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1. What is ovality of auxiliary engine crank pin?

Combined effect of reduced effectiveness of L.O and directional thrust of the con rod. This is
maximum at around 45 degree ATDC
Uneven loading of units and overloading

Max Allowed: 1/4th of the bearing clearance

Removed By: Insitu Grinding and polishing
Reference: Fillet of crank web
Max. Allowed Grinding: 2mm, because after grinding 2mm or more surface hardness reduces
drastically. Due to this maximum allowable grinding is 2mm.

Bottom bearing damage reason is the ovality, bearing clearance and condition of L.O supply

2. Why are concentric springs fitted for A/E cylinder head valves?

If the frequency of the natural vibration of air or exhaust valve springs is a harmonic of the camshaft
speed, then the spring may vibrate axially and are said to surge. Surge can be avoided by modifying the
sizes of springs by arranging the springs in pairs and fitting one inside the other.
If one spring fails the valve is held up and is not damaged by striking the piston. The thickness
of individual springs can be reduced as against original thickness. Normally two springs of
different vibration characteristics are chosen.
Moreover, the stiffness requirements and the space congestion at this place warrants a concentric springs
arrangement. The net stiffness is equal to the sum of individual stiffness.

3. What is SQUAT Phenomenon?

It is a venturi effect while vessel is moving on shallow water. A vacuum is created due to which the
draught of the vessel is increased there by increasing the engine load. Steering ability of the ship is
reduced as a result.

4. What is a thermostatic expansion valve?

This is a regulator through which the refrigerant is metered from the high pressure side to the low pressure
side of the system. The pressure drop causes the evaporating temperature (saturation temp.) of the
refrigerant to fall below that of the evaporator.
a. Avoids liquid refrigerant return to the compressor suction.
b. Automatic expansion control and maintain 6 ~ 7 degree superheat.

5. What is the function of an L.P controller?

The LP controller stops the compressor at low suction pressure caused by the closure of all
compartmental solenoids. When the pressure in the compressor suction rises due to solenoid opening,
the LP controller restarts the compressor.

6. What is the function of an L.P cutout?

This is used to protect the compressor against the low suction pressure due to loss of refrigerant or
blockage. If the a/c compressor suction pressure is allowed to fall below atmospheric pressure then there
exists a risk of moisture and air ingress into the system.

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7. What is a Coalescer?

A device consisting of a material whose surface provokes coalescence.

The process of combining of larger droplets of a liquid like oil into larger droplets is called
coalescing.

8. Why is there a starting air overlap provided in a diesel engine?

 a. To give a positive starting in correct direction.
b. Starting ability from any position.
c. If any one of the valve is malfunctioning. Engine can still be started.

9. What is the significance of firing order?

a. Balancing of primary and secondary inertia forces.

b. To assist the exhaust grouping.
c. For distribution of stress over the length of crankshaft and optimum bearing loading.
d. A firing interval for even turning moment.

10. What are the reasons for foaming in refrigeration compressor crankcase?

Due to rapid boiling out of the refrigerant dissolved in the oil when the pressure is suddenly
reduced.
When the compressor starts operating, if a large quantity of refrigerant has been dissolved,
larger quantity of refrigerant boils out and can be carried through the refrigeration lines.
Reasons:
a. Liquid in the suction line (viz. TEV stuck open, incorrect super heat setting, sensing bulb not
closing, overcharge etc.,)
b. Crankcase heater not working.
c. Compressor capacity too high at the start.
d. Expansion valve giving too small superheat
e. Oil charge is less.

11. Explain the functions of lube oil in refrigeration system

a. Lubrication
b. Seal the clearance spaces between the discharge and suction sides of the compressor.
c. Act as a coolant.
d. Actuate capacity control.
e. Dampen the noise generated by the compressor.

12. What are the various windlass safeties?

ELECTRIC:
a. Electromagnetic brake.
b. Motor overload protection.
c. Short circuit protection.
d. Restart delay timer.
e. A Restart stop.
MANUAL:
a. Manual brake / mech. Brake.
b. Cable stopper.
c. Slipping clutch (torque limiter).

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d. Relief valve.

13. What are the steering gear motor safeties?

a. Overload alarm.
b. 200% insulation in motor.
c. High temperature alarm.
d. Self-starting after power failure.
e. Short circuit trip.
f. Phase failure alarm.
g. One of the steering motor is fed from the emergency bus. Hydraulic
side there is two trips
a. Low level cutout
b. High lube oil temperature cutout.

14. What are the overhead crane safeties?

Current to motor‟s field coils passes through solenoid coil of a brake which is magnetized and holds a
brake against spring and releases the rotor. Incase of power failure the solenoid is demagnetized and brake
is applied.
SAFETY:

a. Limit switch on the f‟wd, aft, port, s‟tbd, hoisting and lowering prevents movements more than the
allowed limits.
b. Overload trip.
c. Dead man‟s handle.
d. Guards over the pulley.
e. Locking device on the lifting hook.
f. Mechanical locking (to avoid crane movement during heavy weather)

15. What is a critical pressure?

It is the pressure at which gas will just liquefy at its critical temperature.

16. What is a critical temperature?

It is the temperature above which the gas cannot be liquefied under isothermal compression.

17. What are the air bottle safeties?

a. Relief valve
b. Fusible plug
c. Drain
d. Low pressure alarm

18. What happens if fuel pump leaks?

a. Fuel quantity is reduced – loss of power, cylinder liner lubrication is affected.

b. Loss of cylinder power.
c. Late injection.
d. After burning.
e. High exhaust temperatures, smoky exhaust.
f. Power imbalance among units.

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19. What are the constant tension winches?

It is a variation of the constant pressure and constant horsepower control for variable capacity pumps. It is
used to achieve constant tension winch system. In this case the pump control is automatically operative
across the neutral such that constant system pressure and hence a constant motor torque is maintained
whilst both drawing in and paying out.

20. What are the causes of turbocharger surging?

a. Rapid variation (reduction) in load.

b. Chocked exhaust and air passage like scavenge ports, valve or air cooler etc.,
c. Abnormal fuel system like a unit misfiring.
d. Chocked air suction filter, fouling of the turbocharger, unbalanced output from the engine,
damaged exhaust valve, scavenge fire.

21. What are the causes of cylinder head cracking?

a. Scale deposits
b. Inefficient cooling water
c. Uneven tightening of bolts and fuel valves
d. Fluctuating cooling water temperature (excessive temperature gradient)
e. Overloading or racing of engine
f. Faulty relief valve
g. Mechanical failure due to gas corrosion, acidic corrosion due to leaky exhaust valves
h. Water side corrosion

22. What is the normal relief valve setting of cylinder head in a diesel engine?

10 ~ 14.5% more than the working pressure about 120 bar (some what higher than
maximum pressure)

23. State the advantages of uniflow scavenging

a. Simple liner construction

b. Long skirt (for piston) not required
c. Stroke length can be increased
d. High scavenging efficiency
e. High thermal efficiency
f. Low grade of fuel can be burnt
g. Uniform wear of piston rings and liner
h. Less thermal stresses
i. Less intermixing of scavenging air with the exhaust gas
j. Exhaust valve can be made to open late – more work, close early – scavenge air is more utilized.

24. Why cylinder liner wear is more at the top?

a. High temperature exposure due to the combustion gases

b. Loss of liner lubrication in low speed diesels
c. Corrosion, predominantly acidic due to combustion products
d. Fuel impingement, deposits
e. Change of direction of the piston, which causes to a step like formation at the reversal point
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25. What actions do you take incase of stern tube of the ship starts leaking?

a. Maintain low head.

b. Use higher viscous oil.
c. Replenish periodically to counter for the oil loss.
d. Drain off the water periodically.
e. Try to remove foreign particles by changing direction of shaft.

26. How do you test a fresh water generator plant for leaks?

a. Close the outlet of the distillate pump, vacuum breaker valve, bottom blow off valve and feed water
valve
b. Inject air into the evaporator shell
c. Keep the shell pressed up to about 1.0bar gauge
d. Sprinkle soap solution on to the jointings, packings, and suspected areas of the shell

27. What are the reasons for a piston crown to crack?

a. Casting defect
b. Thermal stresses due to cold starting air and scavenging air
c. Scavenge fire
d. Overheated piston(cooling failure, cooling side deposits due to oxidation of the cooling oil)
e. After burning
f. Faulty fuel injection system (more penetration or loss of atomization)

28. What are the reasons for black smoke from a diesel engine?

a. Poor combustion due to faulty injection system

b. Low compression
c. Insufficient scavenging air
d. Fouled exhaust system
e. Broken piston rings
f. Ineffective lube oil seal
g. After burning, bad fuel and other fuel assisted faults
h. Faulty cylinder lubrication
i. During starting, it is inevitable as the engine maker sets the starting fuel index to a fixed value. At
this index there is insufficient air, low piston speed, cold combustion chamber, low fuel injection
pressure etc., each compounding the cause for black smoke

29. What are the critical speed effects?

Resonance, torsional vibration, fatigue failure of components

Can be remedied by:
a. Detuners
b. Vibration dampers
c. Electric vibration compensator unit

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30. What are the types of vibration in a diesel engine and which is the most damaging?

Types of vibration:
a. Linear vibration
b. Torsional vibration
c. Resonant vibrations involving any two of the above or may be combinational

Most damaging form of vibration is the torsional vibration mode, affecting crankshaft and propeller
shafting.

31. What is a node?

A node is found where the deflection is zero and the amplitude changes its sign in a vibrating
medium. The more the nodes in a given length the higher the corresponding natural frequency.

32. What is a forcing frequency?

W.r.t the crank shafts, the forcing frequencies are caused by the firing impulses in the cylinders.
Firing impulses superimpose on one another and appear as a complex waveform represented
by harmonics –
1x cycle frequency: first order harmonics of firing
2x cycle frequency: second order harmonics
3x cycle frequency: third order harmonics and so on…
33. How can the frequency of resonance, the forcing impulses and the resultant stresses adjusted?

a. By adjusting shaft sizes

b. Number of propeller blades
c. Firing order
d. Using viscous or other dampers
e. Using balancing weights
f. Detuning coupling

34. What is balancing?

Balancing is a way of controlling vibrations by arranging that the overall summation of the out of balance forces
and couples cancels out, or is reduced to a more acceptable amount.

35. Explain the vibration characteristics of low speed 2-S engines

a. External unbalanced moments

b. Guide force moments
c. Axial vibrations in the shafting system
d. Torsional vibrations in the shafting system

36. What is 1st order moment?

These moments acts in both vertical and horizontal directions. For engines with 5 cylinders or more, the 1st order
moments are of rare significance to the ship but it could be of a

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disturbing magnitude in the 4 cylinder engines. Resonance with a 1st order moment may occur for hull
vibrations with two and/or three nodes. 1st order compensator can be introduced in the chain tightener
wheel. It comprises of two counter rotating masses rotating at the same speed as the crankshaft.

37. What is a second order moment?

The second order moment acts only in the vertical direction and precaution needs only be considered for
4, 5 and 6 cylinder engines. Resonance with the 2nd order moment may only occur at hull vibrations with
more than 3 nodes. A 2nd order moment compensator comprises two counter rotating masses running
at twice the engine speed.

38. What are the methods to cope up with the second order moments?

a. A compensator mounted on the aft end of the engine driven by the main engine chain drive
mechanism.
b. A compensator mounted on the fore end driven from the crankshaft thus a separate chain drive.
c. A compensator on both aft and fore end completely eliminating the external 2nd order moment.

39. What is an electric compensator?

It is electrically driven compensator preferably located in the steering gear compartment, where
deflections are the maximum and the effect of the compensator is maximum. Such a compensator is
synchronized to the correct phase relative to the external force or moment and can neutralize the
excitation. The compensator requires an extra seating to be fitted.

40. What are guide force moments and their types?

The origin of the guide force moment is the angularity of the connecting rod. It is the vibration
of the engine about the foundation bolts.
Guide force moments are caused by the transverse reaction forces acting on the cross head due to
the con rod crankshaft mechanism.
Guide force moments may excite engine vibrations moving the engine top arthwartships causing a
rocking (excited by the H moment) or twisting (excited by X moment) movement of the engine.
Guide force moments are harmless except when the resonance occurs in the engine double bottom
system. As a precaution, top bracing is installed between the engine‟s upper platform brackets and the
casing side for all its 2S models.

41. What are different types of the top bracing for a diesel engine?

a. It comprises of the stiff connections (links) either with friction plates which allows adjustment
to the loading conditions of the ship
b. A hydraulic top bracing – by using the top bracing natural frequency will increase to a level where
resonance will occur above the normal engine speed.
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42. How are the axial vibrations caused in the crankshaft? How are they remedied?

When the crank throw is loaded by the gas pressure through the conrod mechanism, the arms of the
crank throw deflect in the axial direction of the crankshaft, exciting axial vibrations. These vibrations
may be transferred to the ship‟s hull through the thrust bearing. Its remedy is to axially dampen the
crankshaft vibrations.

43. How is torsional vibrations generated?

The varying gas pressure in the cylinders during the working cycle and the crankshaft / conrod
mechanism create a varying torque in the crankshaft. It is these variations that cause the excitation of
torsional vibration of the shafting system.
The torsional excitation also comes from the propeller through its interaction with the non-uniform
wake field.
Remedy: modify crankshaft natural frequency by adjusting the diameter. Use a torsional
damper.

44. What is under critical running?

The natural frequency of the one node vibration is so adjusted that the resonance with the main
critical order occurs about 35~45% above the engine speed at specified maximum continuous rating
(MCR). The characteristics of an under critical system:
a. Relatively short shafting system
b. Probably no turning wheel
c. Turning wheel with low inertia
d. Large diameter of the shafting
e. Without barred speed range

45. What is overcritical running?

The natural frequency of the one node vibration is so adjusted that the resonance with the main critical
order occurs about 30~70% below the engine speed at the specified MCR. The characteristics of the
system are:
a. Turning wheel may be necessary on the crankshaft
b. Turning wheel with a relatively high inertia
c. Shaft with relatively small diameter (shaft material has to be of high UTS)
d. With a barred speed range of about +/- 10% w.r.t the critical engine speed

46. If resonance occurs, what is the solution?

The following modification(s) have to be carried:

a. Lanchester balancers, either on the engine or electrically driven units usually located in the steering
flat, compensated for ships vibration caused by the 2nd order vertical moment
b. Counter balancing weights on the crankshaft to be adjusted for compensating the first order
vibrations
c. Combined primary and secondary balancers
d. Adjusting the side stays

47. How to prepare a DB fuel oil tank for a survey/inspection?

a. Empty the oil, strip with portable pumps if required

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b. Clean the tank with sea water and pump it through the oily water separator
c. Ventilate the tank(s) with a blower specially provided for the purpose, always cross ventilate i.e. there
should be at least two openings, each for entry and exit for the air
d. Check the space for explosive gases at various points suitably, more sampling should be carried out
at the corners at the bottom most part of the tank
e. Obtain the necessary certificates and get the checklist completed

48. Why are the CO2 bottles provided with dip tubes?

It is to ensure that only liquid is drawn during release. The liquid expands after the nozzles and
assumes the gaseous state. This will prevent co2 freezing and blocking the nozzle Also it achieves
the 85% discharge in 2 Minutes as liquid part represents a large volume of gas
The materials used in its construction are copper, stainless steel

49. Why a crankcase relief door is not fitted in the refrigeration compressor crankcase?

a. Possibility of the contamination of the refrigeration system by air by leaks

b. Oxygen is not available in the compressor crankcase
c. The incoming refrigerant temperature is low and chances of hot spots is low
d. Crankcase forms the suction chamber of the compressor and chances exist that the compressor
may draw in air and moisture

50. Why heaters are provided in the crankcase of a refrigeration compressor?

 a. To avoid carry over of the lube oil because at low temperature, the separation of the refrigerant and
the oil is difficult
b. To condition the lube oil, by maintaining the viscosity so that the lubrication is effectively
carried out.
c. This prevents the lube oil achieving its floc point which may cause narrowing or chocking of
the passages (flocculation)

51. What are the causes of a centrifugal pump reduced output?

a. Friction and leakage losses, loss of suction head, chocked suction filter, worn out wear ring, air
ingress in the suction side
b. Low voltage is applied to the pump motor
c. Cavitations on the impeller
d. Bad maintenance, incorrect fixing up of the parts after overhaul

52. What are the causes of vibration in the vertical centrifugal pump?

Misalignment of the shaft, worn out bearing, foundation bolts loose, hydraulic clearances - not proper on
the impeller, coupling bolts / seating damaged, bottom bush worn out, heavy objects/debris deposits, and
corrosion/erosion on the rotating parts

53. What is volumetric efficiency of air compressors?

Actual volume of air drawn in / swept volume

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54. What is compression ratio?

