50ppm)
100ml 0f boiler water sample+ 2ml of H2SO4+ 1ml of starch solution+ add pottasium iodide iodate solution until sample
195 sulphite turns blue, ppm of Na2SO4 = 12.5 * ml of sodium sulphate.(30-50ppm) idodate iodide reacts with starch to form blue
colour, but it has a prefernce to sodium sulphite.( 30-50ppm)
its comparative testing-- 1). 25 ml of sample+ 25ml of vanadomolybdate reagent, 2) same but use distilled water
196 Phophate
intead of sample and compare.
100ml of sample +2ml ammonia buffer solution+ mordant black 11, if hardness present sample turns wine red, titrate
197 Hardness
with EDTA. Solution changes- purple-blue- grey, ml of edta*10= ppm 0f CaCo3
198 Ph test take 50ml of sample and add one measure of ph reageant, dip ph strip and compare with colour shades- range- 11-11.8
500 ml of sample+ .3ml Mgcl3+ .3ml KOH + 1ml of HCL acid + 2ml of orthotolidine in a flask excluding the atmosphere
199 DO( dissolved oxygen)
and compare with colourimetrically. Value-
1. hydrometer- calibrated in grains per imperial gallon, convert it to ppm by multipliying with 14.3. 2. conductivity
200 tds testing in boiler feed water
meter measures conductivity in microhms with refrence to temperature value- 600 mohms/cm
make 50 ml samples in two nesseler cylinders 1st 15ml 0.5N HCl+ 25ml sample+ 10 ml of dimethylaminobenzaldehyde 2.
201 Hydrazine test
35ml boiler water and acid and compare colourimetrically. Value must be between .1to 1ppm
1. prevent scale formation(by precipitating all scale forming salts into non adherent sludge). 2. prevention corrosion by
202 need for boiler water treatment maintaing boiler water in an alkaline condition.and free from dissloved gases. 3. control of sludge formation by carryover
with steam. 4. prevention of entery of foriengn materials.
temporary hardness caused by calcuim and magnesium compounds( carbonates, bicarbonates, sulphate, nitrates
203 hardness treatment chlorides).- lime @ soda( Ca(OH)2 and Na2CO3 . 2. NaOh caustic soda treatment 3. phosphate- for precipitating scale
forming salts into sludge and to give alkalinity , phophates are used. IT
204 coagulant treatment to convert precipitates to soft non adherent sludge
 for corrosion to take place in boiler oxygen must be present to fecilitate the formation of metal oxide hence deareation
of feed water is essential. The chemicals serving for deareation of feed water are hydrazine and sodium sulphate.
205 Deareation (oxygen control)
Hydrazine reacts with oxygen to give nitrogen and water(N2H4+O2 = N2 + 2H20), but excess of hydrazine can cause
ammonia in steam line leading to corrosion. sodium sulphite scavenges oxygen and converts into sodium sulphate.
condensate line treatment when steam is wet and also in the condesate system, corrosion can take place due to carry over of CO2. to ensure
206
(condensate control) alkanity a volatile alkaliser may be injected. Eg ammonia or cyclohexamine
sodium sulphate is used for prevention of caustic embrittlement. Ratio of sodium sulphate to caustic soda must be
207 Alkalinity control
maintained 1:2.5
208 ALKALINITY- to give alkalinity to boiler water, Naoh or Na2CO3 is used.

boiler water treatment in table

209
form

1.Any opening in a pressure vessel is kept to a minimum and for a man entry an elliptical hole is lesser in size than the
corresponding circular hole. 2.More over it is prime concern to have a smoothed generous radius at the corners to
eliminate stress concentration 3. To compensate for the loss of material in the shell due to opening, a doubler ring has to
be provided around the opening. The thickness of the ring depends on the axis length along the direction in which the
Why is a man hole door elliptical in
210 stresses are maximum and the thickness of the shell. 4.It is important to align the minor axis along the length of the
shape?
vessel, as the stress in this direction is maximum.
Longitudinal stress= Pd/2t where P= pressure inside the vessel, d= diameter of the arc, t= thickness of the shell plating
Circumferential stress= Pd/4t
More over a considerable material and weight saving is achieved as minor is along the direction of maximum stress
 When steam lines are shut down it is possible from various causes for them to fill with water. If steam is allowed to
enter a line with water, the steam starts to move the water down the line. The steam in contact with the water
211 water hammering eventually condenses and a vacuum is formed causing the water to be pulled back to the valve which has just been
opened and striking it with a heavy blow, often fracturing the valve. If the valve fractures, it may end disastrously with
risk of loss of life
saftey valves different types and Improved high lift saftey valve:having a wingless valve with a lip, waste steam piston and floating ring 2. full lift valve-
one diagram incorporates a valve operating inside a guide acting as a piston 3. full bore saftey valve with relay operation

212

reasons for blow down 1. To remove the precipitates formed as a result of chemical addition to the boiler water.
2. To remove suspended particles, dirt, foam or oil molecules from the boiler water. This is mainly done by scum valve
and the procedure is known as “scumming.”
3. To reduce the density of water by reducing the water level.
4. To remove excess water in case of emergency. procedure for
boiler blow down, valve type ,
213 blowdown .1.Open the overboard or ship side valve first.
arrangement
2.Open the blow down valve 1, this valve is a non-return valve.
3.The blow down valve adjacent to the boiler 1 should be opened fully so as to prevent cutting of the valve seat.
4.The rate of blow down is controlled by the valve 2
5.After blow down close the valve in reverse order.
6. A hot drain pipe even when all valves are closed indicates a leaking blow down valve.
 1. clearing water side: close steam and water valve, open drain cock, then open water cock and see water is coming.
214 gauge glass blow through Close water cock. 2. clearing steam side, open steam cock, open drain(steam cock shud be kept open for only one to 2
secs.). Putting back to operation- close all cocks, then open water cock fill water inside, then open steam cock.
all feed inlets, steam stop valve stopped and boiler arranged for maximum firing rates. After saftey valve lifts
215 accumulation pressure test
accumulation of pressure must not exceed 10% of working pressure
1. saftey valve 2. main steam stop valve( SDNR) 3. feed check valves (SDNR) 4. Blow down valves( two sets- first must be
Boiler mountings( parts attached to
216 open fully and second must br crack open) 5.Air vents 6.chemical dosing valves 7. salinometer vale( cooling must be
the pressure parts of boiler)
done for the samples). 8 soot blower steam valves 9. pressure gauge 10. thermometer 11. gauge glass
217
218 banking of a boiler during load coonditions boiler intermettently fired by keeping steam stop valve shut.
Boiler burner electrode, how the
219
arc created, arching voltage value
220 boiler gauge glass material silicon oxide or magnesium oxide, borosilicate glass,lime soda glass
both refers to carryover of water on to the steam outlet . Priming: it is due to various mechanical and physical aspects
221 priming and foaming in boilers like high boiler water level,rapid steam demand, saftey valve lifting frequently due to some malfunctions,rough weather
and high salinity. foaming: this occurs mainly due to contamination or impurities like in case of oil contamination
unbroken chains of bubbles are formed causing carryover
it’s a type of intercrystalline or intergranullar cracking occurs in the presence of a corrodant and tensile stress.in boilers
222 caustic embrittlement corrodant is normally sodium hydroxide indicated by high alkanity. Corrosion never happens below 149 degree and 5%
concentration of sodium hydroxide ( high heat flux and DNB are reasons)
If the heat flux of a boiling system is higher than the critical heat flux (CHF) of the system, the bulk fluid may boil, or in
some cases, regions of the bulk fluid may boil where the fluid travels in small channels. Thus large bubbles form,
dnb departure from nucleate
223 sometimes blocking the passage of the fluid. This results in a departure from nucleate boiling (DNB) in which steam
boiling
bubbles no longer break away from the solid surface of the channel, bubbles dominate the channel or surface, and the
heat flux dramatically decreases. Vapor essentially insulates the bulk liquid from the hot surface.

if the diameter of a hole made in a boiler is more than 2.5t+75mm(t=thickness),the vessel should be compensated for
224 compensating ring used in a boiler.
the loss of strength by a stiffening ring around the holeCircumfrentially) called a compensating ring
to keep feed water hot to prevent thermal shock in boiler, to observe oil leakage, feed water shud be maintained at 80
225 function of cascade tank
to fecilitate oxgenation to prevent corrosion.
 • If too low water level alarm came, then check pump is developing correct pressure or not, it is working properly.
• If tripped on high pressure, let the steam pressure come down.
Aux. boiler extingushes after alarm • Fuel oil low-pressure alarm, then check functioning of fuel pump, oil in service tank may be water in oil.
226
actions taken • Fuel oil low temperature alarm: then use the heater.
• Flame failure trip, then clean flame eye, check the furnace & overhaul the burner.

Alarms in Boiler: -
a. Low water level Alarm b. Too low water level alarm. c. High water level alarm d. High fuel oil temp. Alarm. e. Low fuel
227 Alarms & trips in boiler oil temp. Alarm f. Low boiler pressure alarm.
Trips in Boiler: -
a. Low Low-level water trip b. High boiler pressure trip. c. Flame failure d. Low fuel oil pressure
A Boiler Furnace is purged before burner operations to ensure that there is no unburned fuel or gases in the Furnace,
228 need for purging
which may cause a blowback. Purging should be carried out for at least two minutes.
229 boiler polarisation
why multistage pumps for boiler since blr wtr has to be supplied against already existing pressure inside steam drum.it requires a high pressure pump
230
feed water which can build around 25 bar n still be compact in size...hence multi stage...in addition to large flow of water required
during boiler cold start
231 1.why we open air vent 1. to purge the air present in the boiler with steam 2. to cater for the expansion water after heating
2.why 1/3rd level of water in gauge
glass
what is the difference between attemporator is used to keep the temperatures of steam in the final stages to certain desired limits. This is to protect the
232 attemperator and de-superheater super heater, generally vtwo types one kept under the water level- water cooled, aircooled kept in the draft line of fd
in boiler ? fan. De super heaters are used to reduce the temperatures of a part of steam so that it can be used for auxillary
purposes. two types- surface type( attemperators like) and spray type
Fill water drum with hot dearated water, initial dosing can be given through the upper manhole cover which is then
replaced. Keep the air vent open and fill water upto 1/3rd level in gauge glass or until it shows up in the gauge glass.
raising steam from a cold in a Check fuel oil system and start circulating disel oil. start FD fan and purge the furnace properly. make sure that gauge
233
boiler glass coks are open and start firing the boiler with lowest firing rates. upto 2.5 - 3 bar...we fire for 10 secs and stop for 10
mins... this is done upto 3 bar ... then close the vent... and then fire for 20 secs and stop for 5 mins..After reaching the
working pressure drain the line and crack open the steam stop valve.
boiler must be hydraulic pressure tested about 1.25 times the working pressure. Gag the saftey valves and shut of the
water gauges. Isolate and blank off parts which are not designed to withstand the pressure( attemperators or
234 pressure testing a boiler superheaters which are only designed to withstand differential pressure between drum and superheater).Fit the pump
and required calibrated pressure gauges. Fill drum with water near the present metal temperature (never less than 7
degrees). keep the vents open until water comes through the vent. then pressurise slowly and check for leaks. if leaks
are present, rectify and retest.
 why after blow down water steam cannot be detected inside gauge glass but water can be. And effect of steam on water can also be seen. If steam is
235
opened first opened first, it will condense inside gauge showing water even if the water side cocks defective

Pump related
Liquid ring air primer pump- it consists of a bladed circular rotor shrouded on the under side, which rotates in an oval casing, which
has a supply of sealing water, water is thrown outside by the impeller which whirls around in the casing, the water seals and also
236 priming arrangements recedes and approach rotor boss twice in each revolutions, which gives an effect of producing rotating water pistions between the
blades.
general materials for centrifugal pump freshwater- cast iron casing with bronze interiors, bronze or stainless stell shafts, seawater- gun-metal casing with aliminium bronze
237 construction impeller, stainless steeel casing. Boiler feed water - cast steel, shafts and impellers of stainless steel.

centrifugal pump d/c characteristics pump charcteristics show a pumps performance capabilities in a graphical manner. After testing, the head,pump efficiency, power
absorbed plotted in y axis and pumped volume in x axis.

238

centirfugal pump overhauling
.centrifugal pump wear ring purpose,
how wearing is attached, clearence
measurement
239
overhauling imp points: punch matching marks(parsies marks). Drain properly b4 opening pump. Renwe gaskets and gland packing.
Checks 1 check for corrosion, pitting and cavitation(repair using devcon or metal putty) 2.check for thrust and shaft bearings for
damages 3.check wear ring clearances with feeler gauges or vernier. 4. check shaft sleeve for wear. 5 check trueness of shaft by
centering it on a lathe or rolling on ground 6 tight impeller on to the shaft with specified torque. 7. check shaft for scoring and
damges and can be corrected by welding and turning in a lathe.8.check for radial clearances, if the impeller is touching the casing
marks will be there, slack bearings may be the reason.9. check gland packing location of shaft for wear excessive wear new packing
sleeves to be fitted.9. check for the working of latern ring and clean it. examine the blades of impeller for wear or thinning down.
imp checks before starting- turn the shaft with hand, properly prime and do inching and then start and check amperage of the motor.

centrifugal pump: purpose of lantern lantern rings exist in pipe glands and connected to discharge side with a small pipe. The lantern ring is under pressure and acts very
240
rings effectively as a seal and provides water for cooling and lubrication of gland.
 Why centrifugal pumps used for sea small & light for the volume of water they handle. Limited wear because very small contacts of metals. Less maintenance and no
water cooling and lub oil pumping lubrication needed. Draw back is not self priming, but incase of sea water pumping doesn’t require any priming, same is the case of
241
duties, their draw backs me lo pump which is kept in tank. in case of lub oil system, two stage pumps are used to achieve require pumping pressure bcause
low pressure devloped.
NPSH NPSH-Net Positive Suction Head. It indicates the ability of a pump to deal fluids with low vapour pressure. its measured as head in
242
meters. Usually 7m @ 15 degree celcius
Cavitation drp in pressure in suction side is greater than vapour pressure of liquid, possibility of liquid drawing vapour is there and vapour
243 cavities are formed which moves to high pressure regions and collapses creating shock waves, which may result in errosion of parts.