(Swept volume + clearance volume)/clearance volume

55. What is brake thermal efficiency?

Ratio of the energy developed at the brake to the energy supplied. Amount of heat liberated
during the combustion to the heat equivalent at the brake

56. What is the function of a Solenoid valve in the refrigeration system?

There is an electric signal actuated valve in the liquid line of the refrigeration system just before the thermostatic
expansion valve. This is being actuated by the thermostat in the refer compartment. The solenoid shuts off the
refrigerant supply if the compartment is sufficiently cooled to the lower set point of the thermostat. Also it connects
the supply when the temperature of the compartment goes high i.e. above the thermostat higher set point

57. What is the function of the back pressure valve in the refrigeration system?

Back pressure valve is fitted just at the exit of the refrigerant from the evaporator coil in a multi temperature
rooms system. This being fitted at the exit of the compartments whose temperature is set higher (usually
at about 4~5 degrees centigrade). The function of the valve is to maintain equilibrium of the system as the
pressure of the gas at the exit of each compartment differs. More over the back pressure valve creates a
back pressure on the evaporator coil and ensures that most of the liquid refrigerant is made available to the
lesser temperature requirement compartments as their demand for the refrigerant is higher than the
compartments being maintained at a higher temperature. It is spring loaded non return valve

58. What is the function of a H.P cut out in a refrigeration system?

This is a safety device (trip) provided in the discharge of the compressor. It functions to trip the
compressor if the pressure in the HP side goes high above the working level

59. What is the function of the driers in the refrigeration system?

The filter/drier is installed in the main liquid line of the system to absorb any moisture present in the
refrigerant. It consists of activated alumina or silica gel in a renewable cartridge. It also
accommodates the charging connection

60. What are the usual stern tube bearing clearances?

a. Water cooled stern bearing clearance: 8.0mm (8~12mm)

b. Oil cooled stern tube bearing: 1.87~2.0mm

61. What is a usual volumetric efficiency of a diesel engine?

a. Naturally aspirated engine: 0.85~0.95

b. Supercharged engine: up to 4.0
c. For 2S engine: 0.85~2.5
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62. What is a usual propeller drop usual value?

1mm/160mm of the shaft diameter

63. What are the advantages of a thin shell bearing?

a. Increased fatigue resistant properties

b. High load carrying capacities
c. Embed ability
d. Conformability
e. Bedding not required
f. Easy storage, easy fitting, light in weight
g. Increased (enhanced) mechanical properties
h. Better heat transfer due to reduced thickness and uniformity of the contact with the bearing
housing

64. What are the typical bearing failures?

a. Fatigue failure (cracks)

b. Tin oxide encrustation (black SnO2 )
c. Wiping damage of the bearing surface
d. Tearing of the overlay
e. Acidic corrosion
f. Cavitations, erosion
g. Dross inclusion
h. Spark erosion
i. Bacterial attack damage (honey colored deposits on the bearing surface)

65. What are the advantages and disadvantages of the synthetic lube oils?

Advantages:
a. Better low temperature fluidity and pump ability, due to nil wax content
b. Better oil retention at high temperatures
c. Lower friction losses
d. Reduced thickening of the oil in service due to oxidation
e. Lower deposits at higher temperature due to resistance to oxidation properties and thermal
stability
Disadvantages:

a. Increased cost of the lube oil (about 6~12 times)

b. Poor availability
Uses:
a. Air compressors
b. Purifiers
c. Hydraulic units

66. What is the purpose of the lube oil analysis?

a. To determine any deterioration in lube oil properties or additives levels and assess its suitability for
further service
b. To determine the type and level of the contaminants held within the oil which indicate the rate of
contamination and effectiveness of the purification process
c. To predict the internal wear rate on the machinery components
d. To lengthen the time between overhauls or surveys

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67. When is the lube oil said have deteriorated?

a. TBN reduces
b. Viscosity reduces
c. Flash point reduces
d. Oxidation increases
e. Water content high
f. Insolubles increase
g. Dispersancy increases

68. What are the problems in cast iron welding?

a. Brittleness (cracks easily)

b. High carbon content in the form of graphite
c. Close grain structure
d. Poor thermal conductivity and differential cooling
e. Possibility of stresses and distortion

69. How is a propeller drop measured?

 a. Turn the engine to coincide with the mark on the liner and the stern tube or normal reference is
taken to be that the engine‟s unit 1 will be in TDC prior measuring the propeller drop
This could be also arranged as with a designated blade of the propeller up wards while measuring
this drop. Blades are assigned alphabets A, B, C, D and so on.
b. Take the poker gauge reading and the compare with the previous reading
c. Bearing clearance : 2mm (oil sealed)
: 8mm (sea water lubricated)
Bearing length is about 2xdia of the shaft for oil cooled stern tube bearing 4xdia
of the shaft for sea water lubricated stern tube bearing

70. Compare an engine flywheel and its governor

a. A governor maintains the speed of the engine

b. A flywheel controls the cyclic fluctuations of the engine RPM
c. Flywheel works on the virtue of the inertia alone and the governor uses the inertia principle to
actuate the fuel linkages to counter the changes in the engine RPM

71. Why are tie rods provided?

Tie rods are provided to keep the whole engine structure in compression which:
a. Increases the fatigue strength of the engine structure as it is the tensile stress which causes
fatigue
b. Maintain running gear alignment to avoid fretting
The firing forces that press down the bearing saddle also attempt to push up the cylinder covers, the net
effect being to put the whole engine structure into tensile loading. So the tie rods are tightened such that
the engine structure is maintained in compression even during the peak firing conditions and that the
engine is not subjected to the tensile loading.

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72. Why tie rods are placed close to the centerline of the crankshaft?

During firing, the transverse girders are subjected to a bending moment as the saddle is pushed down by
the crankshaft acting on the cylinder head. To limit this bending effect and consequent distortion of the
bearing housing the tie rods are positioned as close as possible to the centerline of the crankshaft.

73. Where is a thrust bearing installed in an auxiliary engine? And why?

Axial location of the crankshaft may be required if the coupling does not incorporate a thrust housing. This
is achieved by forming white metal rings on the sides of one main bearing shell that allows the shaft to run
with a small clearance between running faces on the two adjacent webs.
In some engines a small collar may be provided at one side of the bearing. It is important to appreciate that only
one such locating bearing should be fitted to any one shaft, otherwise the differential thermal expansions of frame
and the crankshaft may cause problems.

74. What are the environmental problems with the use of CFCs?

a. CFC released into the atmosphere are broken down by pyrolysis to release chlorine atoms which
catalytically destroy ozone layer.(this layer in the stratosphere acts as a filter to the UV radiation
from the sun)
b. Furthermore CFCs along with other greenhouse gases inhibit radiation from the earth‟s
surface thereby contributing to the global warming.

75. What is a pH value?

It is the logarithm of the reciprocal of the hydrogen ion concentration expressed in gram ion per liter.
Pure water at 25 degree centigrade consists of equal concentration of the hydrogen and the
-14
hydroxyl ions and equal to 10 gram ion per liter. If the hydroxyl ion concentration exceeds the hydrogen
ion concentration then the solution is basic and vice versa is acidic in nature.
pH value = log [1/H+]
If the water temperature is increased, the concentration of the hydrogen ion increases and hence
acidity.

76. Why is a man hole door elliptical in shape?

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. More over it is prime concern to have a smoothed generous
radius at the corners to eliminate stress concentration. Hence other geometrical shapes like rectangle
and square are ruled out.
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 stresses
are maximum and the thickness of the shell. It is important to align the minor axis along the length of the
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.

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77. Why is the fridge compressor belt driven?

a. A slight misalignment is a problem or vibration of the electric motor may lead to shaft seal
leakage, leading to loss of the refrigerant. So minimize these the fridge compressor is belt
driven.
b. In case of the liquid entry into the refrigeration compressor, the belt drive gives a limitation of
the damage owing to the slip in the belt and flexibility of the belt material.

78. Why intercooling is provided in an air compressor? And why is

the compression distributed into stages?

a. By employing the interstage cooling we are trying to achieve an isothermal

compression cycle. So least work is expended in the process.
b. The air outlet temperature after compression is lowered by intercooling. So oxidation of the lube oil
is prevented. Also good lubrication is achieved.
c. Lesser deposits in the air system.
d. Intercooling increases the air density and hence reduced volume of the HP
compression chambers is possible.
e. It facilitates removal of moisture by condensation at the intercoolers.
f. To facilitate intercooling the compression is distributed into stages. Also even load distribution
is achieved over the cycle.

79. What if the compressor motor connections are reversed after overhauling?

a. The lube oil pressure will not be sufficient for lubrication so the compressor may trip on low lube oil
pressure. The moving parts may get damaged due to the failure of the lubrication.
b. The cooling water pump which is also shafted driven usually does not build up enough
flow/pressure hence the compressor may trip of the cool water non flow or high air temperature.

80. If viscotherm is absent or damaged how do you maintain the fuel oil viscosity?

The required viscosity prior injection and the viscosity of the fuel oil at 50°C are provided by the fuel oil
analysis report. Basing on the viscosity nomogram the required fuel oil heating is determined. The
steam inlet to the fuel oil heater is manually adjusted to maintain the temperature and a close
observation has to be maintained on the steam pressure and temperature of the fuel oil at the outlet of
the heater.

81. What are the reasons for the error between the helm order and the angle shown locally on the
steering gear unit?

a. Air in the hydraulic telemotor system

b. Buffer spring too weak or stiff, faulty hunting gear
c. Instrument error/defective
d. Worn out linkages

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82. Why are the accumulators used in the hydraulic systems?

a. To absorb shock due to load variation or sudden change in the direction of flow, impact
loading
b. To maintain the circuit pressure by compensating for the loss due to leaks or pressure increase due
to rising temperature
c. To supplement the pump delivery where multiple circuit operations have wide flow variations
with a short term peak demand in excess of the pump capacity. Accumulator charge can take
place during low demand periods to meet maximum demand later

83. Explain the cross head slipper lubrication

a. The lubricating oil is fed to the guide shoes by a pipe from the main lube oil system
 b. The lubricating oil may also be fed from the drilled passages in the pin to the slipper faces

84. What is the material of the CO2 bottle and its accessories?

CO2 bottle: solid drawn seamless manganese steel

Cable: phosphor bronze
Seal/bursting disc: thickness 0.3mm, phosphor bronze
Pipeline: solid drawn MS galvanized

Siphon tube: copper tube

Cutter: 120° /travel 19mm

85. How will you decide for reentry into the engine room after flooding it with
CO2

Re-entry is determined by
a. Heat build up due to the scale of the fire and the elapsed time after release
b. Has the fire been extinguished or chances of a smoldering fire exists
c. Ship‟s position, condition and the prevailing weather (ship may be listing to the angle of progressive
flooding etc.,)
d. The location of the entry point
e. Risk analysis outcome

86. What is the quality of the vapor coming back to the compressor suction in the refer system? In
addition, how will you ensure that the vapor has adequate degree of superheat?

a. The condition of the vapor coming to the compressor suction line should have adequate
degree of superheat
b. The condition is checked by reading the pressure of the returning vapor and its corresponding
temperature from the P-T chart provided for the specific refrigerant. This temperature is
compared with that of the evaporator outlet and the degree of super heat is expressed as the
difference in the temperature.

87. What is the length of the crank web?

Length of the crank web = stroke length/2

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88. What is lignum vita?

In the traditional sea water lubricated stern tubes the bearing material consisted of the staves of the wood
called lignum vitae. This has a property of lubrication in the presence of sea water. They are fitted with the
grains in the axial direction for economy and are shaped with V or U grooves between them at the surface
to allow for access to water. They also act as a debris collector points. The staves are held in place in the
bronze boss by bronze keys attached to the bush by counter sunk screws. Bearing length is equal to
4times the shaft diameter.

89. What are the safeties in the fridge system?

a. HP cut out
b. Differential lube oil pressure cutout
c. LP cutout
d. Relief valve in the condenser
e. Belt driven
f. Cylinder head relief valve
g. Cooling water low flow/high temperature alarm
h. Motor overload
i. Oil separator
j. Drier
k. Mech. Seal
l. Unloaders /capacity controllers
m. Non return shut off valves
n. Sensors – temperature, pressure

90. How will you know the presence of air in the refrigeration system? Explain the procedure for
purging air

a. High condenser pressure

b. Small bubbles in the sight glass
c. Compressor discharge pressure high/running hot
d. More superheat
e. Pressure fluctuations
f. Inefficient working
PROCEDURE FOR PURGING AIR
a. In the normal operation of the system, measure the liquid refrigerant pressure, temperature
at the outlet of the condenser/reservoir
 b. Check the corresponding saturation temperature for the recorded pressure of the liquid
refrigerant from the P-T chart for the same refrigerant
c. Compare the measured temperature with the determined saturation temperature for
any sub-cooling and adjust the flow of the cooling water through the condenser to achieve near
saturation condition inside the condenser,
Then,
d. With the condenser liquid refrigerant outlet valve closed, circulate cooling water, start the
compressor and pump down the liquid to the condenser/reservoir, checking the pressure in the
suction line. If this pressure is allowed to drop down below the atmospheric pressure then there
could be chances of air ingress into the system
e. Circulate the cooling water till the cooling water outlet and the inlet temperatures equal, a
check to ensure complete pump down operation
f. Check the condenser sea water out let temperature, check the refrigerant pressure corresponding
to its temperature from the P-T chart of same refrigerant

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g. Due to the presence of air they don‟t agree
h. Release air from the condenser, through the vent cock until the pressure of the refrigerant in
the condenser corresponds to the saturation pressure at the sea water outlet temperature

91. What is the material of the boiler gauge glass?

The material used in the gauge glass is a special toughened glass containing
a. Silicon oxide or magnesium oxide
b. Borosilicate or lime soda glass

92. What is the material of a boiler tube?

Low carbon alloy steels containing chromium, nickel, molybdenum

93. What is the material of the ship side valve?

BODY: Nickel-Aluminium bronze / cast steel

Stem/Seat/Disc: Monel metal (cupro nickels of varying proportions are used popular being a Cu:Ni = 2:1)
The cupronickels are known for their great resistance to the sea water corrosion, erosion by the
particles in the sea water, and strength.

94. What is the material of the propeller material?

a. Nickel aluminium bronze (nickalium)

Copper: 55~62%, Aluminium: 0.5~2.2%, Nickel: 0.5%, Manganese:
0.5~1.0%, Iron: 0.4~1.5%, balance is Zinc
b. Manganese bronze
Copper: 58%, Iron: 1%, Aluminium: 1%, Manganese: 1%, Nickel: 0.5%, Zinc: 38%, Tin:
0.5%

95. What is the general composition of the stainless steels?

Chromium: 18%, Nickel: 8%, Carbon: 0.12%

96. What is the material of the 4S engine conrod? a. Forged steel:

Open hearth plain carbon steel
UTS: 432~494 MN/m2
% Elongation: 25~30%
Fatigue limit: 208 MN/m2 (push pull)
b. Nickel steel, 3%Ni
UTS: 695 MN/m2
%Elongation: 20%
Fatigue limit: 309 MN/m2 (push pull)
METHODS OF TIGHTENING:
a. Measuring the extension of the bolts
b. Use of the calibrated torque wrenches
c. Hydraulic tensioning
d. Angle tightening

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97. What is the material of the foundation bolts?
High tensile steel

98. What is the material of the tie rod?

High tensile steel

99. What is the material of the double bottom plug?

Silicon steels

100. What is the material of the crankshaft?

Forged low carbon alloy steel. Carbon: 0.12% and less

101. What are the materials used for the diesel engine’s liner and piston rings?
State their principle differences

Generally the materials used for the piston rings are harder than the liner material. This is due to the fact
that the rings are subjected to wear always during their operation but only the portion of the liner in
contact with the rings wears.
Material used for the liner is generally the nodular cast iron, which is tailored to have expansion along the
length and negligible expansion circumferentially. Alloying materials are added to improve certain
characteristics like vanadium and titanium.
Piston rings are cast and machined from graphite grey cast iron. This ring may include
chromium, nickel & copper as alloying substances.
The prime property which distinguishes it from the liner material is that it has to flex
circumferentially.
This is of primary concern for running in and to match the contour of the wearing liner surface.
Also they have to form an effective sealing of the combustion gases.