causes for reduced output and causes of reduced output of a centrifugal pump: worn wear ring,choked suc filter, air sucking in, lack of priming, caviation,improper
244 vibrations maintenance.causes of vibration : misalignment of shaft, worn bearings, loose foundation bolts, worn or corroded parts, improper
clearances
need for double volute casing and a double volute casing to provide a rotational balance and this reduces wear on radial bearings.A diffuser ring is fitted to high-
245 diffuser ring pressure centrifugal pumps to covert the kinetic energy into pressure, this ring is fixed in the casing around the impeller in such a way
that passages are formed around the vanes.
gear pump overhauling and trouble Gear pump overhauling: check for any hard sediments or laqcuer, check for clearance between rotor and casing. Check for non
246
shooting uniformity in contact resulting in improper wear caused by worn bearings.
materials for gears in gear pumps integrelly forged nitrialloy steel, hardened and ground finished.
247
o2 analyser working, calibration of the calibration:a. SPAN Gas: - SPAN gas consists of 99.99% Nitrogen. As per it the O2 analyzer should show 0.01% oxygen.b. The analyzer
analyser is kept in fresh air where it should show 20.97% oxygen. Working- principle of operation is that oxygen is paramagnetic a strongly
248
attracted by magnetic field, and attraction varies with amount of oxygen.the dumbels are filled with nitrogen which diamagnetic.
dumbell is kept in a magnetic field
explosimeter four resistance balanced in wheaston bridge, fourth rewsistance is a hot filament kept inside combustion chamber, gases are drawn in
249
by a aspirator and raise in temperature is recored in the ammeter.
 rudder carrier bearing,how to measure rudder carrier bearing structure:The rudder carrier bearing takes the weight of the rudder on a grease lubricated thrust face. The
rudder drop rudderstock is located by the journal, also grease lubricated. Support for the bearing is provided by a doublers plate and steel chock.
Wedge type side chocks, welded to the deck stiffening, locate the base of the carrier bearing. The carrier is of meehanite with a
gunmetal thrust ring and bush. Carrier bearing components are split as necessary for removal or replacement. Screw down lubricators
is fitted, and the grease used for lubrication is of a water resistant type (calcium soap based with graphite). reasons for conshaped
contouring of thrust face:. i For lubrication .ii. Conical in order to prevent sideslip and centralize rudder iii. Projected area gives
greater bearing area allowing smaller diameter bearing. Measurements made: Generally two measurements are made rudder wear
down: down refers to the measurements taken generally during a docking period to indicate excessive wear in the steering gear
system particularly the rudder carrier. This wear down or rudder drop is measured using a special L shaped instrument called Tramel.
When the vessel is built a distinct centre punch mark is placed onto the ruder stock and onto a suitable location on the vessels
structure, here given as a girder which is typical. The trammel is manufactured to suit these marks As the carrier wears the upper
pointer will fall below the centre punch mark by an amount equal to the wear down. Jumping clearnce: Pads are welded to the hull
and rudder. A clearance is given ( sometimes refered to as the jumping clearance). As the carrier wears this clearance will increase

250

propellor drop procedure: turn the engine to coincide the mark on the propeller with stem boss (for reference with previous measuremets) or keep
cyl 1 in tdc or methods followed on vessel or blades are numbered and designated blade is kept above. (A hole is made on the
sternframe boss,sturn tube and bush during building of vessel.upper end of the hole is drilled to larger dia and tapped out & closed
251 using a screw plug) The screw plug is removed and another plug with a central hole is inserted, the top of this plug is the datum form
which all measurements are made, a depth micrometer( oker gauge ) is used to measure distance from the top of the datum and and
top of the screwshaft.
 sterntube bearing lubrication system s/t bearings are generally lubricated by gravity feed systems or an eletric driven pump or pump driven by a cam attached to the
intermediate shaft. In tank system, it is placed at sufficient height to give sufficient heard to force lubricant into the bearing at all
times. A pipe leads from the tank to the top of the s/t tube through the aft peak bulkhead. and a pipe run parrallel to the supply pipe
and return back to the gravity tank. There are temperature sensors also. the minimum bearing lenght must be twice that of shaft
252 diameter. bearing clearance should not be exceeded more than .2mm. the oil pressure is maintained apporoximately same as that of
surrounding sea water. oil is contained inside the stern tube by lip seals. The bush is made up of grey or nodular cast iron centrifugally
lined with cast iron. The elastic lip of each nitrile rubber seal grips a rubbing surface provided by short chrome steel liners at outboard
and inboard ends of the shaft.

propellor removal using pilgrim advantages:The advantages of the Pilgrim method are; that engine torque maybe transmitted without loading the key, where
method fitted.Also thrust produced is transmitted through a hydraulically pressurised nitrile tyre, which is applied to the propeller to force it
onto the shaft. procedure- mounting, the surface must be dry and degreased.calculations must be done for getting the required
pushpuhydraulic pressure at right temperature. the hub movement must be properly measured using a dial gauge. The pilgrim nut
has an internal rubber tube which is inflated by hydraulic pressure.forces a steel loading ring into the hub. if outward movement of
ring exceeds more than 1/3rd of ring, it may rupture. the hydraulic fluid in the ring is flushed by turning the nut. the propeller is
removed by using the nut in the reverse direction.

253
 mechanical seal, materials
used,position of o-rings
rotating face- silicon carbide, tungstun
carbide graphite. Reqires a rotating
action for proper sealing. Cannot be
used in highly corrosive mediums
254

gland packing minor leakage should be allowed for cooling. Its simple and reliable and tolerates poor conditions like off centered shafts. Replacing-
255 clean stffing box with air, inspect stuffing box sleeve for wear, sufficient clearaces must be there, use lubicant and stagger packing by
90 degree. tighten fully then loosen then hand tight.
256 need for gaskets gasket is used so that expensive machining is not required for mating parts
quick closing valve resetting done by first closing and then opening, while opening v are compressing the spring and keep it on postion by a rectractable
257
pin attached to an air cylinder which is retracted using an air signal during emergency
pressure reducing valves it maintains downstream pressure within a range of flow, despite any change in supply pressure. There is spring versus steam or air
258
equlibrium
gate valve The gate valve, also known as a sluice valve, is a valve that opens by lifting a round or rectangular gate/wedge out of the path of the
fluid. The distinct feature of a gate valve is the sealing surfaces between the gate and seats are planar, so gate valves are often used
when a straight-line flow of fluid and minimum restric-tion is desired. The gate faces can form a wedge shape or they can be parallel.
259 Gate valves are primarily used to permit or prevent the flow of liquids, but typical gate valves shouldn't be used for regulating flow,
unless they are specifically designed for that purpose. Because of their ability to cut through liquids, gate valves are often used in the
petroleum industry. there is also no lift in spindle when valve is opened so can be used in speces with height restriction
 globe valve if change of direction is there valves are called angle valves, valve seats and lids are generally stelitted. It doesn’t give full bore and
change of direction is also there so there is a drop in pressure. Sdnr type valves are used in bilge systems. This is to prevent back flow,
so when testing for leak checks in bilge system remove valve lid and perform.
Globe valve overhaul:
 Clean, buff, and polish all the parts.
 Check all the threaded parts for damage and if there is any damage on the thread then the threads must be dressed by a needle file.
 Check the stem for straightness. The simplest method of checking is by rolling on a flat surface, but the correct method is to put it
on a lathe and center it. Thereafter with the help of a dial gauge put on a magnetic stand at a suitable point, check the distortion.
260
 Check the stem for scratches, as these can damage the gland packing. Any scratches must be removed with an emery paper or oil
stone.
 The valve and the valve seat must be inspected and if found to be in fairly good condition, they must be ground together by using a
guide for centering and a suitable grade lapping paste. A 1200 grit lapping paste would be suitable in most conditions.

261 butterfly valves its full bore, gives excellent flow characteristics and low pressure drop.the valve is also quick acting.
262 storm valves They are flap type non return valves used in scupper lines. It can be opertaed from above the bulk-head.
steam traps with diagram 3. thermodynamic
a special type of valve which prevents
the passage of steam but allow
condensate to flow… need- steam will
be contained in the heating line until it
condenses or give away its latent heat.
Type 1. mechanical- contains a ball and
263 float arrangement. thermostatic- it is
having a oil filled element or bimettalic
strip or bellow which expands and
closes valve at high temperature

proximity switches A proximity sensor is a sensor able to detect the presence of nearby objects without any physical contact. A proximity sensor often
emits an electromagnetic field or a beam of electromagnetic radiation (infrared, for instance), and looks for changes in the field or
return signal. The object being sensed is often referred to as the proximity sensor's target. Different proximity sensor targets demand
different sensors. For example, a capacitive photoelectric sensor might be suitable for a plastic target; an inductive proximity sensor
264 always requires a metal target.The maximum distance that this sensor can detect is defined "nominal range". They are used in alpha
lubricator for finding the direction of rotation of crankshaft, encoding angle and also for finding rpm. there is also Inductive proximity
switch for feed-back signal for control of piston movement inside alpha lubricators.
 uses of reamers. A reamer is a type of rotary cutting tool used in metalworking. Precision reamers are designed to enlarge the size of a previously
formed hole by a small amount but with a high degree of accuracy to leave smooth sides. There are also non-precision reamers which
265
are used for more basic enlargement of holes or for removing burrs. The process of enlarging the hole is called reaming.

types of flexible couplings and their beam type, bellow type, memberane type, universal joint, dresser,sliding disc, jaw type,
266
application, diagram
Properties of materials: Hardenss:resistance to abrassion Toughness:ability to absorb maximum energy before fracture Strength: ability to resist rupture
malleability: ability to deform plastically under tension. Ductility: ability to deform plastically under compression. Stiffness: ability to
267 withstand defromation. Resilience: resistance to shock and impact Creep: plastic flow under heat or load Endurance: ability to
withstand alternating stresses Brittleness:tendency of material to fail without plastic deformation.

metallurgy, composition of steel, mild Steel is an alloy of iron and other elements, including carbon. When carbon is the primary alloying element, its content in the steel is
steel,iron, copper bronze brass, white between 0.002% and 2.1% by weight.Bronze is typically 88% copper and 12% tin. Brass- copper and zinc. Monel-primarily composed
268
metal,monel of nickel (up to 67%) and copper, with some iron and other trace elements.

why copper gaskets annealed annealing can remove stresses developed during cold working or during service so the elastic strains diminish and value of strenght
269
and toughness come back to their orginal value
difference between saftey valve and saftey valves:it’s a pressure relif valve actuated by inlet static pressure and characterised by rapid action or pop up action.saftey
relif valve valves generally applies to valves protecting vessels where ther is a risk of explosion.the vent of a saftey valve is lead to a safe place.
270 relif valves: actuated by static inlet pressure and opens in proportional to the increase in pressure over the opening
pressure.protecting vessels containg non expandable liquids which wont cause explosion. relif valve vents outside the valve

ordering drills 1. light or heavy duty, 2. length of the drill(normal or extra length) 3.cutting angle(std 118 and 135) 4. nature of twist(right left
271
spiral)5. shank shape( tapper, straight, s-cut) 5.no of flutes
ordering of pipes type- welded or seamless, nominal pipe size- is the inside diameter rounded off, outside diameter, schedule is a number mentioning
272
thickness, thickness
Why ders no gaskets in hydraulic lines Hyd pipe line r high pr pipe lines and gaskets lose its credential after some time and fail.so they hav square flang having metal to
273 & why square flanges in hydraulic lines metal contact providing tight seal.pressures above 60 bar are always metal to metal sealing

protection in sea water pipes 1 . Coating with bitumen-based paints or epoxy coatings 2. using rubber sheets to be bonded to mild steel or cast iron. 3 cathodic
274 protection using sacrificial anodes 4. chemical additives and corrosion inhibitors circulated with the system.

how to find cooler leaks. flourescent sodium crystals are dissolved in water and viewed using uv light. Lubricating coolers-discolouration of sludge in the sea
275
water side seen as dark patches and presence of oil globules.
maintenance of coolers 1.check for leakages 2. ascess the condition of sacrificial anodes(in case of non effective cathods find the cause and correct). 3 check
the conditions of bitumen or epoxy coatings for damages. 4. check the condition of strips provided for ensuring the eletrical
276
continouty of cathodic protection anodes, their landing surfaces must be properly cleaned.

Reasons for lowering of performance air locking, fouling and in multipass heat exchangers fluid bypassing due to holed division plates
277 for any heat exchanger

repairs in a shell and tube type cooler. plug the leaking tube( max 10%), tube plates use devcon
278
 tube renewal process in a shell and
279
tube type cooler.
Viscosity: Dynamic viscoscity &
kinematic viscoscity,viscoscity index.
280
remove the tube flare, cut in between and remove through sides. Intall new tubes and flare it using a flaring tool.flaring = 1/8th inch +
tube diameter
viscocity: resistance of fluid to change its shape,due to the intermolecular forces causing a frictional drag effect. Absolute or dynamic
viscosity= force to shear a fluid of area 1 m2 over another fluid of area 1m2 at the rate of 1m/s when the distance between two is 1
m. kinematic viscosity is the ratio of absolute viscosity to the density of the same fluid at that temperature. viscosity index-a value
showing the ability of fluid to resist change in viscosity wrt change in temperature. a high vicosity index show high resistance

viscotherm principle of viscotherm is that in a laminar flow the drop of pressure fluid is directly proportional to the drop in pressure. A sample of
fuel is pumped through a cappillary tube at a constant rate . Tapping points are provided so that the pressure difference can be
281 measured using a differential pressure gauge.the gauge is calibrated directly in terms of the viscocity. a differential pressure
transmitter is provides a signal and controls the fuel heating.

Why are High and Low Suctions fitted The High and Low Suctions are a Safety Feature to prevent invertent Shut Down of Main Engines, Generators and Boilers due to
on Fuel Oil Service Tanks? Water Contamination of the Fuel. Normally the Low Suction is kept in use. If any Water should find its way into the Fuel and Service
282 Tank, it will gradually separate towards the Tank Bottom. When it becomes apparent Water is present by finding it at the Tank Drains
or by Operation of the Engine, it is possible to bring the High Suction into Operation and avoid Shut Down.