102. What are the liner wear rates? And how is it achieved?

Old engines: 0.1mm/1000hrs

Modern engines(2S): 0.03mm/1000hrs
Modern engines(4S): 0.12mm/1000hrs
This is achieved by:

a. Highly alkaline lube oil

b. Load dependant jacket cooling water temperature control
c. Good quality of cast iron with a hard face
d. Careful design of the piston ring profile
e. Improvement in lube oil
f. Multilevel cylinder lubrication
g. Condensate separation from the scavenging air
h. By use of the anti-polishing ring or the piston cleaning

103. Explain why stainless steel is resistant to corrosion?

Stainless steel depends on the formation of a protective oxide film, tenacious chromium oxide for
resisting corrosion. This film is formed spontaneously on exposure to air or well aerated water.

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Without this oxide film, their corrosion resistance is only slightly better than other
engineering steels.

104. What is the material of the fuel valve needle and body?

Needle: high speed steel Body:

case hardened steel

105. What is the material of the chain and its tightener arrangement?

High tensile steels

106. Quote some important clearances in the rudder system

Jumping clearance: 6mm

Clearance at raphson slide mechanism: 16~19mm
Propeller drop: 1mm/160mm diameter of the tail shaft
Pintle clearance: 1.1mm~3.3mm

107. What are the usual pressures to which the boilers are tested?

New boilers, if > 6.9bar working pressure, 1.5xdesign pressure If < 6.9bar
working pressure, 2.0xdesign pressure
After major repair, 1.25~1.5x working pressure, duration of the testing: 30Min.

108. Explain the purpose of the hunting gear

 a. To put the pump on stroke gradually
b. To stop the pump at the end of the stroke gradually
c. To lock the rudder at desired position till further movement is given at helm
d. To transmit movement of telemotor to pump
e. Spring in the hunting gear store extra control movement to ensure that the pump operates at the
maximum capacity for major part of the turning operation

109. Differentiate between the terms priming and foaming with reference to their occurrence in a steam
boiler

Both refer to the carry over of water into the steam outlet. Priming is due to the mechanical/physical
aspects and the foaming refers to certain insouble/solubles in the boiler water, which by the
principle of increased surface tension cause priming.
The various reasons for priming:

a. High water level in the boiler

b. Rapid changes in the steam demand
c. Safety valve lifting frequently due to its malfunction
d. Rough weather causing heavy rolling/pitching
e. Rapidly raising steam
f. High salinity of the boiler water
Foaming is the formation of unbroken chain of bubbles on the surface of boiler water. A common
cause of the same is the oil contamination.

110. Mention some important mechanical properties of

metals a. Elasticity:

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b. Hardness: Resistance to abrasion
c. Plasticity:
d. Toughness: Ability to absorb maximum energy before fracture
e. Ductility: Ability of the metals to deform plastically under tensile force
f. Stiffness: Ability to withstand deformation
g. Malleability: Ability of the materials to deform plastically under compressive force as in forging or
rolling
h. Resilience: Resist shock and impact
i. Brittleness: Tendency of the material towards brittle fracture. Brittle fracture is the failure of the
material without plastic deformation
j. Creep: Plastic flow under constant load application or heat
k. Weld ability:
l. Endurance: Ability to withstand alternating stresses
m. Cast ability:
n. Strength: Ability to withstand rupture

111. What is a tie rod bolt pinch screw? And what is its purpose?

Pinch screw is normally provided at the foot of the engine cylinder jacket to stop the tie rod from
vibrating during the normal service of the engine.
The pinch screw is fitted at the antinodal point of the tie rod to limit its transverse vibration amplitude,
thereby preventing its fracture due to vibrations. These can be arranged as a group of three screws
positioned equilaterally at the antinodal point. Each screw consists of a stud, which is hand tightened by
screwing the outer sleeve and held in place by a lock nut which is tightened to a torque specified by the
manufacturer.

112. What is the course of action after finding that a bottom end bolt is slackened?

a. Check the length of the bolt

b. Check whether it is within the limits
c. Check for cracks / surface finish. Check the threads
d. The tie rod can be rolled over a flat surface coated with Prussian blue. Any twists in the rod are
revealed by the Prussian blue lines on the tie rod which get adhered along the twisted plane
e. If found alright, tighten the bolt and check the remaining bolts

113. Define higher calorific value and the lower calorific value

[H2O formed by the hydrogen in the fuel oil cannot exist as water at the high temperatures in an internal
combustion engines. The water formed by the combination of hydrogen and oxygen absorb the heat from
the combustion and forms steam. Therefore, some amount of available energy is lost in converting water
into steam. This energy is not available to the engine.
Therefore, the calorific value of the fuel reduced by this amount presents the actual calorific value available
to the engine.] - This definition is given by reeds and I feel this has to be altered after looking into the
MANBW manual, which provides a graph to calculate the Lower calorific value based on the Specific Gravity
and Sulfur content.

Therefore, the amount of heat loss due to the inclusion of sulfur, which cannot be separated by
normal fuel oil treatment and its subsequent oxidation to SOx warrants the entire calorific value to include
correction for corresponding fuel content in a specific mass of fuel sample
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and the energy loss due to sulfur oxidation. Corrections should also include for ash & water content.
Therefore, to get the practical scenario two specific calorific values are mentioned Lower
calorific value and the higher calorific value.
Lower calorific value = higher calorific value – the energy loss in converting the mass of the [water into
steam] + sulfur to sulfur oxides + Loss of specific enthalpy due to ash content present in unit mass of fuel.

114. Explain gear pumps w.r.t the materials used and the clearances

Rotors and shafts are integrally forged of Nitraalloy steel.

Gears are case hardened, medium carbon steel. They are hardened all over and ground
finished after hardening
Casing and bearing housing are close grained grey cast iron
Shafts are supported by white metal bearing or roller bearings or bronze bushes on the free ends
Liquid being pumped is forced out after being carried around the gear teeth between the gear teeth
and the casing.
Backflow is limited by:

a. Minimizing the radial clearances between the teeth of the gears and the housing
b. Increasing the number of teeth
c. Optimizing the side tolerances /play

Gear pump suitable for operating up to 25bar and can achieve displacement volume of 0.35~1.0
liters/revolution
Clearances between the gear teeth and the housing are of the order 0.02~0.03mm

115. What are the advantages and disadvantages of resin chocks?

ADVANTAGES:
a. 100% contact on uneven surfaces
b. Cheaper to install as no hand fitting is required
c. Don‟t corrode and are resistant to most of the chemicals
d. As they achieve good contact, there is little chance of fretting, thus cheaper, shorter, non resilient
bolts can be used. These permit a reduction in the bolt tension by a factor of 4
e. Avoid vibrations
DISADVANTAGES:
a. Overstressing of the bolts causes the resin to shatter and break
b. Maximum temperature is limited to about 80°C

116. Explain the cavitation in the bearings

Vaporization due to oil pressure falling locally below vapor pressure causes bubbles in the oil, which
when goes to higher pressure region, collapses and shock wave is generated causing heavy
impingement. The causes:
a. High oil temperature
b. Low oil pressure
c. Vibration
d. Oil contamination

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117. What are the Nimonic and Stellite coatings?

These are considered to be the hardened materials by the process of metallic cementation Nimonic:
carbon, chromium, Titanium, Aluminium, Cobalt, Molybdenum, Iron, Nickel There could be other
constituents such as Manganese, copper, silicon

Stellite: They are alloys of Cobalt, and Chromium, with the addition of varying amounts of tungsten
and other elements
They are very resistant to corrosion and abrasion. Retain their hardness at a red heat Since they cannot
be forged, they must be cast direct to shape or deposited by welding

118. Why is an equalizing line provided in the refrigeration system?

It is used in the installations where a large drop in pressure occurs in the evaporator. In the expansion valve,
the pressure acting outside (top) of the bellow corresponds to the saturation pressure plus the degree of
superheat of the refrigerant leaving the evaporator. This pressure is trying to open the valve against the
spring force from below the diaphragm. The external equalizer connection has a saturation pressure of the
refrigerant leaving evaporator, to act below the diaphragm. Therefore the saturation pressure from the
external equalizer connection balances the saturation pressure of the sensing bulb leaving only the
pressure due to degree of super heat only to oppose the spring force. Therefore, this degree of superheat is
supposed to open the expansion valve.
By this method, we are getting a control over only the degree of superheat of the refrigerant leaving the
evaporator coil. This is important to ensure proper utilization of the refrigerant and that no liquid
refrigerant reaches the suction of the compressor.
119. What are the reasons for short cycling of a refrigerant compressor?

a. Refrigerant charge is too low

b. Frosting or clogging of the evaporator
c. Dirty suction strainer
d. Low pressure control differential too small
e. Wrongly adjusted capacity regulator
f. Refrigerant vapor in the liquid line
g. Too much cooling water
h. TEV faulty
i. Too high compressor capacity

120. What is viscosity? Differentiate between the kinematic viscosity and the dynamic viscosity

Defined as the resistance of fluids to change of shape, being due to the internal molecular friction of
molecule with molecule of the fluid producing the frictional drag effect. Absolute (Dynamic) viscosity is
numerically equal to the force to shear a plane of fluid
surface of area of a unit square meter, over another plane surface at the rate of one meter per sec,
when the distance between the surfaces is one meter.
Kinematic viscosity is the ratio of the absolute viscosity to the density at the temperature of viscosity
measurement.
Viscosity index is a numerical value which measures the ability of the oil to resist the change in
viscosity with the change in temperature. A high viscosity index shows a good resistance to the change
in viscosity with change in temperature.

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121. What is an Otto cycle or the constant volume cycle?

This is the constant volume cycle. Although no actual engine cycle operates strictly following this
ideal cycle, the analysis of this cycle provides a tool for comparison of performances of actual
engines under different operating conditions.
The most important noted difference between this ideal cycle and the normal cycle is that this is a
non-flow cycle involving an ideal gas whereas the actual cycle is a flow process and the gases are real.
This cycle is explained as follows:
At the beginning of the process the cylinder is assumed to be full with a charge of fresh air. The air is
γ
compressed isentropically following the law PV = constant. Heat is then added to the same mass of air at
constant volume. This point represents the maximum pressure and temperature in the cycle. From here the
air is expanded isentropically to the initial volume and then the heat is rejected at the constant volume.

122. What is a Diesel cycle?

This thermodynamic cycle is first analyzed by Rudolph Diesel. This is a slight variation of the above
constant volume cycle, the difference being that the heat addition in the cycle takes place at constant
pressure. The other processes during compression, expansion, and heat rejection remain same as with
the constant volume cycle.

123. What actions do you take incase of an EGB Soot fire?

The oxygen levels in the EG Boiler/Economizer is about 14~16%, so this can support
combustion.
The nature of combustible deposits include soot from the combustion of fuel in the plant as well as some
amount of unburnt oil (fuel and lube oil), particularly at low loads.
Ignition of soot may arise at sufficient high temperature of the layer of the soot whose surface
temperature may go up to 300~400˚C, but presence of unburnt oil may lower this temperature to
about 150˚C and under favorable conditions to about 120˚C.

SMALL SOOT FIRES: Mainly occurs during maneuvering with the engine being operated at prolonged low
loads. The situation may arise even at short low load running if the fuel is bad. Indications:
a. High economizer exhaust gas outlet temperature
b. Sparks from the funnel
c. Engine running parameters showing deviations due to increased exhaust back pressure
d. High steam pressure or outlet temperature from the super heater section if fitted

How to deal with this situation:

a. Stop the main engine so that the oxygen levels can be brought well below the fire sustenance
levels
b. Carry out the boundary cooling
c. Fire watch to be kept on deck due to the risk of the funnel sparks, fire hoses to be kept charged
d. Continue running the circulating water pump
e. Never use the soot blowers for fire fighting
f. Stop the auxiliary blowers
g. Ensure that all the exhaust valves are positively closed (check the spring air pressure)
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If the soot fire has now turned into metal fire (identified immediately by the loss of the circulating
water of the economizer), stop the circulating water pump. Carry out the boundary cooling.
If means are provided, deluging the economizer fires with copious amounts of water should be carried out
to the seat of the fire. This is essential because, if lesser amount of water used the fire is additionally
supported by the production of steam sourcing hydrogen for the situation to get worse.

Hydrogen fire: Occurs because of dissociation of water (steam) into hydrogen and oxygen or carbon in
connection with carbon monoxide and hydrogen
This occurs only above 1000˚C

Iron fire: Oxidation of the iron at high temperature occurs at a rate sufficiently high to make the amount of
hest release from the reactions sustain the process. These reactions may take place at a temperature in
excess of 1100˚C

124. How do you identify the symptoms of a crank case explosion? What action would you take to
minimize the hazard?

a. Engine noise
b. Oil mist detector alarm
c. High bearing temperature (alarm if fitted)
d. In case of minor explosions the crank case relief door releases the pressure

ACTION:
a. Slow down the engine, inform the bridge
b. Take permission from the bridge for stopping the engine
c. Continue running the engine lube oil pumps
d. In severe cases, it is prudent to open the engine room skylights and other vents and abandoning
the engine room. The doors from the engine room to the accommodation should be kept shut.
Return to the engine room only after carrying out risk assessment
e. Turn the engine by turning gear with the indicator cock opened to prevent seizure of the hot spots
f. Stay clear of the crank case specially in the region of the relief door to the turbocharger
suction
g. Don‟t open the crank case door until sufficient time has elapsed

125. What are the various IG plant alarms and trips?

ALARMS:
a. O2 content high
b. Scrubber tower water level low
c. Deck seal water level high
d. Deck seal water level low
e. IG pressure low
f. IG pressure high
g. IG temperature high
h. Boiler uptake soot level high (Ringlemann)
TRIPS:
a. Scrubber tower water level high
b. Venturi water pressure low
c. Low IG cool sea water pressure

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Scrubber cool sea water pump abnormal stop Power
failure
Incorrect mode of the boiler (mode set to NAV, GF.. etc) IG
temperature high high (more than alarm level)
IG blower abnormal stop
Deck seal water low flow
IG deck main extreme high pressure

126. Reciprocating pump is getting over heated, what checks should be carried out?

a. Inlet and outlet valves are to be examined

b. Inspect the seat and lapping should be done if required
c. Valve lift should be checked
d. Inspect piston and piston rings
e. Spring (valves should be checked for tension and springing action)
f. Liner wear down should be checked
g. Driving belt should be checked for wear down or damage

127. Explain the various rudder inspections and testing in the dry dock

a. Visual examination of the rudder plating for cracks and distortion

b. Air plugs and drain plugs are to be opened in the presence of the class surveyor, repair
superintendent and chief officer. Water draining out indicates a breached rudder and the
breach to be located by air pressure testing and applying soap solution, repairs to be planned
c. Check the rudder drop in the steering gear compartment (trammel gauge)
 d. Check the pintle clearances, jumping bar clearance and the palm coupling bolts tightness to
be checked
e. Check the rudder stock for corrosion, erosion and any damage
f. The inspection plates in the way of the upper, the lower pintle to be cut open, and the pintle nuts
checked for proper securing. Later the plates to be welded and tested.
g. Hydraulic test the rudder for a static head of about 2.45m of sea water
h. After draining and re oiling the internals, plug the drain and check the effectiveness by a vacuum
check and cement the plug
i. The rudder stock gland packing has to be checked and renewed

128. What is caustic cracking or embrittlement? What is its cause? Suggest remedy

This is a form of intercrystalline/intergrannular cracking and occurs when a specific corrodent and sufficient
tensile stress exists. Iron consists of ferritic granules bonded by iron carbide so this gives a scope of the
intergrannular corrosion. This can be found in water tubes, super heater, reheat tubes, and in stressed
components of the water drum. The stress may be due to thermal, bending or residual stress (due to
welding). This usually occurs as a localized attack in the combination of NaOH, some soluble silica and a
tensile stress. The mechanism begins with the accumulation of the corrodent NaOH due to –
143. DNB (departure from nucleate boiling)
144. Deposition
145. Evaporation at the water line
146. Small leakage
147. High heat flux (rapid evaporation)
148. High pressure

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This corrosion below 149˚C or with NaOH concentration below 5% is rare. Increased susceptibility occurs
at about 20~40%. This corrosion is difficult to identify in the beginning and ND testing has to be carried
out at the suspected areas. At some time after the initial start of the corrosion, this manifests as a
whitish highly alkaline deposits or sparkling magnetite.

COUNTER MEASURES:
a. Applying heat treatment process to relieve stresses after fabrication/repairs (welding etc)
b. Correct and accurate boiler water treatment
c. Avoid DNB
d. Avoid accumulation of the deposits
e. Prevent leakage of corrodents
f. Prevent carryover
g. Use of rifling in the water tubes

129. A shell & tube type cooler tubes are leaking, what is the procedure to rectify the leaks?

Before jumping to any conclusions it is prudent to check where the leaks are from. It could be from the
breach on the tube (a hole etc) or from the origination of small gaps between the tube plate and the
expanded portion of the tube. The procedure should to be based on the findings.
A holed tube should be plugged from both the sides; the plugs can be of cork, wood, rubber, brass, or copper
as supplied by the manufacturer. Care should be taken when plugging with the metal plugs, not to damage
the tube plate.
If the leaks are from the gaps between the tube plate and the tubes, slight flaring of the tube may help
preventing the leaks however this flaring, if excessive will damage the tube plate and also the tube itself.
Alternative methods are available by carrying out surface preparation and applying metal repair putty, like
Devcon‟s brush able ceramic repair putty.