filter Vs strainer filter is a fine mesh inserted in pipelines usually in the discharge side and return line usual size is mentioned in microns which is the
283 smallest particle it can filter. Strainer is a coarse mesh inserted in the suction line usually used to protect the pumps from heavy
debries.size is mentioned as holes in mesh.
WHAT IS MUD BOX & WHAT IS ITS Mud boxes are fitted into the machinery space bilge suction piping. The mud box is a coarse strainer with a straight tailpipe down to
284 PURPOSE? the bilge. To enable the internal perforated plate to be cleaned when necessary, the lid of the mud box is easily removed without
disconnecting any pipe work
285 Expansion bellow fucnctions Permit thermal expansion of parts by allowing it to expand in different direction. Absorb vibrations
ermato joint It is a kind of coupling to absorb vibration, fitted on pipes like scavenge drain pipe, in tank’s steam heating coils.
286
measuring bod effectiveness of raw sewage is measured in bod, 1l of sample is kept in weel oxygenated environment for 5 days in 20 degree
287
celcius.amount of oxygen consumed in five days is measured and expressed as bod 5.
what is dye penetration test? Why it is used to detect cracks in components on board ship.Penetrant is same penetrating oil used to loose a rusted nut & bolt execpt it
done? & how it is done? contains a dye which will find its way in to the smallest of cracks, even those invisible to the naked eye. Some of them are fluorescent
dye, which is then used in conjuction with an ultraviolet light, which makes the cracks glow green when ordinary lighting is
reduced.Some of them are developer which makes the dye stand out as a red line. This type usually comes in three aerosols.
288 • First is cleaner, which is sprayed on it.
• Then the component is allowed to dry.
• Then the penetrating dye is sprayed on & after 5 minutes the excess coating on surface is wiped off.
• The developer is sprayed on which will highlight any crack present.

flame screen Vs flame arrestor flame screen :will not let the fire to come in from outside. Flame Arrester will not let the fire to come out from inside.
289
colours of smoke Grey or colourless- good, whit- steam, blue- lub oil, yellow sulphur content high. Black smoke- lack of air or faulty combustion
290
equipment.
 alarms and trips in IG system Alarms in IG System: - a. Scrubber High Level b. Scrubber low level c. Deck seal High level d. Deck seal low level e. High O2 Content f.
High blower casing temp. g. Low lube oil pressure alarm.
291
Trips in IG System: - a. High Casing Temp. Trip b. Low lube oil pressure trip. c. Low/ no flow scrubber water d. Low / no flow deck seal
water. e. High boiler pressure trip. f. Low boiler pressure trip.
copt starting procedure 1. Switch on the power supply from local control panel situated in COPT platform.2. Check the oil level in the oil tank and the
governor. 3. Start the LO priming pump, confirm the LO pressure reaches above 0.3 bar. 4. Start COPT condenser cooling water pump
and COPT condensate pump. 5. open fully the drain valves listed below (a) Steam inlet line drain (b) Governor valve drain (c) Turbine
casing drain 6. Confirm all exhaust valve are open. 7. Turn the turbine several revolution by the turning bar to confirm smooth
turning. 8. When water stop coming through the drain crack open warm up valve (d).9. Open the warm up valve slowly, when steam
started coming through the inlet line drain shut all drain valves and fully open the warm up valve. 10. Open the gland steam valve (e)
292 set the pressure to 0.3 bar. 11. Open steam to air ejector check weather vacuum is coming or not. 12. Open vacuum condenser dump
valve (f) and adjust dump setting of vacuum condenser and dump condenser 13. Fire the boiler in tanker mode 14. open the main
inlet valve to COPT’s 15. Open the individual steam inlet valve gradually and start the turbine. Then keep its speed at 100 to 200 rpm
to warm up the turbine. 16. Gradually raise the speed up to the rated revolution in about 5 minutes. 17. Check all parameters and
give control to CCR only if all parameters are normal

Alarms and trips in COPt a) Lube oil Low-pressure alarm & trip.
(b) Lube oil High temperature alarm.
(c) Over speed trip
(d) High back pressure alarm & trips.
(e) High discharge pressure alarm & trip.
293 (f) Steam inlet low-pressure trip.
(g) Rotor axial movement trip.
(h) I.G. system abnormal trip.
(i) Pump bearing high temperature trip.
(j) Intermediate shaft bearing high temperature trip.
(k) Casing overheat trip.
(l) Emergency trip.
AiR compressors
no of stages used is governed by the required final pressure. When air is compressed in stages its easier to control the temperature of
air. The cooling in intercoolers lowers the work done on compressing. The work saved is evident in the PV diagram, It also has the
advantages of less difficulty experienced in lubrication and coking of valves due to the higher air temperature in the single stage
compressors. Reason for reduction in work done while compressing in stages. adiabatic compression if air is compressed and heat is
294 why do air compressor have two stages
not removed(PVɣ= constant), isothermal compression if heat is completly removed(PV=constant). for compression with intercooling,
the compression approaches a isothermal compression which is called a polytropic process where (PV n= constant) since value of n < ɣ
the slope of pV diagram is reduced. {value of ɣ is the ratio of specific heat of air at constant pressure to constant volume} {value of n
depends inter cooling is between 1.35 to1.25}

difference in properties of air
295 compressor lub oil and refrigration
compressor lub oil
*oxidation resistance from the heated air/oil compression
• Resist acid buildup due to oxidation from extended oil drain intervals, moisture and heat
• Exhibit good demulsibility to separate the water from the oil
• Prevent against internal rust formation
• Resist foaming
• Control air entrainment
• Reduce wear
• Maintain viscosity parameters
• Extend oil drain intervals
• Provide low temperature fluidity protection

297 pv diagram

298 speciality of piston rings

299 valves maintenance

1. if the level of oil in the crankcase is high consumption increases 2 Restricted air intake. Clean or replace air filter. 3 Oil leaks.
300 reasons for high oil consumption Tighten bolts or replace gasket. 4 Worn piston rings. Replace rings.5 Wrong oil viscosity. Drain oil, refill with oil of proper viscosity. 6
Compressor tilted too much. (Level compressor. Vibration pads may help with this) 7. Scored cylinder. (Replace cylinder)

in tandem type compressor, the higher pressure piston (bottom) is lubricated by splash fom the crankcase or forced lubricated using
lubricators and pump. The top stage is invariably lubricated by lubrication pump drawing suction crom the crankcase. Running gear is
301 lubrication system in compressors force lubricated by a pressure pump drawing oil from the crankcase discharges it through through the main bearing to the crankshaft
passage into the bottom end bearings and travelling to gudgeon pin. the pump is operted by an eccentric drive attached to the shaft
or roller chain.
 bumping clearance= clearance volume. If more- volumetric efficency drops, if less- piston hits the head. Cause of change in bumping
clearance during service- 1, wear in crankpin bearing( symptoms slow decrease in oil pressure and knocking sounds in later stages). 2,
change in size of head gaskets. 3. wear in mainn bearing. effects of large clearences-FAD decreases, air outlet temperature increases.
302 bumping clearance
checking bumping clearances- using a lead wire pressed between head and piston inserteg throught the valve opening and cooecting
rod jacked up using a crowbar correcting clearances: cylinder head gaskets to be changed size, inserting shims between big end of
conrod

how bumping clearance reduces At the end of stroke the clearance space will be full of high pressure air which has to be expanded until pressure within the cylinder is
303
volumetric efficiency low enough for the suction valve to open.(ie large part of suction stroke is made ineffective)
compressor capacity is measured in cubic meter per hour FAD(free air delivry) it is the amount of air a compressor can deliver at 15
304 how is compressor capacity measures?
degree celcius and 1.013bar
305 air bottle safties 1.Relif valve 2. low pressure alarm 3. fusible plug 4. drain
regularly drain it of water & oil. Check for corrosion internally and externally,internal coating(copal),welding seam( dry
air bottle maintenance and inspection. penetration),check face of manhole for pitting marks,overhaul valves check gaskets seats for wire drawing effects, saftey valves to be
inspected as per class requirement. (if excessive corrosion in air bottle dearating must be done, its is decided by class surveyor)

306 volumetric efficiency,compression ratio volume of discharged air as free air/swept volume of lower pressure piston

why do we use fully floating gudgeon
307 pin in air compressor and fixed
gudgeon pin in auxillary engine?
checks to be made if compressor trips
308
on low lub oil pressure
reasons for piston seizure in air
309
compressor
in air compsr.air high temp cut off is at
310 93*c..more thn 93*c wht is the
problem?
testing of compressor pressure relif
311
valves
in air compressor the crankshaft is driving the piston in all strokes, but in case of a/e cranshaft is driving the piston in all strokes
except the power stroke, where the piston drives crankshaft so the sudden change in direction of force can cause an impact loading
on the pin if it is floating due to the clearance if floating type is used in a/e
check for direction of rotation, clean suction filter, check the pressure switch. Check lo pump, check for excessive foaming of lub oil.
lub oil failure, head cooling failur, broken piston rings or valves,
1. Dirty cooling surfaces. ( Clean cooling surfaces of cylinder intercooler and discharge tube)
2. Poor ventilation. (Improve ventilation or relocate compressor.)
3. Blown head gasket. (Replace head gasket.) 4. Restricted
air intake. (Clean or replace air filter element.)
The pressure relief valve acts as a backup safety device to the pressure switch. It is designed to automatically open when the pressure
in the receiver reaches dangerous levels. The pressure relief valve is tested by running the air compressor with the pressure switch
fully open. When the pressure switch is fully open it cannot shut down the compressor. The pressure relief valve should open
automatically when the pressure reaches 25 psi above the normal operating pressure. If the pressure relief valve does not open it
may be defective. The valve may also be defective if it opens before the receiver reaches normal operating pressure. Defective relief
valves must be replaced before the compressor is restarted
 1.Relief valve: Fitted after every stage to release excess pressure developed inside it. The setting of the lifting pressure increases after
every ascending stage. 2.copper Bursting disc: A bursting disc is a copper disc provided at the airside of the compressor. It is a safety
disc, which bursts when the pressure exceeds over the pre-determined value.3.Fusible plug: Generally located on the discharge side
of the compressor, it fuses if the air temperature is higher than the operational temperature. The fusible plug is made up of material,
which melts at high temperature.4.Lube Oil low-pressure alarm and trip: If the lube oil pressure goes lower than the normal, the
alarm is sounded followed by a cut out trip signal to avoid damage to bearings and crank shaft 5.Water high temperature trip: If the
intercoolers are choked or the flow of water is less, then the air compressor will get over heated. To avoid this situation high water
312 air compressor safties
temperature trip is activated which cut offs the compressor. 6.Water no-flow trip:If the attached pump is not working or the flow of
water inside the intercooler is not enough to cool the compressor then moving part inside the compressor will get seized due to
overheating. A no flow trip is provided which continuously monitor the flow of water and trips the compressor when there is
none.7.Motor Overload trip: If the current taken by motor during running or starting is very high then there is a possibility of damage
to the motor. An overload trip is thus fitted to avoid such situation.
8.High Air Temperature Trip

flat plate design- has a bigger surface area for full escape and low valve lift results in low inertia ie. a faster opening and closing of
Why flat type valves are used in air
313 valve. caged structure prevents shock loading of the valve and plate springs instead of coils prevent spring failure and seizure due o
compressor
fatigue.
factors adversly affect the volumetric bumping clearance, sluggish opening of valves, leakage past piston rings, insufficient interstage cooling, choked suction, ambient
314
efficiency of a compressor. temperature high.
Drain of lubricating oil and replace with new. All running gear nuts must be tightened to prescribed torque. Lubricating pump filters
315 compressor overhauling to be checked. Check the bearings for white metal whipping and check whether white metal has entered any oilholes. If bearings are
replaced check the bumping clearance.
316 how to check air compressor valve lift? with increase in valve lift, volumetric efficiency drops. Improper valve lifts can be checked by checking parameters of aircompressor.

refrigeration

317 refrigerant nomenclature

operation provided for effecting automated control on the varying load for refrigeration. 1.On/Off method: compressor is switched
318 capacity control on or off in the absence of load. 2.Variable motor speed of the compressor. 3. cylinder unloading in a multi cylinder compressor. 4.
hot gas bypass (bypassing condensor) 5. direct injection of hot gass to evaporator. 6. evaporator pressure control
 it’s the regulator b/w high pr and low pr side.The pressure drop across the tev causes the evaporating temperature of the refrigerant
tev, effects and causes of tev to drop to the temperature in evaporator. Imp functions 1. it prevents refrigerant in liquid satate coming to compressor. 2. it always
319
malfunctions maintains 5 degree super heat at the exit of the evaporator.( frosting on TEV- due to the presence of moisture causes Tev kept
stuck open liquid in suction line -)
1. low boiling point & low freezing point. 2.low specific heat and high laten heat (for higher refrigerating effect per kg of refrigerant)
3. working pressures must be optimum(cost & ingress of air) 4.high critical pressure and critical temperature(power requirements)
320 refrigerant properties 5.low specific volume 6.higher thermal conductivity (reduce the area evaporator and condensor) 7.
non[explosive,corrosive,toxic,flammable] 8. High miscibilty and low reactivity with lub oil. 9. High co-efficient of performance.10
economic& eco-friendly
1. Good misciblity and solubility with refrigerant. 2. low floc point and wax content. 3. thermal stability 4. chemical stability with
refrigerant compressor lub oil
321 refrigerant. 5.low pour point(to prevent congeling and restriction of flow) 6. high viscosity index and should maintain viscosity even
properties
diluted with oil. 7 low foaming (prevents excessive carryover during starting). eg. Alkyl Benzene

regular stopping and starting of compressor by the action of low pressure controller causes: under charge,frosting or clogging of
322 short cycling
evaporator, dirty suction strainer, low pressure controller differential too high. Wrong capacity control setting.

323 charging
back pressure valve is a spring loaded non return valve fitted at the end of the evaporator whose temperature is set higher in a multi
room fridge system. Function: 1. create equlibrium of the system so that pressure of the gas at each compartmental exit vary. 2.
functions of back pressure valve in
326 creates a back pressure on the evaporator coil so that no liquid leaves evaporator. 3. Makes sure that most of the liquid refrigerant is
refrigeration
available to compartment with lesser temperature setting ( fluid always follow least resistant path, back- pressure valves put
resistance in easier path so refrigerant exits always through the evaporator of the coldest room.)

difference between lp cutout and lp
327
controller,hp cut out
Lp controller- performes the switching on and of compressor if there is low pressure in compressor suc line due to the closure TEV
since the required temperature is achived in the evaporator, while Lp cutout is a saftey device to protect compressor against low
suction pressure due to blockage or leakage otherwise vaccum in line causes ingress of air hp cutout trips compressor if pressure at
discharge side of the compressor exceeds the working pressor

rapid boiling out of refrigerant from the compressor oil when pressure is sudenly reduced causing oil carry over causes 1. liquid in
328 foaming
suction line 2. crankcase heater not working 3. high superheat setting in tev 4. less lubricating oil