In the above process, if the plugging of the tubes is about 10% the tubes have to be renewed.

130. Explain a tube renewal process

To remove the tube, first remove the flare on the tube by chiseling off the flare flush with the tube plate and
then split the tube taking care not to damage the tube plate. The tube can then be cut by a tube cutter to
drop the tube inside the shell. Fitting of a new tube is carried out by first positioning the tube in place
between the end tube plates and flaring to the correct amount by a flaring tool after fixing the other end by a
brass wedge. It could by either hand operated, pneumatic or motor operated. The tube should have a
protruding part about 1/4”~1/8” and the flaring should be to about 1/8” + tube diameter at the tip.

131. What is a phosphate reserve? Why is it important in high-pressure boilers?

A reserve of phosphate should be present in the boiler water to neutralize any hardness salts, which may
enter. These salts would deposit as a scale on the heating surface if reserve were too low while, too high a
reserve leads to foaming and possible excess production of sludge. It also gives alkalinity.
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3CaCO3 + 2Na3PO4 ---- Ca3 (PO4)2 + Na2CO3

3CaSO4 + 2Na3PO4 ---- Ca3 (PO4)2 + Na2SO4

3CaCl2 + 2Na3PO4 ---- Ca3 (PO4)2 + 6NaCl

MgSO4 + 2Na3PO4 ---- Mg (PO4)2 + 3Na2SO4

Precipitates as Sludge

At high pressure and temperature, reaction from left to right will be more. Therefore, it is very important in
high pressure boilers to keep the reserve level up to required concentration to avoid excessive caustic
alkalinity and thus caustic cracking.

Na2CO3 + H2O --- 2NaOH + CO2

In high pressure boilers where there is a risk of caustic concentration and subsequent caustic attack it
is common to apply a coordinated or congruent phosphate control programme. These control methods
are based on the hydrolysis of tri-sodium phosphate (TSP) and disodium Phosphate (DSP) in the boiler
water.

Na3PO4 + H2O ----- Na2HPO4 + NaOH

Na2HPO4 + NaOH ---- Na3PO4 + H2O

The objective is to maintain a desirable pH without the presence of free OH alkalinity. The desired conditions
are obtained by maintaining the relationship of the pH to phosphate concentration in the boiler water at less
than that of the equivalent stochiometric solution of
Na3PO4 (<3:1). This is achieved by the equilibrium reaction above. The congruent phosphate approach
utilizes mixtures of TSP and DSP to further ensure the absence of free OH alkalinity and usually run with a
Na:PO4 ratio of <2.8.

132. What is the routine anchor windlass maintenance?

a. Brake drum should be free of oil, grease and other deposits. The brake drum should be cleaned
periodically with a solvent prescribed by the maker
b. The brake drum and the disk should be checked for wearing out or damage
c. Gear oil should be checked for contaminants and level
d. The direction of tensioning should correspond to the correct operation of the brake. As the
reverse direction for tensioning would render the brake ineffective, check should be carried out to
ensure the same
e. Brake test of the windlass is to be carried out to the pressure mentioned by the maker on the jack
tool. If necessary, the spring tension adjusted. It should be done in guidance of the instructions
and in the tensioning direction. The number of turns on the drum should also be checked and
should be same as to the makers quote
f. The securing device of the tension spring adjust should be checked periodically for any tamper

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g. Anchor windlass testing should be carried out to check the efficiency of the windlass. The windlass
should raise the anchor with chain from 82.5m to 27.5m at a mean speed of 9m/min
h. The foundation of the windlass should be checked
i. Other routines of the prime mover should also be carried out like for the windlass electric motor
or the hydraulic motor as the case may be

133. What are the cylinder lube oil properties?

a. SAE 50 or higher range oils

b. TBN about 70 for heavy oil burning engines with sulfur content of about 3%
c. Ability to burn completely and leave no deposits
d. Good detergency
e. Good load bearing property
f. Good spread ability
g. Incompressibility for accurate metering and timing the injection
h. High flash point

134. What is a pressure-vacuum valve and why can’t it be used to vent the cargo vapors during loading?

PV valve is designed to compensate for the variations in the tank pressure conditions due to variation of
temperatures and the vapor quantity. A drop towards vacuum condition because of condensation of steam
will also be handled by this valve. Usual set point of the valve is about +700mmHg and -350mmHg on the
vacuum side.
This valve cannot cope up with the requirements of cargo loading, as its capacity of pressure
venting is small. Moreover it is not designed for this purpose.
The valves displace a weight that vents the tank in case of an overpressure or vacuum condition. The
valves are fitted with velocity vents that make sure that the inert gas is ejected out of the tank with
such a velocity that it clears the deck sufficiently rendering the deck surface safe.

135. What is a high velocity vent?

Tank vapors can be sent clear of the deck in case of excess pressure or during cargo loading operation by a
high velocity vent. The usual construction of such a valve is incorporated in a mast riser, which is a long
tower for safely venting the excess pressure of the inert gas in the tanks to the atmosphere. The control is
affected through a valve. The height of the mast riser is arranged to vent outside the hazardous zone,
generally 9m or more. The valve consists of a variable moving orifice held by a counter weight to seal
around the batten of a fixed cone. Pressure build up in the tank causes the moving orifice to lift. The small
gap between the orifice lip and the fixed cone gives high velocity. The escaping gases are made to pass
through a flame arrestor and a flame screen. The valve has a cover that is normally closed during sailing.

136. Air bottle maintenance and inspection

a. Regularly drain the bottle of water and oil

b. Regular inspection to ensure that the internal condition of the bottle is good
c. Check for corrosion both externally and internally
d. Inside coating, COPAL varnish condition to be checked to ensure that it is unbroken and no
peeling is taking place
e. Welding seam to be checked, carry out dye-penetrant test at suspected areas

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f. The tell tale hole between the lap welding seams of the doubler plate / ring to be checked for
leaks in service to ensure that the internal welding is intact
g. Face of the man hole is to be checked for pitting marks
h. Drain should be clear
i. All points of high stress and corrosion are to be thoroughly checked viz. welds, supports
braces, the bottom of the bottle where water/oil is collected. Pay attention to the zone of
water line.
j. Check for leaks at the mounted valve glands/flanges, carry out inspection of the valve face and seat
for wire drawing effect
k. A timing check with the air bottle completely charged and isolated will give a good idea of the
intactness of the pressure vessel
l. The safety/relief valve setting to be inspected as per the class requirement
m. Regularly check the alarms and monitoring equipment for proper functioning

137. Explain the air bottle entry procedure

a. Inspection is to be carried out when the receiver capacity is not required for maneuvering
b. Receiver properly isolated, depressurized and notice pasted
c. The internal pressure is to be checked by the pressure gauge and by opening the drain valve
d. Open the manhole door carefully and ventilate the air bottle
e. Obtain an enclosed space permit and comply with it
f. Ventilation is to be maintained during the entire time of enclosed space entry

138. What action should be taken in case of corrosion/wasting observed on air bottle?

MINOR: clean the site of corrosion, observe the varnish manufacturer instructions for surface
finishing prior applying the coat. Apply new coat of the varnish.
MAJOR: The site has to be cleaned and revarnished as above. The air bottle has to be derated.
Incase of excessive the entire bottle has to be replaced. The derating
procedure should be carried out as follows:
a. The extent of the derating is determined by the class surveyor to a value which ensures the safe
limit of the hoop stress at this reduced thickness of the shell plating
b. The derating should not violate the starting air requirements for consecutive starts of the main
propulsion engine
c. The setting of the safety/relief valve, should be set not exceeding 10% of the maximum
working pressure after derating
d. The cut in and cut out pressure switches for compressor automation should be
readjusted
For these reasons the air pressure vessels on board ship are fabricated to allow for derating in future still
complying with the consecutive start requirements of the propulsion engine

139. What is a PV breaker? Why is it fitted?

This is a U tube manometer filled with an ethylene glycol solution (as a measure against freezing). The
height of the manometer is manipulated such that the pressure on either side may displace the solution,
into tanks incase of vacuum inside cargo tanks and outside on to the deck incase of over pressurization
inside cargo tanks. Usual set values of PV breaker are +1800mmHg on high pressure and -700mmHg on
vacuum side.
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Pressure-Vacuum breaker is fitted to the IG main line on the deck to protect cargo tanks from
the following:
a. Abnormal rise of pressure in the cargo tanks which occurs when cargo is loaded with specified rate
and that all gas outlets are closed
b. Abnormal drop of pressure in cargo tanks which occurs when cargo is unloaded with the rated
capacity of the cargo pumps and the inert gas blower fails
c. Abnormal rise or drop of pressure in cargo tanks which occurs, when the breather valves fails to
operate properly for the fluctuation of the pressure in cargo tanks, due to variation in
atmospheric and sea water temperatures, altering the vapor pressure inside tanks

140. What is the routine maintenance, checks on the PV breaker?

CHECKS:
a. Check the seal liquid periodically and replenish the liquid in case
• Liquid levels of inner and outer pipes do not coincide
• “0” points of inner and outer pipes do not coincide when the pressure inside the cargo
tanks is atmospheric pressure
b. Clean the flame screen in the cover at the top when the ships makes a dock-
in CHECKING PROCEDURE:

a. Checking the liquid level of the inner pipe (open the vent cock located at most top of the gauge,
close the upper gauge cock and open the lower gauge cock) this is also termed as “bigger range”
b. Checking the liquid level of the outer pipe (close the vent cock, open the upper gauge cock also open
the lower gauge cock) this is also termed as “smaller range”
Two distinct scales are provided for the liquid gauge one “higher” and other “lower” the respective
readings (as in „a‟ and „b‟) should match numerically
MAINTENANCE & INSPECTION IN DRYDOCK:
Disconnect and remove top cover with attached internal stand pipe. Disconnect and remove Flame Arrestor
Assembly. Remove flame screen. Thoroughly clean internal of flame arrestor. Renew flame screen with
shipyard supplied equivalent type mesh. Drain breaker liquid, thoroughly clean internal breaker body, and
stand pipe. Apply two coats of shipyard supplied tar epoxy by hand brushing to all internal surfaces. Level
gauges, cocks and protective housing to be removed and transported to workshop for cleaning and
overhaul. Dismantle sight glass tubes and cocks for overhauling and cleaning. Upon completion, re-
assemble and re-install onboard with new shipyard supplied approved type jointings, studs, and nuts. Prove
filling and level cocks clear and free. Disconnect and remove PV Breaker valve. Dismantle and clean
surfaces. Lap valve and disc. Set valve to +0.21kg/cm2 and 0.07kg/cm2 in the presence of the attending
superintendent. Record and submit calibration of valve settings. Close on completion with new shipyard
supplied approved type jointings and sealing compound and bolts and nuts.

141. Explain the mounting arrangement of boiler feet

The alignment of boiler should incorporate provisions for thermal expansion at the boiler feet (saddles)
when the boiler is in hot operating condition. Expansion may be in the order of 10mm. Assuming a
four-point support; one foot will be bolted down hard to the foundation, while the other three feet will be
bolted down so as to permit the feet to slide.
Holes for the fixed bolts will be reamed in place. The foundation bolts in way of the sliding feet must be accurately
located with respect to the elongated holes in the boiler feet to enable the feet to slide clear of the bolts. The pipe
sleeves prevent the bolts from tightening down on the sliding feet. A brass liner or a lubricant such as molybdenum
disulfide is

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normally used to facilitate the sliding action. In some cases, the pipe sleeves are not used. Instead,
the bolts are tightened only slightly so that the boiler foot can slide.
FIXED FOOT
BOLT

ELONGATED
HOLE IN
BOILER FEET

SLIDING FEET
OUTLINE OF
BOILER
 Lock Nut

Boiler Feet

Steel Liner

Foundation Bolt
Interference body bolt or fitted bolt

FIXED FOOT

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142. What is a fitted bolt?

The answer lies above. This is a closely fitted bolt. The holes are initially drilled to undersize and are
reamed in the assembling place before the bolts are tightened in place. Accuracy is required in the
machining. These bolts could be of two types one having a slight taper of about 1:100 on diameter and
the other having a large taper of about 1:15 on diameter. However, the holes in either case are reamed in
final place.
Some times an oversized bolt is stretched hydraulically reducing the bolt diameter. When tightened down
and the hydraulic pressure is released the final exact fit in the bolt hole is achieved, like a pilgrim nut on
coupling shafts.
These bolts find place in engine / boiler mountings, coupling shafts etc. and form a rigid fixture. On main
engine mounting these are situated aft of the engine in the way of thrust block. The foundation bolts
towards the fore end (either side of the engine „P‟ „S‟) are generally simple foundation bolts which are
not fitted bolts. This system of foundation bolts offers the rigid seating with provision for thermal
expansion towards fore end.

149. What is the material of main steam piping and explain how it is supported?

Main steam piping is usually made of seamless low alloy steel. Where temperatures are above 455˚C,
the most widely used alloy contains 0.5% molybdenum, 1.25% chromium. Gaskets between the
flanges are made of thin stainless steel strips spiral wound with insulating filler between successive
layers.
There are three types of supporting to carry the weight of main steam piping.
a. Rod hangers
b. Variable spring hangers
c. Constant force spring hangers
Horizontal sway braces are often used to resist dynamic forces applied to the piping due to rolling and
pitching or due to vibrations transmitted to pipe anchor points. Sway braces could be of the turnbuckle-rod
type, the preloaded spring type or the hydraulically damped type. At fixed anchor points, the pipe anchor
brackets are separated from the anchor foundation by insulating material to reduce the heat transfer from
the steam piping to the hull structure.

144. Soon after complete overhauling a generator engine, its lube oil consumption increases. What checks
do you carry out in this regard?

a. Check that the lube oil system valves are set back to normal, and that the concerned valves are
correctly holding
 b. Verify dip stick bottom for any blockage which can give erroneous results

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c. Check for normal operation of the purifier
d. Ensure that the piston scraper ring is set correctly, if this ring is boxed back upside down, the oil
scraping action of the ring is lost and uncontrolled lube oil enters the combustion chamber. This
presents a significant oil loss
e. Ensure that the cylinder head valves are correctly boxed back. Misalignment of the valve spindle
with their guide also causes lube oil to enter the combustion chamber causing oil loss

145. Generator lube oil sump level increases, what are the checks you would carry out?

a. Check that the generator lube oil systems valves are correctly positioned and that the sump filling
valve is holding
b. Ask the personnel for if they have carried out any transfers just before, related to the sump oil of the
generator
c. Check the purifier for correct operation and that no water is being discharged with the purified oil
d. Change over the generator concerned, isolate it and check the sump for any contamination like
water. Basing on the findings further inspections can be carried out, like checking the cylinder liner
jacket cooling water sealing O-ring etc.,

146. How do you prepare a boiler for survey?

Before a survey, the boiler must be prepared. The preparation process involves:
I. Water side preparation prior entry into the steam drum for internal inspection
II. Gas side preparation for external tubes inspection also the refractory condition can be inspected
III. Electrical isolation

Electrical side isolation:

The power supply to the boiler control panel should be isolated. The power supply breakers for the FD fan;
burner pilot fuel oil pump should be switched off and caution tags put.
Gas side/Exhaust side:
a. If the boiler is an exhaust gas boiler, then the main engine should be isolated from starting
positively. The composite boiler should be isolated on the fuel side in addition by manual
isolation of the fuel line by a shut off valve and isolating the power of the boiler control panel.
b. Oil fired boiler should be isolated on the fuel side by a manual shut off valve and isolating the
power of the boiler control panel
Waterside isolation:
a. The boiler should be taken out of service. With the boiler shut, isolate the boiler on
fuel/exhaust side electrical side and water side by isolating valves, power supply breakers as
the case may be
b. Empty the boiler of water by blowing down, after allowing sufficient time for the boiler to cool
gradually to prevent excessive thermal shock
c. When blowing down to sea, open the overboard valve first then the boiler valve to be opened
gradually. The nearing completion of the blowing down operation can be felt by falling noise,
pressure. At this point, care must be taken not to let the cold seawater into the boiler. Start closing
the boiler blow down valve when the boiler pressure is low enough, and when it is down to the
desired value, the valve must be closed down tightly and the ships side cock closed. This is to be
done to keep out the seawater ingress positively even though the valves are usually of non-return
type.