329 reasons for liquid in suction line 1. TEV stuck open 2. inncorrect super heat setting 3. over charge
compressor lub oil functions and
330 functions- 1. lubricant 2.coolant 3.noise damping 3. actuate capacity control 4. help as a sealant between piston and liner
properties
critical temp- temperatura above which a gas cannot be liquified how much pressure applied. Critical pr- the pressure at which gas
331 critical temperature and pressure
just liqufy at critical temperature
to prevent contamination of refrigeration system by air and moisture as crankcase forms the suction chamber of the compressor, also
crankcase door not fitted in
332 there is no risk of crankcase explosion as no O 2 will be availabe in the crankcase and no possibility of hot spots as incoming refrigerant
refrigeration compressor
temperature is low.
to prevent carry over of lub oil as at low temperature saperation is difficult,to maintain viscocity of lub oil and preventing flocuation
333 need of heaters in the crankcase
of narrow passages with LO.
there are two solenoid valves on before tev which shuts the valve when the compartment temperature is reached and another
334 functions of solenoid valves
solenoid valve after evaporator which shuts if liquid is present in the line
335 driers absorbs moisture in system, mainly contains silica gel or activated alumina, also contains charging connections

HP cutout, Lp cutout,Differential lube oil pressure cut out,relif valve in condensor, belt driven( belt will slip in over load) , capacity
336 safties in fridge system
control, non return vales, liquid sensing solinod valves in compressor suction line.cylinder head relif valve.

detection of air in refrigeration system
337
and purging procedure
detection of air: high condensor pressure, small bubbles in sight glass, compressor discharge pressure high or running hot,More
superheat, pressure fluctuations, in efficient working. Air puriging procedure; during normal operation measure the temperature and
pressure at the outlet of condensor, check the saturation temperature for the same pressure from the P-T chart of the refrigerant.
compare the measured temperature with saturation and adjust the condensor cooling water flow( considering the sub cooling of the
refrigerant also) for achieving near saturation conditions inside the condensor. with condensor outlet valve closed and cooling water
circulation on start the compressor and pump down the charge to the condensor with suction pressure not being dropped below
atmospheric pressure(posibility of air ingress). circulate the water until both inlet and outlet temperatures are equal. compare outlet
temperature (seawater) with refrigerant pressure in PT chart, if they dont match air is in the system, purge air opening the vent until
temperature equals the saturation temperature for the given pressure.

why fluctuation in gauges if air is

338 there is fluctuation of gauges if air is present as air is compressible while the liguid is not,
present
Used in instalations with a large drop in pressure across the evaporators. In TEV the pressure acting on top of the bellow
equlization line provided in correspondes to the saturation pressure of refrigerant leaving the evaporator. A connection is made to the bottom of the bellow
339
refrigeration systems. directly from the evaporator exit so the saturation pressure of the refrigerant is balnced and the spring force is overcome by the
pressure corresponding to the degree of superheat. so we are getting a better control over the superheat.
TYPE 1. the condensor is bypassed and gas is recirculated(by pass method). TYPE 2. here cycle is reversed using four way valves and
340 hot gas defrosting
check valves.
for no load starting of compressor starting in large units. Done by keeping suction valve open or by opening a bypass between suc an
341 unloaders in reciprocating compressors
discharge side
removing oil from refrigeration 1.pump down the ref gas in condenser and close the inlet and outlet of the condenser 2.there are cock provided at the inlet and
342
evaporator outlet of the evaporator coil 3.open inlet and outlet of evaporator coil and blow through by nitrogen
With lo charging pump, connect the discharge line compressor oil charging connection and purge oil before tightening.Fill the oil with
even strokes of pump, checking for air ingree filling upto the mark. Without pump, run the pump with suction valve closed so that a
343 Charing of oil in compressor crankcase
vaccum is fomed in compressor crankcase then discharge valve is closed, connect the lo pipe filled with oil and other end at the
bottom of lo container.
Reason for room temperature not 1. Expansion valve or solenoid vv stuck 2. room insulation failure or door kept open 3. derfrosting in evaporator. 4. evaporator fan not
344 running 5. presence of moisture 6. scaling in condensor
coming down.
Speciality of refrigeration compressor
345 in refrigerant compressors dual pressure gauges which shows saturation temperature for particlar pressure is used.
pressure gauges.
 When the compressor is not in operation, the unloader mechanism is in the unloaded position. The mechanism is
operated by oil pressure from the capacity control valve. The oil pressure pushes the unloader spring against the unloader
pistonThis action moves the unloader rod to the left, thereby rotating the cam rings. As the cam rings are rotated, the lifting pins
346 working of unloader are forced upward, raising the suction valve off its seat. The suction valve is held in this position until the compressor is started
and oil pressure of approximately 30 psi is reached. At that time, the oil pressure from the capacity control valve pushes the unloader
piston back to the right against the unloader spring. The motion transmitted through the pushrod, it rotates the cam ring. This
lowers the lifting pins and allows the suction valve to close or operate normally and the cylinder to become loaded. On most
compressors the unloader is connected to the cylinders in pairs.

if oil has gone in evaporator then how

to remove oil from evaporator of 1.pump down the ref gas in condenser and close the inlet and outlet of the condenser 2.there are cock provided at the inlet and
refergeration system? outlet of the evaporator coil 3.open inlet and outlet of evaporator coil and blow through by nitrogen
Purifiers
After desludging purifier vibrating
347
reasons
348 alcap system working
349 paring disc draw and explain
350 manual desludging procedure
351 prrifier friction pad,shaft seal.

353 purifier horizontal shaft overhaul

purifier vertical shaft overhaul, checks

354
on vertical shaft, how to put bearings

355 tools used in purifier bowl overhauling

356 bowl opening sequence in self ejector

357 hw e line maintained

358 nomogram and changing of gravity disc

1.Sealing water low, 2. excessive back pressure 3. fuel temperatur high or low 4.oversized gravity disc 4. orifice plat installed wrongly
359 reasons for overflowing in the inlet side. 5.excesive feed rate 6. excessive sludge deposit inside the bowl 6.sealing ring leakage(between bowl and hood) 7.
low rpm or wrong direction 8. leaking three way valve
 1) the presence of a gravity disc in the purifer. The interface or the line of separation between the oil and water is created using the
gravity disc. The position of the gravity disc plays an important role in the generation of interface and thus in the purifying process
process. For example, if the diameter of dam ring is large, the interface moves out towards the periphery and as a result some oil is
discharged with water from the water outlet. Also, if the diameter is small, the interface formed will be more inwards and water will
difference between purifier and
360 be discharged with the oil from the oil outlet. 2. Clarifier has a sealing ring wich seals the water outlet, as water and impurities
clarifier
remain in the until desludging. 3.the conical discs in a clarifier usually don’t have feed holes in them but if they do, then a disc
without any holes is fitted at the bottom of the stack.4. sealing water is not present in clarifiers for the generation of a seal that
prevents the oil to leave through the water outlet at starting. Purifiers and Clarifiers differ only in that clarifiers are not set up to
remove water.

o Back Pressure shutdown- this measures the discharge oil pressure and alarms and initiates a shut down when below a set value. o
Bowl not open- this may be done in several ways, typically by a lever switch operated by the discharged sludge hitting a striker plate.
The other method is by measuring the motor current, when the bowl opens the bowl speed is dragged down due to friction effects of
the discharging sludge and water. The motor current rises until full speed is re-established. This is detected by a current sensing relay
361 trips and alarms present in purifiers
o Water in oil- This found on modern designs which have a detection probe mounted in the oil discharge o High temperature alarm
and shut down
o Low control/seal water pressure. Where control water is supplied via a fixed small header tanks a float switch may be fitted. High
vibration shut down

material for worm gear and shaft
362
(spiral gear and pinion)
363 bearings used in purifiers.
A spiral bevel gear is a bevel gear with helical teeth.It is used in purifier motor drive where the direction of drive from the drive
shaft must be turned 90 degrees to rotate the bowl. The helical design produces less vibration and noise than conventional straight-
cut or spur-cut gear with straight teeth.A spiral bevel gear set should always be replaced in pairs i.e. both the left hand and right hand
gears should be replaced together since the gears are manufactured and lapped in pairs. material used for construction are generally
hardened steels like carburized nichrome steel.

Fresh Water Generator

trouble shooting- too much salinity in 1. salinometer malfunction(test salinometer). 2.Excessive feed rate or jacket water 3. Low evaporating temperature or vaccum too
364
distilled water high 4.High sea water level in separator 5.leaking pipes in condensor 6. dirty demister.

365 fwg vaccum not holding reasons

Fresh water generator working
366
principle
367 working of ejector pump
370 bernouli's equation

procedure for testing fresh water 1.close all valves (distillate pump outlet, vaccum breaker,feed water valve)2. pressurise fwg using flange with air connection attached
371
generator for leaks through anode pocket and keep the pressure maintained at 1bar for 1hr and apply soap solution to joints.
Using a testing resistor to check salinity: disconnect the probes and attach a spare resistor it should show a mentioned value in the
372 hw to test the working of salinometer salinometer (1.8 Kohms= 50ppm). And it should also intiate an alarm. Full scale check: short circuit the probes- it should show
maximum value in salinometer and alarm should initiate.
 1. less heat flowing in to the evaporator 2. air ingress in jacket water in evaporator. 3.High evaporator temperature and high
troulbe shooting: quantity of distilled
373 condensor temperature. 4.Scaling or clogging of evaporator pipes. 5.no evaporation due to loss of vaccum 6.Malfunctioning solinoid
water less than expected.
valves. 7. outside of evaporator pipes dirty. 8. condensor pipe scaling.
trouble shooting- high evaporation vacccum breaker valve is open. 2 volume of cooling water is insufficient. 3. leaks in any part of the unit. 4. air in condensor. Ejector
374
temperature. not working weel. Air ejection valve stuck.
375 causes of scaling in evaporator: High evaporation temperature. High jacket water temperature. High production. Too much or too little sea water being supplied.

Steering gear
variable delivry pumps can run continously in one direction, but have the capability of an infinitely changeable discharge from zero to
a maximum either way. Principle of operation is based on altering the stroke of the pump pistons in radial or axial cylinders, by means
378 hele shaw pump principle
of a floating ring or swash plate respectively . there is very little shock during starting of delivry or end as pump stroke increases
gradually and also at end it tapers of gradually.
the rudder is moved from hard port to starboard and air is purged from discharge side until clear hydraulic oil comes from the drain
379 purging of air
cock.
Procedure for emergency steering in leonard vane type steering gear.
1. Establish communication with the bridge.
2. Switch over to local control on all starter cabinets.
380 emergency steering procedure 3. Control the rudder on command from the bridge by operating the pilot valves on the main valve block.
4. Activate the pilot for main spool, then the pilot for idling valve.
5. When rudder is at order, release the pilot for idling valve and then the pilot for main valve. in ram type: use the tilting bar to
control the stroke of pump
high viscosity index. Low compressibility. Good lubricating properties. Low vapour pressure. Compatibility with system materials.
381 steering gear lub oil properties Chemical stability, protection against corrosion, rapid air release and thermal saperation. Good water conductivity and fire resistancs

steering gear safties: overload alarm 2. 200% insulation in motor 3. feed from esb bus bar 4. selfstarting on power failure 5. short
steering gear diagram, steering gear
circuit trip(only) 5.low level cut out 6. high oil temp cut out 7. auto isolation and rudder locking arrangement during failure.functions
safties,redundancy and autoisolation
382 of hunting gear: To put pump on and of stroke gradually, to lock the pump at desire rudder position.to transmit the movement of the
system and how stock is
telemotor to pump,spring in the hunting gear also stores extra control movement to ensure that the pump operates in the maximum
connected,hunting gear,diagram
capacity for major part of the turning operation
 The point R is connected to the telemotor reciver, P to pump control lever and T to rudder tiller . Step1- when R is moved to R' , P get
moved to P', so pumping commences slowly and stop until P' reaches P and T will reach T' so required rudder angle is acheived rudder
gets locked at that point. when R' is taken back to R , P again moves to P" so pumping commences as P" come back to P so tiller
moves from T' to T and rudder is back in the midship position.

383 working of hunting gear

Purpose of Hunting Gear:

1. Hunting gear floating lever mechanism is required to bring the rudder to the ordered position.
384 purpose of hunting gear 2. Also this mechanism is required to position the rudder in its ordered position when the action of water, waves or propeller force
displaces the rudder from its ordered position.

385 need of spring in hunting gear
How rudder movement is confined
386
within port and starboard stops?
1 The spring called buffer spring is incorporated in the hunting gear links to take up any excess movement beyond the maximum
stroke of the pump. This extra movement is stored by the compressed spring and reset when hunting gear approaches the no-effect
point to prevent the mechanical damage of the pump. 2 Also buffer spring will take up the shock movement of rudder due to heavy
sea, thus preventing excessive hunting action of pump.
Rudder movement is confined within port and starboard stops by various limit switches and mechanical stops to keep rudder
between 35o port and 35o starboard.
1. Bridge telemotor transmitter mechanical stop (rack travel limited).
2. Auto pilot mechanical stop.
3. Local control mechanical stop.
4. Actuating mechanism mechanical stops (limit on ram travel).
5. Stern-post mechanical stop

The normal force acting on rudder area is resolved to lift force and drag force. The lift force is responsible for steering the vessel,
why rudder movement confined at 35 where the drag force tends to retard the ship as its direction is opposite to that of ship's motion .But beyond 40 degree of rudder
387 angle, the drag force increases rapidly and lift force drops rapidly. So beyond 40 degree of rudder angle, this result in the stalling of
degree
the ship and the ship loses speed and does not respond to steering.Therefore, rudder angle is normally restricted to within 35o to
port and starboard to avoid stalling effect of rudder and to maintain high lift to drag force ratio.
 1. Defective gland of the ram cylinder: If the gland is not holding during the suction stroke of that cylinder, air may ingress into the
system.
causes of air ingress in steering gear 2. Oil tank low level.
388 3. Improper charging of oil into the system.
system
4. Union nut is slack due to vibration.
5. Gassing up of hydraulic fluid due to local high temperature in the system.
1. Shock Relief Valve: Opens 15 ~ 20 % higher than working pressure
2. By-pass Valve : Opens 20 ~ 30 % higher than working pressure
3. Line Relief Valve : Opens 40 ~ 50 % higher than working pressure
4. Emergency power supplies to one motor.
5. Steering gear room bilge alarm.
6. Steering gear compartment drain valve spring loaded non-return.
389 safties in steering gear 7. Alarms: Alarms should be audible and visible in the both control stations (WH & ECR)
a) Single phasing alarm - SOLAS.
b) Motor overloading 100% - SOLAS.
c) Power failure.
d) Auto pilot failure.
e) Oil tank low level alarm

How is cushioning done in steering
390
gear during rough weather
Ship moving through bad weather, the rudder is subjected to additional shock loading from waves, etc. The cushioning arrangement is
provided by shock relief valve. In bad weather, the shock loading on the rudder is transmitted to the ram through the rudderstock and
tiller. The sudden increase of pressure of oil in one cylinder is relieved through the shock relief valve to the other cylinder. Therefore,
allowing the rudder to yield without causing any damage to the steering gear.