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d. Allow the boiler to cool down further and loose all its pressure, and when the boiler
pressure is at atmospheric pressure open the air cock and gauge glass drains to ensure
the pressure is atmospheric inside the boiler
e. Either the top door or the bottom door can be opened at this stage but not both, while
removing bottom door care must be taken against any hot water if present can cause injury to
the personnel near it

After the boiler has sufficiently cooled the access points can be opened, the spaces well
ventilated, enclosed space entry/steam drum entry procedures should be followed. The
fire/exhaust side should be cleaned after initial examination
a. Open access doors in way of the uptake and front and rear walls and the burner register and
all hand holes
b. Hydro-jet all soot deposits on tubes. Allow for collection and disposal of fresh water
c. Mop up the fireside to dry. Neutralizing chemical can be added in order to avoid corrosion.
Heating lamps can be used to dry out the furnace
d. Scrape hard deposits on all generating and water wall tubes, sweep and remove all carbon, soot
and debris on the furnace floor

The waterside requires a similar approach for cleaning

 a. Remove for access to steam drum and water drum manholes and headers
b. Allow for header blanks for water side survey
c. Remove all steam baffle plates in the steam drum
d. Hydro-jet cleaning of the internals of drums and tubes may be required to remove mill scale and
sediments

147. What are oxygen scavengers?

Oxygen scavengers are chemical compounds, which are added to the boiler feed water to eliminate
oxygen residuals and to assist in the passivation of metal surfaces.
There are a number of these chemicals available, and a selection is a function of the amount of
oxygen present, risk, feed system design, economics and any particular limitations required by the
process using the steam.
Some widely used oxygen scavengers are:
a. Sodium sulfite (Na2SO3)
Method of dosage: Dose the feed water continuously to maintain a desired concentration.
Where corrosion in the feed system is experienced, it is used as a catalyzed form of sodium
sulfite. The catalyst (usually a salt of cobalt) is to speed up the following reaction, so that this is
complete before the water gets into the
boiler. How is O2 Scavenged? : 2Na2SO3 + O2 --------- 2Na2SO4 Limitations: The speed of the
reaction is influenced by the pH of the feed water which should be between 8.0~9.5. Sodium
sulfite adds some solids to the feed water, so it should not be overdosed or applied to the cold
feed water. Otherwise, this may lead to increased blow down requirement.
Sodium sulfite can be used in the boilers of pressures up to 62 bars. Above these pressures,
decomposition products such as H2S and SO2 can affect steam purity
b. Hydrazine (N2H4)
Method of dosage: Liquid hydrazine is injected at the earliest possible point in the feed water
system.
How is O2 Scavenged? : N2H4 + O2 -------- N2 + 2H2O
Limitations: Excess hydrazine should be controlled to avoid an undue rise in the ammonia level in
the steam; there is a danger of copper corrosion in the condensing plant. (Ammonia is produced by
the decomposition of excess of hydrazine can provide a suitable alkaline condition in the steam
and in the condensate system,

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3N2H4 -------- 4NH3 + N2). Hydrazine is not permitted in the systems where steam is in
contact with the foodstuffs.
c. Carbohydrazide (Eliminox) (N2H3)2CO)
Carbohydrazide is a combined form of hydrazine. It is superior in performance and is designed to
minimize exposure to hydrazine vapors during handling. Carbohydrazide
reaction products will add no dissolved solids to water. This can be used as an oxygen
o o
scavenger and a metal passivator at both high (230 C) and low (60 C) temperatures.
Carbohydrazide can be applied to boilers up to 170 bars.
How is O2 Scavenged? : (N2H3)2CO + 2O2 -------- 2N2 + 3H2O + CO2 Limitations: in boiler,
Carbohydrazide decomposes to hydrazine as one of the products, so it cannot be used in systems
where the steam is used for humidification. (FDA rules)
d. Tannins
Certain alkaline tannin solutions have good oxygen absorbing capability. A 6ppm of certain
tannins extracts can remove 1ppm of oxygen at a pH of 12. The oxygen scavenging efficiency is
better than that of sodium sulfite.
e. Erythorbic Acid (Sur-Gard) (R1-C(OH)=C(OH)-R2)
This is an effective oxygen scavenger and a metal passivator. This is the only non- volatile
scavenger, which can be used for spray attemperation. This does not add measurable solids to
the boiler water; is non-volatile and will not hamper the steam purity. Erythorbic acid can be used
in boilers up to 122 bars. This is considered as a safe substance by FDA.
How is O2 Scavenged? : R1-C(OH)=C(OH)-R2 + ½O2 -------- R1-(C=O)2-R2 +
H2O Limitations: Ammonia is produced in the boiler as a by-product. This is not recommended for
use for boiler lay-up. Good corrosion control requires a high boiler water pH value since the
magnetite film is at its most stable condition when the pH is 10.5~11.5.

147. What are the various control actions?

The basic controller actions can be grouped as

a. Two position or on-off controllers
b. Proportional controllers: It is also called corresponding control. The corrective action of controller,
C, bears a constant ratio to the error θ = ± (Measured Value – Desired Value), Thus C = -Kθ (where
K= constant of proportionality)
c. Integral controllers: It is also called the reset action control. The rate of change of corrective
action is proportional to the error. Mathematically, dC/dt = -Kθ or
C= -K∫θdt + k (where K= constant of proportionality, k= constant of integration, C= control action)
d. Derivative controllers: It is also called the rate action control. The amount of corrective action is
proportional to the rate of change of error. It is never used alone and is always used in conjunction
with the integral and or proportional controllers. As with a constant error, the control action being
derivate becomes zero. C = -K dθ/dt, (K= constant, C= control action)
e. Proportional-plus-Integral controllers
f. Proportional-plus-Derivative controllers
g. Proportional-plus-Integral-pus-Derivative controllers
148. How is the chain drive of a main engine inspected?
Chain inspection is to be carried out as follows:

a. Make a general inspection for loose screws and bolts

b. Inspect lube oil pipes for damage, and check oil jet nozzles for possible stoppages or deformations

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c. Examine the rubber track of the guideways for cracks or other damage, replace the guideway bits
if they have started to be plucked out of the rubber stack
d. Check the teeth of the chain wheels. If abnormal wear is found, take a measurement by placing a
straight edge over the wear edges and measure the length of the wear along the straight edge and
the gap between the straight edge and the wear trough
e. Check the chains for cracks on possibly defective rollers and side plates
f. Check that for each chain link, chain rollers can run freely and that the chain links can freely move on
the pin and bushing
g. Check the chain wear by measuring the length of 10 chain links and compare the result with
the value in the data provided by the maker. If the parameter shows abnormality then adjust
the chain tightener

149. Explain the procedure of chain tightening

[Courtesy MANBW]

a. Loosen the nuts A, B, C and D to free the chain

tightener bolt
b. Turn the engine so that the slack part of the chain is
on the same side as the tightener wheel. If balance
weights are mounted, turn the engine so that the
weights hang vertically downwards
c. With the balance weights in this position, tighten
the nut B on the chain tightener bolt until there is a
clearance of 0.1mm between
the shaft and the nut. then tighten the nut B to a
o
tightening angle of about 720
d. Tighten the nut C hard against the contact face of the shaft. Tighten the nut D, lock nuts A and B
with the tab washer
e. Measure the distance X, if the chain is worn (i.e. X>165mm) repeat the procedure from „a‟, but
o
tighten the nut B only to a reduced tightening angle 600 .
f. If the distance exceeds the maximum distance 265mm, find and eliminate the cause of this
abnormal chain elongation, like a defective chain, damaged chain wheels or bearings etc.,
repeat the procedure from „a‟.
g. Repeated tightening of the chain will gradually alter the cam angle in relation to the crankshaft. It
is therefore necessary to readjust the camshaft to its initial angular

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o
position after the lead angle has been increased by 2 . The camshaft is adjusted by turning
both halves at the coupling joint with the chain wheel

150. Why is a copper gasket annealed?

The essential qualities of a copper gasket are softness and toughness (provision for cold working without
fracture). In its place the copper gasket is subjected to considerable mechanical stress, resulting from
elastic strains internally balanced. These elastic strains are due to jamming of dislocations, which occurred
during cold deformation (during service). If this cold worked gasket is heated to a sufficiently high
temperature the total energy available to the distorted regions will make possible the movement of atoms
into positions of equilibrium so that the elastic strains diminish and the locked-up energy associated with
them „escapes‟. Tensile strength and hardness will fall to approximately their original values and capacity
for cold work will have returned.

151. What is the difference between a safety valve and a relief valve?

A safety valve is a pressure relief valve actuated by inlet static pressure and characterized by rapid
opening or pop action.
A relief valve is a pressure-relieving valve actuated by inlet static pressure and opens in proportion
to the increase in pressure over the opening pressure.
The terms „safety‟ and „relief‟ are synonymous; the safety valve is generally applied to valves protecting any
vessel, which could explode and endanger life whereas the relief valve is more appropriate to the valve
protecting system containing non-expansible liquid a burst causing no violent explosion.
Another notable difference between these valves is that the vent of a safety valve is led to a

„safe‟ place (harmless to the working personnel) whereas a relief valve vents just outside the valve.

152. What are the parameters of a lube oil analysis?

The parameters of a two stroke, heavy fuel oil engine circulating/system lube oil are
a. Specific gravity: Range 0.90~0.98. This is used for identification of the oil. Limits: 5% of initial value
b. Viscosity: Viscosity increases with oxidation, contamination with cylinder oil, heavy fuel or water.
Diesel fuel contamination decreases viscosity. Limits: Max 40%, Min - 15% of initial value
c. Flash point: Gives an indication of possible dilution with diesel oil. Limits: Minimum: 180˚C
d. TAN (total acid number): Expresses the total content of organic and inorganic acids in the oil.
Organic acids are due to oxidation products. TAN = SAN + weak acid number. Limits: TAN 2
e. SAN (strong acid number): This expresses the amount of inorganic acids in the lube oil.
Inorganic acids are usually sulfuric acid from the combustion chamber or hydrochloric acid
arising from seawater. This will be stated. SAN makes lube oil corrosive (especially together
with water) and should be zero. Limits: SAN = 0
f. Alkalinity/TBN (total base number): Gives the alkalinity levels in the lube oil containing
acid neutralizing additives. Limits: High = 100%, Low = -30% of initial value
g. Water: Could be fresh water or sea water, will be stated. Limits: Fresh water: 0.2% (0.5% for short
period), saline water: Traces
h. Conradsen carbon: Residue from incomplete combustion, or cracked lubricating and cylinder oil.
Limits: Max 3%

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i. Ash: May be used to indicate the amount of additives in the lube oil. It can also consist of
wear particles, sand and rust. It should always be evaluated by comparison with the ash
content of the unused oil. Limits: Max 2%
j. Insolubles: Stated as pentane/heptane and benzene insolubles. Equal parts of the oil sample are
diluted with benzene and normal pentane or heptane. As oxidized oil (lacquer and varnish like
constituents) is only soluble in benzene, and not in pentane or heptane, the difference in the
amount of insolubles is indicative of the degree of oil oxidation. Benzene insolubles are the solid
contaminants. Limits: Pentane insolubles Max 2%, Benzene insolubles Max 1%

Apart from the primary parameters as stated above, the insolubles are usually stated as
percentage/ppm of individual constituents such as Vanadium, Sodium, Aluminium, Iron, Silicon, Tin
etc., which shows the engine wear and tear empirically.

153. Explain hot gas defrosting in a/c fridge system

Reducing v/v
     Evaporator
Re-evaporator  
Sensing Line

Suction solenoid v/v

Drain Expansion v/v

D rain

From other Evaporators

Hot Gas Solenoid v/v

Liquid Solenoid v/v

A/C Com pressor

Electric Motor
Condenser

Defrosting Circuit To Other Evaporators

Two kinds of hot gas defrosting systems by pass line are shown here.
A by pass line hot gas defrosting system as above. This can be carried out for one evaporator
coil when others are in use.
Below is another type of hot gas defrosting system which is also called reverse cycle defrosting
system and is used when all the evaporator coils have to be defrosted.

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Evaporator

Defrost circuit

Drain

Check v/v

Expansion v/v

  Four
Electric Motor way v/v

A/C Compressor
 

Reservoir
Condenser

Check v/v

Expansion v/v

154. What is the difference between coagulation and coalescing?

A Coalescer filter element consists of some pre-filter for particulate removal followed by compressed
inorganic fiber coalescing unit in which water is collected into larger globules Coalescing action is
relatively complex and simply it can be said to be due to the molecular attraction between the water
droplets and the inorganic fibers is greater than that between the oil and the fibers. When the water
globules are large, enough they will move with the stream out of the coalescing unit.
Coagulation is the process of agglomeration of smaller particles into larger particle due to
intermolecular attraction between similar molecules in preference

155. Why do we carry out boiler water treatment?

The objects of boiler water treatment are:

a. Prevention of scale formation and feed system by
i. Using distilled water
ii. Precipitating all scale forming salts into the form of a non-adherent sludge
b. Prevention of corrosion in the boiler and feed system by maintaining the boiler water in an alkaline
condition and free from dissolved gases
c. Control of the sludge formation and prevention of carry over with the steam
d. Prevention of entry into the boiler of foreign matter such as oil, waste, mill-scale, iron oxides,
copper particles, sand, weld spatter, etc., by careful use of oil heating arrangements (close
watch on the drains), effective pre-commission cleaning and maintaining the steam and
condensate systems in a non-corrosive condition

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156. How do you indent a drill bit?

a. Order the drills in consultation with the personnel routinely working with the tools
b. Take the inventory of the drills, estimate the consumption of each drill, analyze to ensure that
excess inventory is not kept
 d. Regarding the technical specifications follow the instructions as per the ordering book viz.
IMPA/ISSA
e. Some aspects should be looked into before arriving at a conclusion, these are:
a. Material of the tool and the intended nature of its work, like for light or heavy duties
b. Industry specification like DIN, JIS, BIS etc.,
b. Length of the drill, normal or extra length
c. Cutting angle, standard angles are 118 & 135 degrees
d. Nature of twist, right handed, left handed, spiral etc.,
e. The shank shape, tapered, straight or „S‟ cut
f. Number of flutes
g. Drills and counter sinks
h. Reputation of the company and cost
i. Any previous experience with the company‟s tools
Most commonly used drills on board are jobber drills (drills without a shank, which are gripped in
the vice) for light duty, tapered shank drills for medium to heavy duty

157. What checks do you make if a compressor trips on low lube oil pressure?

Incase of reciprocating compressor

a. Direction of rotation, in case the motor is overhauled or some maintenance carried on the motor
b. Suction filter should be cleaned
c. Check the pressure switch
d. Inspect the lube oil pump
e. Check if any lube oil pipe is holed
f. Check for excessive foaming
Incase of rotary compressor,
a. Check whether the lube oil pump is rotating with the compressor
b. Check the condition of vanes and the elliptical casing for scoring damage
c. Check the compressor is free to turn, no seizure of rotor, no wear on the vanes and the casing

158. What are the reasons of piston seizure in a reciprocating air compressor?

a. Failure of lubrication
b. Failure of cooling water
c. Valve part broken and fell into the chamber
d. Piston ring breakage

159. What are the instructions you would give to the watchkeepers regarding boiler?

a. Check the water level by gauge glass

b. Keep an eye on the steam pressure
c. Watch the flame pattern
d. Check the vicinity of the oil burning equipment for any traces of oil

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e. Maintain the hot well temperature about 85C
f. Check the hot well level and maintain it
g. Atomizing steam pressure should be monitored
h. Fuel oil pressure, temperature, the fuel oil pump its suction pressure
i. Amperage drawn by the related motors like FD fan

160. What is the procedure of conrod removal from a main engine?

[Courtesy MANBW]

a. Turn the engine to BDC.

Dismount the nuts from the
crosshead bearing studs
b. Mount the shackles in the top
of the crankcase in the lifting
brackets, in the athwart ship
direction, and suspend two
tackles
c. Turn the crank to TDC. Dismount
the crankpin bearing cap, and
remove the bearing cap from the
engine

d. Mount the four supports for

guides shoes on the
crosshead guides, turn the
crank towards the camshaft
side, until the guide shoes
rest on the supports. Adjust
the supports brackets to the
guide so that the weight of
the crosshead is evenly
distributed on the four
supports
 e. Mount the lifting
attachments for securing the
connecting rod on the head of the
connecting rod. Fasten tackles to the
lifting brackets A and B on the box wall,
and attach the tackle hooks to the
mentioned lifting attachments on the
connecting rod head. Haul the tackles
tight. Also mount a lifting attachment
on the lower end of the conrod, on the
exhaust side
f. Turn the crankthrow carefully towards
BDC while following with the tackles,
thus continuously supporting the
connecting rod. The crosshead now
rests on the

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four supports. Turn the crankthrow to 90˚ before BDC

g. Shift tackle B from the lifting attachment on one side of the

connecting rod to the lifting attachment on the other side.
Dismount the lifting attachment on the camshaft side of the
connecting rod. Attach a tackle to the lifting bracket C on
the frame box wall box and connect the tackle hook to the
lifting attachment on the lower end of the connecting rod.
Mount the wire guide on the doorframe. Turn the crankthrow
towards TDC while following with the tackles thus
continuously supporting and guiding the connecting rod
towards the doorway
h. Attach a tackle to the gallery-mounted lifting bracket E, and
hook on to the lifting attachment on the connecting rod. Shift
tackle A from the lifting attachment on the head of the
connecting rod to the lifting attachment on the head of the
connecting rod to the lifting attachment at the bottom of the
connecting rod. Turn the crank upwards while following with
tackles A, B, C and E, guiding the
head of the connecting rod out of the doorway. Shift the
tackles from one lifting attachment to the other as necessary
i. Mount a strap around the connecting rod and suspend the
connecting rod from the engine room crane. Shift tackle B,
from the lifting attachment on the head of the connecting
rod to the lifting attachment at the bottom of the connecting
rod. Remove tackles A and E. continue turning upwards till
about 30˚ after TDC while following with the tackles and the
engine room crane
j. Shift tackle from lifting bracket C to A. lift the connecting
rod out of the engine, using the tackles and the engine
room crane. Remove the tackles by means of the engine
room crane.

161. What is the importance of starting air overlap? What should be the minimum number of cylinders for
a two-stroke engine for air starting? What is the corresponding number for four-stroke engine?

Some overlap of the timing of starting air valves must be provided so that one cylinder air- start v/v opens
as another closes. It is essential that there is no angular position of the engine crankshaft with insufficient
air turning moment to give a positive air start. The usual minimum overlap provided is 15˚. Starting air is
admitted in the working stroke of the engine and the period of opening is governed by
a. The firing interval of the engine = No. of degrees in engine cycle/No. of cylinders
b. The valves must close before the exhaust commences. It is dangerous and a waste blowing air to
exhaust manifold.
c. The cylinder starting air valve should open after TDC to give a positive turning
moment in the correct direction.
The minimum number of cylinders for a two stroke engines is FOUR and that for a four stroke engine
it is SIX.

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This can be concluded as follows:
For a two-stroke engine the air starting valve timing is
Air on 15˚ATDC, Air off 50˚BBDC (exhaust opens at about 40˚BBDC) therefore a net starting angle of
115˚. At the end of this angle of a unit in power stroke, another unit of the engine should be 15˚ATDC in the
power stroke, for continuity of starting. For this to happen, the maximum possible crank angle difference can
be 115˚ between units.
A two-stroke engine has a complete cycle angle of 360˚, therefore the minimum number of units ≥
(360˚/115˚) = 3.13….
Minimum possible number of units in a two-stroke engine is therefore FOUR.
Similar approach to four-stroke engines gives the following inference.

Air on 15˚ATDC, Air off 40˚BBDC (exhaust valve opens at 30˚BBDC) therefore a net starting angle of 125˚.
Therefore, maximum possible crank angle difference between units is 125˚. A four-stroke engine has a
complete cycle of 720˚
Therefore, the minimum number of units in a four-stroke engine ≥ (720˚/125˚) = 5.76 Minimum
possible number of units in a four-stroke engine is therefore SIX

162. Show how the requirement of carbon dioxide in a ship’s installation is calculated. How is the
number of bottles required calculated?

Regulation stipulates the requirements of CO2 onboard ships as follows

a. For cargo space, 30% of gross volume of largest cargo space
b. CO2 of sufficient amount to give minimum value of free gas equal to larger of following
volumes
I. 40% of gross volume of largest machinery space excluding casing
II. 35% of gross volume of largest machinery space protected including casing Regulation also
states that, for machinery space, piping arrangement should be such that 85% of the gas can be
discharged into the space protected including the casing with in
2min. The following information about CO2 is important
Volume of free CO2 should be taken as 0.56m3/Kg (inverse of density)
CO2 content in a bottle is 45.4Kg (standard)
Water capacity of the bottle = 65.1 liters (standard)
For example, consider a ship in which
a. Engine room gross volume (to upper deck) = 4658m3
b. Engine room gross volume to top casing = 5358m3
c. Volume of the largest cargo hold = 6849m3
Calculation of the CO2 cylinder required as per the regulations for the volume of the air reservoir =
375m3
Therefore, for engine room the CO2 bottle requirement is calculated as For
gross volume excluding casing,
(4658+375)*0.4/ (45.4x0.56) = 80 cylinders
For gross volume of engine room including casing,
(5358+375)*0.35/ (45.4*0.56) = 79 cylinders
For cargo hold, requirement is calculated as
(6849*0.30)/(45.4*0.56) = 81 cylinders

The requirement is the largest of the above values, which is 81 cylinders

163. What is a compensating ring in a boiler?

If any hole drilled in the boiler shell exceeds the value 2.5t + 75mm, where t = thickness of boiler shell, the
vessel should be compensated for the loss of strength (due to lost material) by a stiffening ring around the
hole (circumferentially). This is called a compensating ring.

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164. What is BOD?

In sewage system, the effectiveness of the biological treatment of raw sewage is measured by
BOD, biochemical oxygen demand.
In a biological sewage treatment plant certain bacteria feeds on the raw sewage aerobically there by
rendering the sewage harmless and with reduced suspended solids. After complete treatment the bacteria
has no or little action.
Therefore, by measuring, the amount of oxygen consumed from a sample of treated sewage the activity of
these aerobic bacteria and hence the completeness of the treatment can be estimated.
In actual check, 1Litre of the sample is collected in a measuring container and stored at about 20˚C in
water, which is well oxygenated and in a container and the amount of oxygen consumed in a period of five
days is measured and is expressed in mg/L or ppm as BOD.

165. What is the difference between a filter and a strainer?

A filter is a fine mesh insert in the pipeline of a fluid for the prime purpose of filtration. It is normally
positioned in the discharge line before the utility (equipment) or in the return line in some hydraulic systems.
The usual size of the mesh is mentioned in microns, which is the smallest particle that can be filtered by the
filter.
A strainer is a coarse mesh inserted usually in the pump suction. It is positioned for the prime purpose of
safeguarding pumps from ingress of heavy debris. In addition, this strainer helps in preventing chocking of
the pipeline in the upstream especially near sharp bends or narrow passages like coolers. Its objective is
not filtration. It is usually mentioned as „mesh‟ and is the size of the holes of the mesh.
166. What is principle of viscotherm?

The principle of viscotherm is that a drop in pressure of a fluid of laminar flow, across a tube is
directly proportional to its viscosity.
In a viscotherm, a sample of the fuel is pumped at a constant rate through a fine capillary tube. As the
flow through the tube is laminar, pressure drop across the tube is proportional to its viscosity. Tapping
points are provided to enable the pressure difference to be measured by means of a differential pressure
gauge. The gauge is calibrated directly in terms of viscosity. A differential pressure transmitter provides
an analogue of viscosity to a pneumatic controller, which regulates the supply of fuel heating.

167. What is a bore relief in a bearing?

The bearing sliding surface is machined at the mating faces of the upper and the lower shells to create
bore reliefs. Their main objective is to compensate for the misalignments, which could result in a
protruding edge (step) of the lower shell‟s mating face to that of the upper shell. Such a protruding edge
can act as an oil scraper and cause oil starvation

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168. What is microbial infestation of lube oil? What are its causes, effects?
Suggest remedies.

Microbial infestation of lube oil is the undesirable growth of bacteria, yeasts and/or moulds in the oil.
Infestation of the oil can be due to contaminated seawater, hydrocarbon source already
onboard or due to poor housekeeping practices.
The problems are like tank washing with contaminated seawater, water ingress from leaks of seals (as in a
stern tube, CPP etc.,), leaking cooling water, microbe infested fuel oil contamination, onboard contamination
due badly maintained or stagnant tanks (long lay off), bilge water etc.,
The effects of such microbial infestation can be

a. Slimy appearance of the oil; the slime tends to cling to the crankcase doors
b. Rust films
c. Honey-colored films on the journals, later associated with corrosion pitting
d. Black stains on white metal bearings, pins and journals
e. Brown or grey/black deposits on metallic parts
f. Corrosion of the purifier bowl and newly machined surface
g. Sludge accumulation in crankcase and excessive sludge at the purifier discharge
h. Paint stripping in the crankcase
i. Additive depletion
j. Rancid or sulfitic smells
k. Increase in oil acidity or sudden loss of alkalinity. (BN)
l. Stable water content in the oil, which is not resolved by the purifier
m. Filter plugging in heavy weather
n. Persistent demulsification problems
o. Reduction of heat transfer in coolers
To counter the problems of the microbial infestation, it is necessary to take steps to prevent such
infestation.
The microbial infestation is not possible without the presence of water. Some water in the oil in inevitable
due to leaks, condensation, etc., so it is necessary to constantly purify the oil. Tanks should be provided with
drain cocks at the bottom most part to regularly drain the tank of water. The tanks should be designed to
prevent any pockets where the flow is minimal or stagnant. The oil should be stored outside the 15~35˚C
range. This temperature zone is very conducive for bacterial growth. Preferably, the tank should be kept at a
higher temperature to facilitate sterilization. Lube oils have a maximum risk of infestation in the
water-cooled pistons engine. Therefore, care must be taken not to allow any scope for water leakage from
the cooling system and the coolers should be kept leak free.
Once the oil is infested, it is necessary to kill the bacteria by physical, chemical or other means.
PHYSICAL MEANS:

a. Settling: microbes settle the as they have a higher specific gravity ([Link]. 1.05)
b. Centrifuges: they can be separated by centrifuging
c. Filtration: microbes can be filtered by suitably staging filters
d. Heat: This is a function of both temperature and time at that temperature. A temperature of over 70'C
for 20 minutes is effective in killing the microbes. However
this is difficult to achieve at the plate surfaces and it may be necessary to sterilize the tank first say
by the use of steam lances before filling with oil for heat treatment
CHEMICAL MEANS:
Killing microbes using microbes is easy and effective, however the selection of chemicals appropriate for the
system application and should be done with care. Such things as compatibility and hazards should be taken
into account. However, if the infestation is acute,

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higher concentration of dosage of the chemical is required. This may render the oil unusable and
has to be discharged to shore facilities.
Other means of combating the microbes are available like
a. Irradiation (UV Rays, Gamma Rays or X Rays)
b. By ultrasonic treatment of the infested oil
c. Using microwaves
d. Continuous pasteurization of the infested oil and heat control

169. What are the properties of gear oil?

Properties required for gear case oil:

a. High viscosity. This gives high film strength to prevent metal-to-metal contact. Also a adhesive of
the film to the metal is required to counter the sliding and centrifugal force
b. It should prevent corrosion
c. It should have high specific heat to be a good coolant
d. High viscosity index
e. Antifoaming
f. Sound damping with good cushioning property to prevent pitting on the gear teeth faces
g. Oil should be suitable for elasto-hydrodynamic lubrication

170. What is Osmosis? What is Osmotic head?

Osmosis describes the process whereby a fluid will pass from a more dense to a less dense solution
through a semi-permeable membrane. It is very important to the water absorption processes of plants.
Reverse Osmosis is a process, which uses a semi permeable membrane that retains both salt and
impurities from seawater while allowing water molecules to pass.
Filtration of up to 90% is possible thus making the produced water unsuitable for boiler feed without further
conditioning. Improved quality is possible using a two or more pass system.

The fig. shows an experiment to show the effect of Osmosis

(Osmotic head). When the jar is immersed in the concentrated
solution the liquid inside jar increases due to diffusion of liquid from
the concentrated solution to the clean water inside the jar, which is
reflected as an increase in the water column. This increment in the
water column is the Osmotic head.

171. What are Detergency and Dispersancy properties of lube oil?

Detergency of lube oil is the property of the lubricant to keep engine parts clean. In motor oil formulations,
the most commonly used detergents are metallic soaps, usually of calcium (metalloid-organic
compounds) with a reserve of basicity to neutralize acids formed during combustion.
Dispersancy of lube oil is the property of the lubricant to keep solid contaminants in a colloidal
suspension, preventing sludge and varnish deposits on engine parts. Usually the additives used to
impart this property are nonmetallic ("achless"), and used in combination with detergents.

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172. Why are air compressors and diesel generator engines not provided with crankcase oil mist
detectors?

Crankcase oil mist monitoring for engine protection are to be provided when:
a. When arrangements are provided to override the automatic stop for excessive reduction of
lubricating oil supply or pressure
b. Power rating is 2250 Kw or more
c. Having cylinders of more than 300mm bore
Air compressors and generator engines in a ship usually do not meet any of the above
criteria and hence are not provided with crankcase oil mist detectors.

173. What is the purpose of steam traps?

Steam traps are automatic valves that release condensed steam (condensate) from a steam space
while preventing the loss of live steam. They also remove air and non- condensable gases from the
steam space. Steam traps are designed to maintain steam energy efficiency by performing specific
tasks such as maintaining heat for process. Once steam has transferred its energy, it becomes hot
water and is removed by the trap from the steam side as condensate and either returned to the boiler
via condensate return lines or discharged to atmosphere (a wasteful practice).

174. What is the importance of ‘Lip clearance’ in a boiler safety valve?

The boiler safety valves make use

of a special shaped valve seat and a
lip on the valve which gives
increased lift against the increasing
downward force of the spring. The
action is as shown above. And this
lip value is of importance and
should be checked during
inspection. Damage to this region
can lead to malfunctioning of the
valve.

175. What are the reasons for a lot of deposits in the scavenge space of a marine engine?

The usual reasons for a lot deposits in the scavenge space of a marine engine are
a. Chocking of the scavenge drains
b. Blow-by due to broken or sticking piston rings
c. Excessive liner wear
d. Faulty injection due to altered timing, bad fuel or incorrect atomization
e. Blow back of exhaust due to increased exhaust back pressure
f. Leaking piston stuffing box
g. Excessive cylinder liner lubrication

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176. How does a leaky piston manifests as in an indicator diagram?

As shown above the loss of intactness of the combustion chamber due to leakages, increased volume or
fouling causes the compression pressure and peak pressure to drop.

177. What is the thermal efficiency of the main engine?

Thermal efficiency of a plant = Heat energy converted to work/Heat input In a main

engine heat input = (Fuel consumed x Calorific Value x reference time) Heat energy
converted to work = Brake power x Reference time

178. What is composition of thin shell bearings?

Thin shell bearings are broadly of

a. Tin based White Metal: Tin-based white metal is an alloy with minimum 88% tin (Sn), the rest of the
alloy composition is antimony (Sb), copper (Cu), cadmium (Cd) and small amounts of other
elements that are added to improve the fineness of the grain structure and homogeneity during the
solidification process.
b. Tin-Aluminium (AlSn40): Tin aluminium is a composition of aluminium (Al) and tin (Sn) where
the tin is trapped in a 3-dimensional mesh of aluminium. AlSn40 is a composition with 40% tin.

179. How do you operate the main engine after a Turbocharger breakdown?

Some points are to be taken into consideration for engine operation with turbocharger out of operation:

a. Air supply for amount of fuel injected

 b. Adequate flow path of the exhaust gas produced
c. Cooling of the turbocharger casing, rotor or bearings
d. Isolation of air/gas/lubricating spaces in the event of no sealing air available
e. Securing damaged parts

The method of turbocharger isolation may be done in a number of ways depending on the nature of
damage.
Bypass arrangement: Turbocharger is bypassed of exhaust gases by a suitable bypass pipe. Turbine inlet and
outlet are isolated by fitting blanks and by pass pipe is fitted to give a

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suitable gas path. The compressor side also requires isolation to prevent loss of scavenge air due to back
flow from the receiver. Cooling water and lubricating oil systems may also require isolation if casing and or
seal is damaged.
Rotor removal: If the rotor is damaged it should be removed for repairs. The openings of the casings
should be blanked to prevent internal and external leaks of exhaust gas or air. Cooling of the casing should
be effected as exhaust gases still pass through the casing. Locking of rotor: If requirement of propulsion is
of concern and time is limited, rotor is locked into position by attaching the appropriate fixtures provided
by the maker. An orifice plate should be inserted on the compressor side to allow a controlled amount of
scavenge air to effect cooling. Cooling water to the casing should also be continued since exhaust gases
pass through the casing. Isolation of the lubrication system may be necessary due to lack of sealing air.
LIMITATIONS OF OPERATION:
The limits of engine load depend on the actual configuration of the system and how many turbochargers
remain in operation.
A broad consideration of the following points should be made:
a. The actual operating temperatures should be taken into account and limits should not be exceeded
b. Condition of the exhaust should be monitored to ensure acceptable combustion inside the cylinder
c. Allowance should be given for rate of change of air supply during acceleration of the engine
d. Remaining turbochargers should be also monitored for abnormal operation due to altered gas
flow
e. Auxiliary air supply should be provided where possible, but this may be effected by remaining
turbochargers in operation
Internal water leaks: In the event of a holed water jacket it is possible to operate the turbocharger as
an air cooled unit by supplying compressed air as the coolant after isolating the water supply.
Attention must be paid to the operating temperatures of the casing, and bearings especially turbine
end.
Four stroke engines with turbochargers out of service and no alternative air supply may be operated as a
naturally aspirated engine with suitable attention being paid to the operating temperatures
In any case the engine load is to be limited a value specified by the engine maker for the conditions of
operation and usually for a two-stroke engine its value is about 15%MCR

180. What is the procedure of plugging boiler of boiler tubes?

Procedure of plugging water tubes

a. Clean the face of leaky tube remove all the scales and dirt both in steam and water drum
b. Plug with brass plug, hammer tight and weld
c. Cover this tube on the furnace side with heat resisting material
Procedure of plugging smoke tubes
a. Brass plug with stud and tightened by nut at both the ends

181. What is the difference between a purifier and a clarifier?

Purifier Clarifier
A centrifuge for separation two liquids of A centrifuge for separation of solid particles
different densities from a liquid
Sealing water is added to a purifier to No sealing water is added
establish a seal

   
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Gravity disc needs to altered with the A smallest of the gravity discs provided,  
changing density of the liquid to be purified called a clarifier disc is fitted and requires no
   

  
alteration  

 
Interface is to be maintained and depends on Interface is not required but is established if  
 
process variables viz. density, flow, viscosity water is present and moves inwards  
or temperature
     
 
Water outlet is normally open Water outlet is normally closed by the  
clarifier ring
    
 
Provided water seal is maintained particle Provided no water, particle separation is  
separation is also good good
   
182. How do you detect a leakage in a bilge pump suction line?

With the main suction of the pump closed, start the pump with discharge open. Monitor the vacuum in the
pump suction, if the vacuum is maintained for sometime the pump is in good condition.
Proceed for checking the integrity of the suction lines as follows: With
the discharge of the pump opened for delivery,
a. Set the pump to draw bilge from each particular well closing other suction lines valves
b. Start the pump and note the build up of vacuum
c. Repeat the operation for all other suction lines individually, closing other remaining lines
Now conclusion can be drawn with above observations.
The pump does not achieve good vacuum for any well, in this case
The manifold intactness by opening the sea water valve on the suction side and check it for the
seawater leaking. Repair the line after identifying the location

Identify for the leaks on the suction lines for which the pump does not achieve good vacuum This can be
done by pressure testing the line by opening the seawater valve on the pump suction. The non-return valve
on the line has to be dismantled and the valve put back after removing the valve disc.
The sealings on the strainers have to be checked, like renewing gaskets.

183. How is an engine lube oil sample collected?

Sampling points for an engine lube oil are clearly mentioned by the maker of the engine. In any case, the
following points are to be adhered to
a. Sample of lube oil should be drawn from the inlet to the engine
b. Before collecting a sample some amount of oil is to be drained from the sampling point.
Later sufficient amount of oil should be collected into a clean container, decanted and
collected in a clean sampling bottle
c. Engine should be in operation as close as possible to the MCR for some time before collecting a
sample
d. The sampling container should be unused one specially produced for lube oil sampling
e. After collecting a sample in the bottle, it should be stored in a cool dry place to let the oil cool
down before securing it with cap/seal. This is essential to prevent slight condensation in the
bottle
f. The sample should be fully identified with the date, vessel name, running hours of the engine, lube oil
running hours, sampling point identification
g. Each time the sample should be drawn from the same point

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185. Explain onboard testing of lube oil

Some or all of the testing explained below is done onboard ship. 1. FLASH
POINT (Pensky Martin Apparatus)
This method determines the flash point of the lube oil sample in a closed cup. This gives the lowest
possible ignition point of the oil.
A portion of the lube oil sample is slowly heated at a constant rate, whilst continual stirring is
provided. A small flame is directed through an open shutter at regular temperature intervals,
with simultaneous interruption of stirring.
The flash point is the lowest point at which the application of the test flame causes the vapor above
the test point to ignite. For a new oil the flash point should be above 220˚C, and any reduction would
indicate fuel oil contamination.
2. BASE NUMBER
BN tester kits are provided onboard to determine the alkaline properties of the lube oil. These testers
use the chemical reaction of a reagent with the alkaline lube oil additive (calcium) to produce a pressure
rise. 10ml of oil is mixed with equal volume of a reagent. 10ml of another reactive reagent is placed in a
plastic cup, which is floated on top of the oil and reagent. The testing unit is sealed and thoroughly
mixed. The resultant pressure rise is directly read on an calibrated pressure gauge against base number.
3. KINEMATIC VISCOSITY
Onboard testing lube oil for viscosity is by the use of a comparative flow stick. This measures the
relative flow between two oils, usually a sample of the in-use lube oil is measured against a fresh
unused sample of the same grade of lube oil.
The flow stick is filled with 3ml of each oil in each reservoir, once both the oils are at the same
temperature, the flow stick is tilted to cause both oil grades to flow down the channels. Once the new
oil has reached the reference mark, the position of used oil in the channel is checked. The following
inferences can be drawn
a. If the used oil has a low viscosity, due to light fuel dilution. Then oil will have traveled
further down the channel than the new oil.
b. If the used oil has a higher viscosity, due to oxidation or heavy fuel oil
contamination it would not have traveled as far as the new oil.
4. DENSITY
This method uses hydrometer to test the sample oil density. It is important to keep the oil and the
hydrometer at the same temperature and maintained throughout the experiment.
5. WATER CONTENT
Onboard water content is tested by using a calcium carbide. The tested is carried out by mixing 5ml of
oil with 15ml of a petroleum reagent (paraffin, toluene). The two liquors are thoroughly mixed and then
a measured amount of reagent (calcium carbide) is placed on floating on the oil/reagent surface. The
test unit is sealed and thoroughly mixed to bring all liquids together. If water is present the carbide will
produce acetylene gas, and the resultant pressure rise will indicate the level of water contamination.
185. What is the material of a boiler valve?

Valve body: Cast Steel

Spindle, valve seat, valve disc and other parts: Monel Metal, Bronze or stainless steel

186. What will be the effect of water in fuel oil?

The effects of water content on fuel oil are

a. Loss of calorific value of the fuel oil
b. Corrosion in the lines, fuel pump (plunger/barrel), injectors

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c. Water in oil can lead to vapor lock in the line leading to fluctuating engine RPM, seizure of
fuel pumps
d. In case of seawater contamination, it would lead to high temperature corrosion in the exhaust
system
e. Results in increased cylinder liner wear
f. Cause increased fouling of the exhaust gas ways and turbocharger blades

187. What are actions you would take if a purifier starts overflowing?

Some or all of the following should be checked for in case the purifier overflowing:
a. Sealing water low
b. Excessive fuel back pressure
c. Low pressure, chocked water line (check the water filter)
d. Gravity disc oversized for the density of the fuel oil in question
e. Oil temperature high
f. Excessive sludge deposition inside the purifier bowl
g. Excessive feed rate
h. Sealing ring damaged (between the Bowl and Hood)
i. Check RPM and direction of rotation of bowl
j. Leaking three-way valve

188. How do you calculate the specific fuel oil consumption?

a. Take the fuel oil flow meter readings for a specific time interval usually for an hour
b. Calculate the volume (difference between the above readings)
c. Using the fuel oil sample test results provided by the shore facility, calculate the density of the
fuel oil at the temperature near the flow meter
d. Calculate the mass of the fuel consumed by multiplying the results in b and c
e. Calculate the shaft power of the engine during this interval of time, take an average value
f. Specific fuel consumption is calculated by mass of fuel consumed/[Link] power developed
by the engine in the time interval.
Express the result in the Units of specific fuel oil consumption: g/Kw-h

189. How do you calculate the shaft power of main engine? [Procedure for
MANBW Engines]
During an interval of time, 1Hour measure engine
a. Fuel index of each unit
b. Engine RPM
c. Scavenge Air temperature
d. Ambient air temperature (Engine Room Temp.)
e. Fuel oil preheating temperature
f. Obtain the specific gravity of the fuel oil at 15˚C, its sulfur content & Lower calorific value
g. Obtain the cylinder constant (engine data)

Calculate the average fuel pump index, Pθ = sum of all individual fuel index/total number of cylinders.
Corrected fuel index, Pθ‟ = average fuel index x K Where
K = Correction factor for fuel pump index

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= K1 X K2 X specific gravity of fuel @ 15˚C
An example of calculation is shown with the following data to calculate K, Hence Pθ‟
Lower calorific value of fuel: 9700Kcal/Kg, Specific Gravity @ 15˚C: 0.947, Preheated Temperature:
104˚C, Engine room temperature: 30˚C, Scavenge air temperature: 32˚C K1 = 0.953, K2 = 0.926
K = K1 x K2 x [Link]. @ 15˚C = 0.836. Hence Pθ‟ = Pθ x K

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Mean Effective Pressure Pe = Horizontal coordinate in the above graph

Brake Horse Power (BHP) = C x Pe x Ne

Where C = Cylinder coefficient = 8.811 for 6S60MC MANBW engine
Pe = Mean Effective Pressure
Ne = Engine RPM
OUT PUT OF THE ENGINE (Shaft Power in Kw) = BHP x 0.7355

190. What is P-Alkalinity and T-Alkalinity?

P-Alkalinity: phenolphthalein is less alkaline than hydroxides or carbonates, and when it is added to a
sample containing hydroxides and or carbonates it will first neutralize the hydroxides forming salts, it will
turn pink in color. The acid used after this coloration will first neutralize the hydroxides forming salts, it will
then react with the carbonate molecules present forming bicarbonate molecules. Bicarbonate molecules
are less alkaline than phenolphthalein, hence, the pink coloration disappears once all the hydroxides and
carbonates have been dealt with by the acid. One bicarbonate molecule is formed from two carbonate
molecules, hence in the test the quantity of acid used is a measure of the alkalinity due to the hydroxides
(caustic) present and half the carbonates.
T-Alkalinity: Methyl-orange indicator is less alkaline than phenolphthalein and bicarbonates. It can be used
initially in place of phenolphthalein or in continuation after the alkalinity to phenolphthalein test. If no
yellow coloration results when the methyl-orange is added to the alkalinity to phenolphthalein sample no
bicarbonates are present. Hence no carbonates are present. Therefore, the alkalinity as determined in the
alkalinity to phenolphthalein test has been due to hydroxides alone.

191. What is the difference between an over speed governor and a constant speed governor?

If within a governor, an over speed detection/actuation mechanism is provided to trip the engine in case of
over speeding and or rapid increase of speed then the governor is called an over speed governor. These
were the obsolete governors and commonly had fly or bob weights restrained by spring. When the engine
exceeds a predetermined speed, the weight moves out to strike some form of fuel cutoff.
Governors designed to maintain the engine speed at the set point are called constant speed governors.
These are also referred to as isochronous governors like the ones usually installed on COPT and main
engine.

192. What are the properties of steering gear lube oil?

a. Satisfactory flow properties

b. High viscosity index
c. Low compressibility
d. Good lubricating properties
e. Low vapor pressure
f. Compatibility with system materials
g. Chemical stability
h. Protection against corrosion
i. Rapid air-release and water separation
j. Good thermal conductivity
k. Fire resistance (desirable)

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193. What is the material of connecting rod bolt? What is the importance of elongation? What is the
nature of stresses in this component and why should these bolts be replaced after some time in
service?

The connecting rod bolt in service is subjected to:

a. A dynamic tension loading due to centrifugal force of the mass of connecting rod rotating
with the crank pin
b. A dynamic tension loading owing to inertial forces of the reciprocating mass of the piston which
is fluctuating with angular displacement of the crank and having the peak value at an instant of
360˚ after the firing TDC in a cycle of operation
c. A dynamic shear stress at the parting of the two halves of the bearing housing Dowel pins
with fitted bolts or serrations at the face or both are used to reduce shear loading on bolts and
possibility of fretting.
Bolts should be constructed of materials having high resilience and should not be stiffer w.r.t bearing
housing.
Pretension of the bolts should be regarded as the single most important factor which contributes towards
the fatigue life of the material of the bolt. Pretension must be kept high enough, so that the increase in
stress owing to dynamic loading remains within the range of stress already given by pretension.
Some routine checks on this part are (rejection criteria of the bolt)

a. Check for corrosion by acidic lube oil, discard if any present on shanks
b. Check the length of the bolt against a new or bolt tolerances. If longer, yielding of the material
should have taken place. Renew the bolt in this circumstance
c. Check for mechanical damage, especially on shanks
d. Check for fractures by NDT
e. Check the landing faces for uneven tightening
f. Discard the bolt when either designated life, over speed failure or piston seizure has occurred

194. What are the bunker specifications? What changes would you make in the event of a bad bunker?

THE INTERNATIONAL STANDARD

In 1982 the working group responsible for the development of the international standard issued a draft
proposal which became ISO 8217 Petroleum products – Fuels (Class F) – Specification of marine fuels.
Another draft proposal was issued at the same time which became ISO 8216 Petroleum products –
Fuels (Class F) – Classification Part 1 – Marine Fuels. In 1987 the first edition of the international
standard was published followed by the publication of BS MA 100 in 1989, which was identical to the
International Standard. The second edition of ISO 8217 was issued in 1996 and this is denoted as ISO
8217 : 1996.

Table 1 from ISO 8217

Limi Category ISO - F
     
Characteristic t DMX DMA DM DMC
       
        B  
Appearance Visual - -
3    
Density at 15°C, kg/m Max 890. 900 920.
 
    0 .0 0
2
Viscosity at 40°C, mm /s* Min 1.40 1.50 - -
  Max 5.50 6.00 11. 14.0
0
 Flash point, °C Min 43 60 60 60

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Pour Point (upper, °C)          
Winter quality Max - -6 0 0
Summer quality Max - 0 6 6
Cloud Point, °C Max -16 - - -
Sulfur, % (m/m) Max 1.0 1.5 2.0 2.0
Cetane Number Min 45 40 35 -
Carbon residue, (micro method,          
10% (v/v) Max 0.30 0.30 - -
Distillation bottoms), % (m/m)          
Carbon residue, (micro method, Max - - 0.3 2.50
10% (m/m) 0
       
Ash, % (m/m) Max 0.01 0.01 0.0 0.05
1
         
Sediment, % (m/m) Max - - 0.0 -
7
         
Total existent sediment, % (m/m) Max - - - 0.10
Water, % (v/v) Max - - 0.3 0.3
Vanadium, mg/kg Max - - - 100
Aluminium & silicon, mg/kg Max - - - 25
 * mm² / s = cst
Distillate Fuels
There are four grades of marine distillate fuels – DMX, DMA, DMB AND DMC. The
„DM‟ denotes „Distillate Marine‟ and the third letter distinguishes the different grades.

Grade DMX is a pure distillate used for emergency equipment external to the machinery space. Grade
DMA is the equivalent of a gas oil and is also a pure distillate. Grade DMB is equivalent of a clean
diesel, although it may contain some residue giving it a black color. This means that an appearance
test cannot be used on DMB as it is for grades DMX and DMA. Grade DMC relates to a blended diesel
oil which contains a residual component, normally up to 10 %

Viscosity
Grades DMX and DMA have a specified minimum viscosity to ensure the fuel has sufficient
lubricity.
Flash Point
The flash points for marine fuels is determined by the closed cup method corresponding to the opening of
a previously closed vessel. The minimum flash point is 60°C for all fuels within the machinery space of a
merchant ship classed for unrestricted service, as laid down by SOLAS national and classification
regulations. Grade DMX, used for emergency equipment external to the machinery space, must have a
flash point greater than 43°C. It should be noted in some countries gas oil and diesel oil are produced for
local land based market to a national specification. A minimum flash point is usually included in such a
specification, however, this value may be below that required by international legislation for normal
marine use.
Pour and Cloud Point
The pour point parameter specifies a winter and summer quality temperature. Normally vessels burning
DMA, DMB, and DMC do not have tank heating. Purchasers should ensure the pour point is suitable for
the equipment on board, particularly if a vessel is operating in both Northern and Southern hemispheres.
The cloud point is the temperature at which wax begins to crystallize from a clear distillate fuel. These
wax crystals will cause rapid filter blockage. This parameter is only applicable to

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grade DMX and is a technical limitation so that emergency equipment can start and operate at an
ambient temperature of –15°C.
Ignition Quality
The Cetane number is the measure of the ease of ignition of a distillate fuel determined by a special
engine test with a variable compression ratio. The higher the number the easier it is for fuel to ignite in the
engine.
The Cetane index is an empirical measure of ignition quality for distillate grades of fuel. This index is
calculated in a number of ways, such as from the mid-boiling point and density. Bear in mind, these
empirical equations do not take account of any cetane index improver which may have been added in
the manufacture of the fuel.
Sediment

The sediment test for the DMB is sediment by extraction which defines the insoluble residues remaining
after extraction of the fuel by toluene. For the blended diesel grade DMC, the sediment test specified is
the Total Existent Sediment. This is the combination of inorganic and hydrocarbon sediments existing in
fuel when delivered. This test is aimed at limiting the maximum amount of sludge present that could be
separated by the filters or centrifuges.
Catalyst Fines

In distillate fuels the elements vanadium and aluminium, plus silicon for grade DMC, relate to he
residual component of the blend.

RESIDUAL FUELS
From table 2, ISO 8217 : 1996, there are fifteen grades of residual fuel which are distinguished by three
letters and two numbers. The first two letters are common to all residual grades, „RM‟ denotes
„Residual Marine‟, and the third letter refers to the characteristic of the fuel. The two numbers are the
viscosity of the fuel at 100°C. Grade RMA relates to a residual fuel which normally does not require tank
heating because of the defined low pour point. Other residual grades require tank heating as they may
have a considerably higher pour point as defined in the specification.
ISO FUEL STANDARD 8217, 1ST REVISION 1996, FOR MARINE RESIDUAL FUELS

     
RMA RMB RMC RMD RME RMF RMG RMH RMK RMH RMK RML RMH RMK RML
CHARACTERISTIC UNITS LIMIT 10 10 10 15 25 25 35 35 35 45 45 45 55 55 55

                                   
DENSITY @ 15°C kg/m Max 975 981 981 985 991 991 991 991 1010 991 1010 - 991 1010 -
VISCOSITY @ 100°C mm2/SMax 10 10 10 15 25 25 35 35 35 45 45 45 55 55 55
APPROX VISC. @ 50°C * mm2/s 50 50 50 100 225 225 390 390 390 585 585 585 810 810 810
 
FLASH POINT °C Min 60 60 60 60 60 60 60 60 60 60 60 60 60 60 60
POUR POINT, WINTER °C MAX 0 24 24 30 30 30 30 30 30 30 30 30 30 30 30
POUR POINT, SUMMER °C Max 6 24 24 30 30 30 30 30 30 30 30 30 30 30 30
MCR %m/m Max 10 10 14 14 15 20 18 22 22 22 22 -- 22 22 --
ASH %m/m Max 0.1 0.1 0.1 0.1 0.1 0.15 0.15 0.2 0.2 0.2 0.2 0.2 0.2 0.2 0.2
WATER % V/V Max 0.5 0.5 0.5 0.8 1 1 1 1 1 1 1 1 1 1 1
SULFUR %m/m Max 3.5 3.5 3.5 4 5 5 5 5 5 5 5 5 5 5 5
VANADIUM mg/kg Max 150 150 300 350 200 500 300 600 600 600 600 600 600 600 600
ALUMINIUM & SILICON mg/kg Max 80 80 80 80 80 80 80 80 80 80 80 80 80 80 80
TOTAL SEDIMENT POT %m/m Max 0.1 0.1 0.1 0.1 0.1 0.1 0.1 0.1 0.1 0.1 0.1 0.1 0.1 0.1 0.1

Density
Grades RMA 10 to RMA 15 have a restricted density so as to give acceptable ignition quality characteristics
when empirically determined from either the Calculated Carbon Aromaticity

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Index (CCAI) or Calculated Ignition Index (CII). The density limit of 991 kg/m³ at 15°C is the technical
limit for the efficient removal of water by a centrifuge set up as a purifier operating with a water seal.
Three grades (RMK 35, 45, 55) have a density limit of 1010 kg/m³ which are suitable for vessels with fuel
treatment plant capable of receiving such densities. The two grades with no density limit (RML 45, 55)
are intended for machinery installations where the fuel treatment plant does not include centrifuges,
namely a steam ship.
Viscosity

The below table shows the approximate equivalent viscosities at 50°C to those shown in table 2. The
data in the below table.

cSt
Kinematic viscosity @ 10 15 25 35 45 55
100°C            
Kinematic viscosity @ 50 100 225 390 585 810
50°C            

Carbon residue
The carbon residue of a fuel depends on the refining processes used in the manufacture. Two grades have
no defined carbon residue or density limit (RML 45 and RML 55), a maximum of 22 per cent m / m applies
to Rmh, RMK, 35, 45, and 55, while a limit of 18 per cent m / m applies to RMG 25. The lower limits for
viscosity grades 10, 15 and 25 reflect the use of diluents to cut back heavy residual fuel to produce light
intermediate fuel.
Ash

In general there is a relationship between the specified ash level in a residual fuel and that for
vanadium. This is because vanadium is the major ash forming component in residual fuel.
Water
The specification limit for water in residual fuel is based on traditional limits. Excessive water
represents a loss of energy to the fuel purchaser, potential engine operational problems and
possible waste disposable problems.
Sulfur
Sulfur limits in residual fuel provides guidance to lubricant suppliers as to the level of alkalinity
required to neutralize corrosive compounds originating from the combustion of sulfur.
Vanadium
The level of vanadium in residual fuel depends on the source of crude oil and the refining process used in
manufacture. On a global basis this varies considerably, from 50-100mg / kg to over 500mg / kg, and the
specification differentiates between low and high vanadium fuels, such as RME 25 and RMF 25.
Catalyst Fines
The purpose of a control for aluminium and silicon is to limit the amount of catalyst fines delivered with
the fuel. Globally, the composition of catalyst fines varies considerably and can be controlled using
limits for aluminium and silicon, considered better than the historical method of just controlling the
level of aluminium.
Sediment
Total Sediment Potential (TSP) provides a measure of the stability of a fuel.

Following are the points to be looked at when using new bunker

a. Start consuming the fuel only after the fuel analysis report from a shore lab with
recommendations is available
b. Bunkers should be stored in the bunker tanks above the minimum transferable temperature
mentioned by the shore lab

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c. A watch should be kept on the line filters/strainers soon after changing over. Clean the filters and
ensure no excessive debris
d. Ensure that fuel oil transfer pump is in good operating condition
e. Monitor the purifier / clarifier operation and make adjustments if problems arise like considering
another gravity disc if the purifier starts overflowing
f. Make adjustments like decreasing purifier throughput, preheating temperatures or operating the
purifiers in parallel / series inline with the analysis report
g. Frequently drain the settling and service tanks to asses the amount of water in the fuel and take
further steps in line with the findings like increasing / decreasing desludging intervals
h. Monitor the line filters/strainers before pumps viz. purifier feed p/p, booster pump and
circulating pump
 i. Adjust the back flushing interval of the automatic fuel oil filter based on the findings
j. Adjust the viscotherm to attain the recommended viscosity prior engine inlet (altered
preheating temperature)
k. Adjust VIT/FQS if required
l. Cylinder lubrication, sometimes the scavenge air and JCFW out let temperatures may be
required to be altered if the sulfur content warrants the changes
m. Low load operation of the engine should be limited incase the fuel report shows high CCAI value
n. Exhaust gas economizer soot blowing & cleaning interval may have to be reduced if the
Conradsen number, CCAI, ash, water content is high. Boiler water circulating temperature should
be monitored so as to ensure that economizer operates above pinch point
o. Fuel injectors/exhaust valve overhaul intervals may also be altered basing on high ash,
sodium/vanadium, Conradsen number, asphaltenes and CCAI values
p. Soon after the engine is put to consume new bunkers take the performance of the engine with
draw cards to ensure good health of the engine. Further changes in fuel injection settings may
have to be effected if the indicator card diagrams show deviation

195. How do you select a gravity disc of a purifier?

Makers nomogram is an aid to select a tentative gravity disc in purification, when the density of
the oil at a temperature of 15˚C is known.
The hole diameter of the first gravity disc to be tried appears directly from the nomogram. However, in
practical operation the best result is obtained by using the gravity disc with the largest hole diameter that
will not cause a break of the liquid seal in the bowl or an emulsification in the water outlet.
The presence of seawater may demand the use of a gravity disc with larger hole than indicated in the
nomogram. (the nomogram is based on the properties of fresh water) The nomogram consists of two
graphs arranged in series, one consists of density of fuel at 15˚C Vs Separating temperature and the other
graph is divided into different zones of disc hole diameters against through put of the purifier.

196. Explain running direction interlock

Running direction interlock is provided to withhold the fuel supply during maneuvering if the running
direction of the engine is not coincident with the setting of the engine telegraph lever.
At the camshaft, forward end the shaft is coupled to the camshaft and carries round with it, due to the key,
a flanged bush and spring plates which cause an adjustable friction pressure axially due to the springs and
nut. This pressure acts on the coupling disc which

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rotates through an angular travel until the stop pin prevents further rotation. This causes angular rotation
of a fork lever and the re-positioning of a control valve plug in a new position within the sleeve. Oil
pressure from the reversing valve can only pass to the valve block valve (air) and unlock the air start lever
and the fuel control if the rotation of the direction interlock is correct. If the stop pin were to break, the
fork lever would swing to position M and the fuel supply would be blocked.

197. Explain capacity control in a refrigeration system

Automation provided to effect refrigerating compressor operation to meet to the varying refrigerating
load is called capacity control in a refrigeration system. The nature of automation is dependant on the
size, capacity of the refrigeration system.
Capacity control in refrigeration can be achieved by any of the following methods
a. On/off control: if the refrigeration load is absent, capacity control may be effected by cutting out
the compressor motor
b. Variable motor speed: during reduced load, capacity control may be effected by reducing the
throughput of the refrigerant by reducing compressor motor speed.
c. Cylinder unloading: during reduced load condition in a multi cylinder unit compressor,
capacity control may be effected by successively cutting in or out cylinders or cylinder
groups
d. Hot gas bypass: involves passing a portion of the discharge gas from the
compressor directly to the evaporator, bypassing the condenser
e. Hot gas injection to evaporator
f. Evaporator pressure control

198. Explain unloader of a refrigerating compressor, reciprocating type

Large reciprocating compressors are provided with an unloading system which enables the compressor to
start easily with no vapor pressure load in the cylinder, permitting the use of electric motors with low
starting torques. Unloading is effected by holding the suction valves open, or by opening a by pass valve
between the discharge and suction sides during starting. The unloading mechanism is actuated
hydraulically, mechanically or by solenoid valve.

199. What are the reasons for engine running on air but failing to run on fuel?

a. Fuel pump valves are leaking: valve cages leaking, dirt in fuel, governor gear jammed and
holding valves off seats, faces require grinding
b. Fuel system not properly primed: water in fuel, air left in system, leaky valves, priming
connections left open
c. Fuel oil supply restricted: suction strainers dirty, gravity tank empty, vacuum in gravity tank,
valve in suction line not fully open
d. Fuel injection pressure too low: spill valve jammed, priming valves left open
 e. Rotational speed on air too low: starting air pressure too low, starting air restricted, cylinder head
valve leaking, tight bearings
f. Compression pressure too low: piston rings leaking, indicator cocks open, cylinder head valve
leaking
g. Timing of fuel pumps incorrect: fuel pump plungers not functioning properly(spring return type),
incorrect spill valve timing
h. Speed governor jammed: inertial weight jammed, trip pawl not engaging, connecting
mechanism not properly adjusted

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200. What are the lube oil properties of a diesel generator engine?

a. Dispersivity or capacity to the cold parts of an engine clean

b. Detergency or capacity to keep hot parts of an engine clean
c. Thermal strength or capacity to withstand temperature changes
d. Anti-oxidant or capacity to resist the action of oxygen
e. Anti-wear or capacity to contain wear
f. Anti-scuffing or capacity to preserve oil film even in the presence of high pressures
g. Alkalinity reserve or capacity to neutralize acids formed during combustion or other sources
thereby preventing corrosive wear
h. Demulsibility or capacity to separate contaminants
i. Resistance to hydrolysis or capacity to withstand the action of water which can affect additives
j. Pump ability
k. Centrifugibility and filterability or capacity to separate insoluble elements
l. Anti-rust, corrosive and anti-foam are just some of the other properties required

201. Explain a torsion meter on a main engine shafting. How is engine power calculated from the
torsion meter?

Torsion meter is an instrument provided on the engine shafting to measure the torque
developed by the engine.
Torsion meter uses the principle that when a torque is applied to a shaft an angular twist θ is produced
which is dependant on the shaft material torsional rigidity. It is given by
T/r = Gθ/L where r= radius of the shaft, G= torsional rigidity, L= reference length of the shaft.
Where radius, length, and material of the shaft are constant, θ is directly proportional to the angular
twist.
A modern instrument is a contact less all electric instrument. It is as described below:

It based on the magnetic stress sensitivity principle, some ferromagnetic materials reluctance is less
along the plane of stress than across it. Magnetic fields are induced in a shaft; the distortion of these
fields gives an indication of the torque being transmitted. It consists of three rings fitted on to the shaft
each of which carries four electromagnetic poles. The centre ring acts as a transformer primary with two
outer rings acting as secondary coils arranged at a phase of 45˚ to the primary but are in line with each
other.
Poles for inducing currents in the shaft coils are held in a stator frame so that there exists no contact
between this stator and the shaft. A gap of about 3mm is usually maintained between this stator and the
shaft.
An alternating current is fed to the central ring (primary) generating a magnetic field. This causes an
induced currents in the outer secondary coils, which are connected in series such that when there exists
no twist (no torque condition, rpm=0) in the shaft, the induced currents oppose each other and neutralize.
When torque is applied to the shaft stress lines are inclined to the axis. This distortion causes the induced
current in the secondary coils to increase on one side and decrease on the other side. Thus a resulting
induced voltage is developed in the secondary which is sensed by the secondary poles in the stator. The
magnitude of this induced voltage is proportional to the torque applied.

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 The signal out put from the instrument is directly calibrated in terms of torque developed by the engine
and read on the display.
Now as torque T is known, power developed by the engine can be calculated from the following
relation,
Shaft Power, P = 2 π NT/60 where N= RPM, π= 22/7 (PI)

202. Explain the procedure of setting a boiler safety valve

The safety valve is the sole safety device, which relieves the boiler of a dangerous excess pressure. In the
majority of designs the oil fired boiler and the exhaust gas boiler have a common steam circuit, though
separate heat input and flue gas paths. The oil fired section of the oil fired boiler has a fuel cut out which is
operated by the steam pressure limiting device, whereas the exhaust gas boiler has to depend solely on its
safety valve to protect it. In a composite boiler as mentioned above the pair of safety valves can serve to
protect the common steam circuit. An additional pair of safety valves is provided in the outlet header of the
exhaust gas boiler, which has to be set separately.
The setting of the safety valve has to be done when the heat input and the rate of pressure rise is maximum.
The setting of the exhaust gas boiler safety valve to comply with the above, shall be carried out as follows:
While at sea, with the main engine running at normal service speed and when all systems are steady, the
oil-fired section of the boiler can be fired to augment steam production (all precautions such as adequate
water level in the boiler, operator standing by the burner quick shut off valve etc. are to be followed). With the
safety valve on the steam receiver of the boiler lightly gagged. The safety valve of the exhaust gas boiler
section is set at slightly higher pressure. In order to ensure that the economizer (or the exhaust gas boiler)
operates under flooded conditions at all times, it is customary to adjust the safety valves of the economizer
to a slightly higher pressure than the safety valves of the boiler steam receiver of which they are connected.
After setting the safety valve as above to satisfaction locking it to make it tamper proof, the oil-fired boiler
firing is stopped, the steam receiver safety valves gags removed and all the easing gear properly connected.
The exact lifting pressures are recorded in the logbook authenticated by the CEO and a copy of the above is
to be forwarded to the classification society upon arrival next port.
In the setting of the safety valve of a boiler, three items are of great importance. They are: 1. Setting
pressure at which the valve should lift.
2. The accumulation of pressure, which will be above the former due to the valve spring characteristics
3. “Blow down” which is a drop in pressure below the setting pressure after the valve has lifted and
reseated.
4. For example the following values are relevant:
a. Boiler working pressure: 7 bar.
b. Safety valve setting pressure: 9 bar.
c. Accumulation of pressure: Maximum of 10% of the setting pressure = 9.9 bar.
d. Blow down at 3% of lifting pressure.

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